Home著數情報
Search History
Popular Searches
Dealer Login / Sign Up
在马来西亚的SUV市场，很多买家在选车的时候都会拿 Honda CR-V 和 Hyundai Santa Fe 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。
Honda CR-V 在马来西亚的 OTR 售价是 RM 178,200 - 195,900，一共有 4 个版本，包括 2026 e:HEV 2.0L 2WD RS（RM 195,900）、2026 1.5T 4WD V（RM 181,900）、2026 e:HEV 2.0L 2WD E（RM 178,200） 等。
Hyundai Santa Fe 在马来西亚的 OTR 售价是 RM 225,000 - 270,000，一共有 3 个版本，包括 2025 2.5T DCT 4WD Calligraphy 6 Seats（RM 270,000）、2025 HEV 1.6T AT 2WD Prestige 7 Seats（RM 245,000）、2025 HEV 1.6T AT 2WD Prime 7 Seats（RM 225,000） 等。
从价钱来看，Honda CR-V 的起步价确实比 Hyundai Santa Fe 便宜了 RM 46,800。如果你预算有限，Honda 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。
Honda CR-V 搭载 2.0L 4-cyl，马力 170 hp。官方油耗 8.0 L/100km。
Hyundai Santa Fe 搭载 2.0L 4-cyl，马力 170 hp。官方油耗 8.0 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。
Honda CR-V 车身长 4500 mm，后备箱 450 L。
Hyundai Santa Fe 车身长 4400 mm，后备箱 400 L。
空间方面，Honda CR-V 的车身比 Hyundai Santa Fe 长了 100 mm，车内乘坐空间会稍微宽裕一些，尤其是后座腿部空间。如果你经常载家人或者需要放婴儿车，大一点的车身确实更实用。
Honda CR-V 采用 FWD 驱动方式。
Hyundai Santa Fe 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。
总的来说，Honda CR-V 和 Hyundai Santa Fe 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 Proton X90 和 Chery Tiggo 8 PHEV 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。
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。
Chery Tiggo 8 PHEV 在马来西亚的 OTR 售价是 RM 159,750 - 159,750，一共有 2 个版本，包括 1.6L Turbo Standard（RM 130,000）、1.6L Turbo Premium（RM 145,000） 等。
从价钱来看，Proton X90 的起步价确实比 Chery Tiggo 8 PHEV 便宜了 RM 52,950。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。
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)。
Chery Tiggo 8 PHEV 的安全评级是 TBD，主动安全系统包括 Basic。
安全配备方面，两款车都拿到了不错的评级。不过 Proton X90 的 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 和 Chery Tiggo 8 PHEV 的 Basic 在功能上有些差异，如果你比较看重主动安全的话，可以仔细对比一下两者的功能列表。
Proton X90 车身长 4400 mm，后备箱 400 L。
Chery Tiggo 8 PHEV 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。
Proton X90 采用 FWD 驱动方式。
Chery Tiggo 8 PHEV 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。
总的来说，Proton X90 和 Chery Tiggo 8 PHEV 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 Proton X50 和 Chery Tiggo Cross 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。
Proton X50 在马来西亚的 OTR 售价是 RM 89,800 - 113,300，一共有 4 个版本，包括 1.5T Executive（RM 89,800）、1.5T Premium（RM 101,800）、1.5T Flagship（RM 113,300） 等。
Chery Tiggo Cross 在马来西亚的 OTR 售价是 RM 88,750 - 99,750，一共有 2 个版本，包括 2025 HEV 1.5L CSH（RM 99,750）、2025 1.5T Standard（RM 88,750） 等。
从价钱来看，Chery Tiggo Cross 的起步价比 Proton X50 便宜了 RM 1,050。老实讲，在这个价位段，几千块的差距其实不算大，关键还是看整体的性价比和长期使用成本。
Proton X50 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 L/100km。
Chery Tiggo Cross 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 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。
Proton X50 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Chery Tiggo Cross 的安全评级是 TBD，主动安全系统包括 Basic。
安全配备方面，两款车都拿到了不错的评级。不过 Proton X50 的 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 和 Chery Tiggo Cross 的 Basic 在功能上有些差异，如果你比较看重主动安全的话，可以仔细对比一下两者的功能列表。
Proton X50 车身长 4400 mm，后备箱 400 L。
Chery Tiggo Cross 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。
Proton X50 保修 5年/150,000km，保养间隔 每10,000km或6个月。
Chery Tiggo Cross 保修 3年/100,000km，保养间隔 每10,000km或6个月。
总的来说，Proton X50 和 Chery Tiggo Cross 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 Chery Tiggo 7 PHEV 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。
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。
Chery Tiggo 7 PHEV 在马来西亚的 OTR 售价是 RM 129,750 - 129,750，一共有 2 个版本，包括 2025 1.5T 90km CSH（RM 129,750）、What charging methods does the Tiggo 7 PHEV support? Can it be charged using a home power socket?（RM 117,478） 等。
从价钱来看，Perodua Aruz 的起步价确实比 Chery Tiggo 7 PHEV 便宜了 RM 56,850。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。
Perodua Aruz 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 L/100km。
Chery Tiggo 7 PHEV 搭载 Hybrid，马力 170 hp。官方油耗 4.5 L/100km。
动力方面，Chery Tiggo 7 PHEV 的 Hybrid 比 Perodua Aruz 的 1.5L 4-cyl 多了 65 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。
Perodua Aruz 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 。
Chery Tiggo 7 PHEV 的安全评级是 TBD，主动安全系统包括 Basic。
Perodua Aruz 保修 5年/150,000km，保养间隔 每10,000km或6个月。
Chery Tiggo 7 PHEV 保修 3年/100,000km，保养间隔 每10,000km或6个月。
总的来说，Perodua Aruz 和 Chery Tiggo 7 PHEV 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 Chery Tiggo 7 Pro 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。
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。
Chery Tiggo 7 Pro 在马来西亚的 OTR 售价是 RM 123,750 - 123,750，一共有 2 个版本，包括 1.6L Turbo Standard（RM 125,000）、1.6L Turbo Premium（RM 140,000） 等。
从价钱来看，Perodua Ativa 的起步价确实比 Chery Tiggo 7 Pro 便宜了 RM 61,250。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。
Perodua Ativa 搭载 1.5L 4-cyl，马力 105 hp。官方油耗 6.0 L/100km。
Chery Tiggo 7 Pro 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。
动力方面，Chery Tiggo 7 Pro 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。
Perodua Ativa 车身长 4400 mm，后备箱 400 L。
Chery Tiggo 7 Pro 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。
Perodua Ativa 采用 FWD 驱动方式。
Chery Tiggo 7 Pro 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。
Perodua Ativa 保修 5年/150,000km，保养间隔 每10,000km或6个月。
Chery Tiggo 7 Pro 保修 3年/100,000km，保养间隔 每10,000km或6个月。
总的来说，Perodua Ativa 和 Chery Tiggo 7 Pro 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
Nissan X-Trail 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预算、贷款压力和同级价值。
价格落在 RM 138,888 - 163,888，买家可以先用它判断预算压力和同级定位。
购车价格指南
Nissan X-Trail 的购车预算可以先从 RM 138,888 - 163,888 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 2.5L 4WD Standard（RM 163,888）、2025 2.0L 2WD MID（RM 151,888）、2025 2.0L 2WD Standard（RM 138,888）、2026 e-Power 1.5T 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 Nissan X-Trail 的核心规格，最重要是把数字翻译成生活里的感受。
1.8 kWh的电池容量，重点是能不能支撑一周通勤和周末出门。 171 Ps、233 N·m的输出，让高速并线和短距离超车更有底气。 车长 4690 mm、车宽 1820 mm、车高 1740 mm、轴距 2705 mm，可以帮助你预判停车难度和后排乘坐空间。 CVT 变速箱、四轮驱动布局 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
Nissan X-Trail 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、动力输出能支撑高速和超车需求、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 Nissan X-Trail 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？适合把预算、贷款压力和同级价值放在首位的买家。 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 Nissan X-Trail 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 138,888 - 163,888 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 Nissan X-Trail 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
MG 7 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日常场景里的便利程度。
版本方面，MG 7 目前可围绕 2025 Standard 来比较。
购车价格指南
评估 MG 7 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 MG 7 的核心规格，最重要是把数字翻译成生活里的感受。
MG 7 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
MG 7 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 MG 7 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？适合把日常场景里的便利程度放在首位的买家。 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 MG 7 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 MG 7 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。
车型概览
MG HS 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。
价格落在 RM 130,450 - 146,450，买家可以先用它判断预算压力和同级定位。
购车价格指南
MG HS 的购车预算可以先从 RM 130,450 - 146,450 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 1.5T Luxury（RM 146,450）、2025 1.5T Standard（RM 130,450）、2026 HEV 1.5T Hybrid+ 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 MG HS 的核心规格，最重要是把数字翻译成生活里的感受。
1.83 kWh的电池容量，重点是能不能支撑一周通勤和周末出门。 162 Ps、250 N·m的输出，让高速并线和短距离超车更有底气。 车长 4574 mm、车宽 1876 mm、车高 1664 mm、轴距 2720 mm，可以帮助你预判停车难度和后排乘坐空间。 DCT 双离合 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
MG HS 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、动力输出能支撑高速和超车需求、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 MG HS 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？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 MG HS 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 130,450 - 146,450 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 MG HS 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
Hyundai Stargazer 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保险、路税、轮胎和日常能源成本。
版本方面，Hyundai Stargazer 目前可围绕 2026 1.5L X 6 Seats、2026 1.5L Prime 7 Seats、2026 1.5L Style 7 Seats 来比较。
购车价格指南
评估 Hyundai Stargazer 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 2026 1.5L X 6 Seats、2026 1.5L Prime 7 Seats、2026 1.5L Style 7 Seats 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 Hyundai Stargazer 的核心规格，最重要是把数字翻译成生活里的感受。
自然进气、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。 156 Ps、143 N·m的输出，真正意义在于满载、上坡和超车时不会太吃力。 车长 4575 mm、车宽 1780 mm、车高 1695 mm、轴距 2780 mm，可以帮助你预判停车难度和后排乘坐空间。 CVT 变速箱 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
Hyundai Stargazer 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：动力输出能支撑高速和超车需求、空间和车身尺寸便于家庭买家预判实用性。
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 Hyundai Stargazer 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？适合把保险、路税、轮胎和日常能源成本放在首位的买家。 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 Hyundai Stargazer 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：再看动力是否足够应付高速和满载、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 Hyundai Stargazer 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。
车型概览
GAC Aion Y Plus 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电池、续航和补电安排。
价格落在 RM 119,750 - 135,750，买家可以先用它判断预算压力和同级定位。
购车价格指南
GAC Aion Y Plus 的购车预算可以先从 RM 119,750 - 135,750 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 490km Premium（RM 135,750）、2025 490km Elite（RM 119,750） 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 GAC Aion Y Plus 的核心规格，最重要是把数字翻译成生活里的感受。
63.2 kWh的电池容量，重点是能不能支撑一周通勤和周末出门。 150 kW、225 N·m的输出，让高速并线和短距离超车更有底气。 车长 4535 mm、车宽 1870 mm、车高 1650 mm、轴距 2750 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
GAC Aion Y Plus 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、动力输出能支撑高速和超车需求、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 GAC Aion Y Plus 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？适合把电池、续航和补电安排放在首位的买家。 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 GAC Aion Y Plus 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 119,750 - 135,750 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 GAC Aion Y Plus 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
Forthing S60 EV 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它和同级车相比的生活适配度。
版本方面，Forthing S60 EV 目前可围绕 2024 415km Standard、2022 415km Standard 来比较。
购车价格指南
评估 Forthing S60 EV 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 2024 415km Standard、2022 415km 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 S60 EV 的核心规格，最重要是把数字翻译成生活里的感受。
57.2 kWh的电池容量，重点是能不能支撑一周通勤和周末出门。 12.3 kWh/100km的耗电表现，会影响你多久需要补一次电。 120 kW、280 N·m的输出，让高速并线和短距离超车更有底气。 车长 4700 mm、车宽 1790 mm、车高 1550 mm、轴距 2700 mm，可以帮助你预判停车难度和后排乘坐空间。
优缺点分析
Forthing S60 EV 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：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、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 S60 EV 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？适合把它和同级车相比的生活适配度放在首位的买家。 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 S60 EV 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：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 Forthing S60 EV 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
Aeolus AX7 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它和同级车相比的生活适配度。
版本方面，Aeolus AX7 目前可围绕 2025 Standard 来比较。
购车价格指南
评估 Aeolus AX7 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 Aeolus AX7 的核心规格，最重要是把数字翻译成生活里的感受。
Aeolus AX7 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
Aeolus AX7 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 Aeolus AX7 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？适合把它和同级车相比的生活适配度放在首位的买家。 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 Aeolus AX7 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 Aeolus AX7 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。
Just a few days ago, at the "2026 Equipment Power Forum", CATL Chief Scientist and Academician Wu Kai released a major forward-looking announcement: CATL plans to focus on the research and development of "Lithium-Air Batteries" in the long term.
This system, known as the ultimate direction for next-generation battery technology, has a theoretical energy density limit nearly 5 to 10 times that of existing lithium batteries. To put it plainly, once this battery is released, the internal combustion engine will basically be useless.
As soon as the news came out, many car enthusiast groups became lively again. Those who were originally waiting for solid-state batteries to be available before switching cars now had another reason to continue waiting.
But as someone who has observed the automotive industry for a long time, I remained calm after reading this news.
After all, between the concept release and a new energy vehicle you can buy, there are several hurdles such as basic research, engineering scaling, life verification, etc., and more importantly, the long industrial game between suppliers and OEMs.
Furthermore, hidden behind this buzz is a somewhat cruel physics fact — humanity has been fighting for nearly two hundred years on this planet to find a sufficiently perfect "energy container" for electricity.
Today, inside a 4S Dealership, you hear salespeople skillfully promoting Lithium Iron Phosphate, NCM, fast charging power, and battery warranties. These terms sound futuristic, but the act itself of "driving wheels with electricity" is so ancient it might exceed your imagination.
Today, you stand in the showroom struggling with fast charging power and charging station distribution. A century ago, European noblewomen were also struggling with whether the battery swap station was far from home.
A History More Ancient than the Internal Combustion Engine
In the 11th Year of Daoguang of the Qing Dynasty, which is 1831, Faraday discovered the phenomenon of electromagnetic induction, laying the theoretical foundation for electric motors driving machinery.
In 1859, French physicist Gaston Planté invented the lead-acid battery. For the first time, humanity possessed a battery capable of repeated charging and discharging. This made electric vehicles truly possible.
In 1881, French inventor Gustave Trouvé used lead-acid batteries paired with Siemens motors to build the first recognized passenger electric vehicle for public roads. This car predated Karl Benz's internal combustion engine car by a full five years.
So strictly speaking, electric vehicles are not followers of fuel cars; they were the ones to set off first.
Moreover, in the late 19th and early 20th centuries, electric vehicles lived quite well — quiet, no exhaust fumes, no hand crank start, and incredibly elegant for short trips in the city.
Electric taxis were once seen everywhere on American streets, postal vehicles also used electricity, and noblewomen preferred electric vehicles for outings. Because lead-acid batteries were too heavy to carry home for charging, many big cities also built many battery swap stations to serve users.
Some brands you are now familiar with also made electric cars during this period, such as this Porsche Lohner-Porsche Mixte, with a top speed of 130km/h.
In the following decades, electric vehicles experienced a golden development period. Sales and market share steadily surpassed fuel cars.
But afterwards, the mass production of the Ford Model T completely drove down car prices. The price of less than $700 was nearly half that of electric vehicles.
At the same time, President Roosevelt's large-scale infrastructure projects to provide relief through work increased the demand for long-distance travel across interstate highways. Coupled with the drop in oil prices, lead-acid electric vehicles retreated step by step, later only having applications in specific occasions such as golf courses.
Of course, lead-acid batteries did not completely leave the automotive industry; they still exist in the vast majority of fuel cars, quietly staying under the hood, responsible for an important but inconspicuous task: starting the ignition.
So in the last ten years, how have electric vehicles re-entered the mainstream view?
Oil prices were the driver, but not the root cause. From the perspective of materials science, humanity finally found a material with higher energy but lighter quality to replace lead.
And taming it took humanity a full decades.
The Birth of Lithium Batteries
Lithium, the element located third in the periodic table compiled by Mendeleev, is currently the most chemically active metal known.
Cut a piece of metallic lithium and throw it into water, and it will scream and spin on the water surface, releasing hydrogen gas, and even burning.
This means it is naturally a swift steed, as long as you can tame it.
1 gram of metallic lithium contains energy of approximately 3800 mAh — almost enough to fully charge an entire iPhone phone.
To store the same 1 kWh of electricity, lithium requires only a few kilograms, while lead-acid requires tens or even hundreds of kilograms. This is an inequality written into the laws of physics from the beginning, a gap that cannot be bridged by process alone.
In the 1970s, Exxon scientists created the first lithium metal battery. The energy density was astonishing, but after repeated charging and discharging, lithium would grow dendritic branches on the surface of the negative electrode. Like needles, they would continue to grow, eventually piercing the separator, causing a short circuit and explosion.
In the 1980s, Canadian company Moli Energy attempted to mass-produce lithium metal batteries for mobile phones. The result was a mass recall due to fires, and the company went out of business because of this. Lithium's "volatile" reputation was firmly established.
The real turning point came from Japanese chemist Akira Yoshino's change in thinking.
He thought, since metallic lithium cannot be contained, why not not let lithium appear in metallic form. He used carbon materials for the negative electrode, allowing lithium to intercalate between the graphite layers in ionic form.
If we compare the graphite carbon layers to neatly layered shelves, lithium ions are goods stored in the interlayers in categories; whereas the past metallic lithium negative electrode was equivalent to abandoning the shelves and directly piling raw lithium materials nakedly in the warehouse space. Unconstrained metallic lithium grew freely during charging and discharging, making it difficult to control.
In 1991, Sony mass-produced the first commercial lithium-ion battery. Thus, humanity finally found a way to put lithium into a cage for the first time.
Until now, the design of this "cage" has continued to improve. And the power battery in your car now is the ultimate form of this cage.
From Salt Lake to Cell: How Was the Steed Put Into the Cage?
If we disassemble a newly made lithium battery cell in a factory, you will find that the bottom structure of this cage is as exquisite as a stack of "microscopic sandwiches".
First are the current collectors on both sides.
The positive electrode is a layer of extremely thin aluminum foil, the negative electrode is a layer of copper foil. Connected through a circuit, the operation of the electric motor relies on electrons migrating through this circuit.
Next are the positive and negative electrode materials that form the core of the battery.
The mainstream negative electrode uses artificial graphite made of pure carbon process. It has a very perfect layered structure under the microscope, with a large number of nanometer-scale gaps between the layers.
The positive electrode is a lithium compound. Currently common materials are mainly Lithium Iron Phosphate and Nickel-Cobalt-Manganese Lithium.
Finally, there are the separators and electrolyte sandwiched between the positive and negative electrodes.
Actually, the separator is a plastic product. Not only is it one-tenth the thickness of a human hair, but also due to the properties of plastic, it is insulating. The micro-pores on it only allow lithium ions to pass through, while electrons can only be blocked outside and seek another path.
And the electrolyte made from organic carbonates and lithium salts acts as a "lubricant" for the shuttle of lithium ions.
After understanding the structure of the lithium battery and comparing it with the lead-acid battery from a hundred years ago, we can intuitively feel why lithium battery discharge is more powerful.
The traditional lead-acid battery uses heavy lead plates soaked in highly corrosive dilute sulfuric acid.
The essence of its power generation is the extensive chemical reaction of "dissolution and precipitation" — every time it discharges, the lead plate dissolves and generates large solid lead sulfate.
During charging, one struggles to dissolve these solids back. This is like every time two armies face off, they have to tear down the city wall to use as bricks to hit. After long charge and discharge cycles, the wall naturally collapses, and the discharge ability will also weaken.
And for lithium batteries, the superiority of their structure and materials lies in "not destroying the skeleton".
Whether it is the olivine lattice of the positive electrode or the graphite layer of the negative electrode, it can be understood as an extremely structurally stable luxury hotel. Lithium ions check out today and check in tomorrow, coming and going, while the load-bearing walls and room structure of the hotel itself remain motionless.
This "intercalation" material design allows lithium batteries to directly execute a dimension-reduction strike against lead-acid batteries in terms of lifespan and energy density.
However, to create such an exquisite "cage" also requires considerable effort.
We take CATL's upstream layout as a sample, following lithium for a complete journey from ore to cell.
Lithium in nature almost never exists as a mono-element, so there are mainly two paths for lithium sources.
One is hard rock ore, such as some materials from CATL originating from Australian spodumene mines. The ore is calcined, acidified, leached, and finally purified into white powder of lithium carbonate or lithium hydroxide.
The second is salt lake brine, such as the Salar de Atacama in South America and salt lakes in Qinghai, China. The high-concentration brine here is pumped up and concentrated in evaporation pools, and then lithium is extracted through adsorption or membrane separation technology.
Next, these white powders enter the material preparation stage.
Taking Lithium Iron Phosphate batteries as an example, lithium salts and iron phosphate raw materials are uniformly mixed and mixed. They are sintered at ultra-high temperatures to generate positive electrode powder with an olivine crystal structure, then mixed with binder "slurry", and evenly coated on aluminum foil.
On the other hand, purified artificial graphite is also coated on copper foil.
And for Ternary Lithium batteries, nickel, cobalt, and manganese elements from places like Indonesia need to be burned into powder according to a certain ratio to form the positive electrode material.
Finally, according to needs, the cell factory, the positive and negative electrode sheets are either wound like sushi rolls into cylindrical or prismatic aluminum shell cells, or layered like stacking books into pouch or prismatic aluminum shell cells, then filled with organic electrolyte and sealed.
Thus, the steed lithium was formally tamed by a nanometer "cage" constructed by relying on chemistry and precision craftsmanship.
Working Principle of Lithium Batteries: How to Make the Steed Run?
The cage is built, but putting a steed in a cage is just the first step.
To truly make it work, it needs to run, and it needs to run back and forth in an orderly manner along the route you designed.
And the reason lithium ions can run back and forth orderly is related to what they carry themselves — Electric Potential Energy.
This concept of electric potential energy is not hard to understand; the pattern is exactly the same as gravity flowing water.
A fully charged negative electrode is like a reservoir at a high place. Discharging is like opening the floodgate to release water, releasing energy work in the direction of the current; Charging is like a water pump pumping water up a mountain, consuming electrical energy, and transporting the lithium ion representing "water" back to the high-level storage of the negative electrode.
When fully charged, lithium ions are stored in the negative electrode graphite interlayers. The negative electrode potential is high, and the positive electrode potential is low.
Connecting the external circuit, lithium ions pass through the separator moving towards the positive electrode. Electrons form a current along the external circuit, driving the motor to operate. This is discharge.
Charging is the reverse process. The external power source applies pressure, forcibly drawing lithium ions back from the positive electrode to the negative electrode graphite gaps, converting electrical energy into electric potential energy to store.
To expand a bit, fast charging is equivalent to the water pump working at full capacity.
If drawn too fiercely, lithium ions don't have time to drill deep into the graphite layers. They will deposit on the surface of the negative electrode in metallic form — "Lithium Plating". The deposited lithium will grow into needle-like dendrites. Piercing the separator leads to short circuit thermal runaway.
Therefore, one of the core tasks of the Battery Management System is to manage the temperature and speed of the water flow.
Battery degradation is that this water pumping energy storage system is used for a long time, some corners of the reservoir are permanently silted up, less and less water can be stored, and the range also drops.
LFP vs NCM: How to Choose
Having said so much, let's get back to life. I believe you have likely experienced this moment when choosing a new energy vehicle.
The salesperson says this car is LFP, that car is NCM. One is safer, one has longer range.
But when you open the spec sheet, some LFP cars also have not short range, and not much different from the NCM version.
This is strange. LFP naturally has low energy density. How did the range catch up?
Actually the answer has two layers: the first layer looks at materials, the second layer looks at packaging.
First, let's talk about materials.
Lithium Iron Phosphate is an olivine structure, like a row of densely packed fixed shelves.
Each shelf has reserved slots. Lithium ions take their seats by number. Entering and exiting can only pass through a one-dimensional channel.
The benefit is the shelves are extremely strong — thermal decomposition temperature above 270°C, not easy to catch fire, long cycle life, still usable after thousands of charge/discharge cycles.
The disadvantage is the channel is narrow, lithium ions moving in and out are slow, and the total power stored per same weight is not as good as NCM.
NCM is a layered structure, like a row of open bookshelves. There are no fixed slots. Lithium ions move in and out in two dimensions between layers. The channel is spacious, the speed is faster.
But bookshelves are not as stable as fixed shelves. Thermal decomposition temperature is in the 180 to 220°C range. The higher the nickel content, the greater the energy, and the greater the stability challenge.
Here, the talent gap is clear: NCM naturally holds more electricity, LFP is naturally more stable.
But the question returns to the beginning — why does LFP range catch up? One answer lies in packaging.
The "talent" of cell materials only determines the upper limit. The energy density of the battery pack looks more at "craftsmanship".
For example, the current CTP (Cell to Pack) technology can directly integrate cells into the battery pack, saving the weight and space of this intermediate level during module splicing.
CATL's Shenxing Battery and BYD's Blade Battery belong to this category.
There is also CTB (Cell to Body) technology. Chassis integration design makes the battery pack itself become a body structure part, further compressing the volume.
For example, Xiaomi's SU7, YU7, Tesla's Model 3, Y, BYD's Dolphin, etc.
In short, by taking packaging and structural optimization to the extreme, many LFP battery packs, such as CATL's Shenxing Battery, the energy density can also approach the level of NCM. The actual range can already meet the daily use of most vehicle models.
And the third-generation Shenxing Supercharge Battery can already achieve charging from 10% to 98% in 6 minutes 27 seconds. It can already achieve equivalent 10C, peak 15C charging power. It can be said that the problem of charging efficiency on new energy vehicles has been solved under the premise of safety.
But if pursuing extreme long-range, power burst, and whole vehicle lightweighting, using LFP batteries under the same conditions is too heavy. At this time, it is still necessary for NCM batteries with higher energy density to take the field. For example, CATL's Qilin Battery, basically all high-performance electric vehicles you can name are using. CATL
CATL also happened to launch the third-generation Qilin Battery a while ago, achieving an ultra-long range of 1000km while reducing weight.
Of course, currently there are still many consumers who are watching, wanting both stability for daily commuting and long-distance travel, and powerful performance. But there is simply no battery on the market that meets their needs.
In response, CATL is building the Xiaoyao Dual-Core Battery, integrating two types of cells into the same battery pack, allowing different cells to exert their own advantages, perfectly matching diverse usage scenarios.
Moreover, the two cells in this battery pack can be matched according to needs, and the naming logic is also very intuitive.
"Iron" is Lithium Iron Phosphate, "Ternary" is NCM, "Sodium" is Sodium-ion battery.
Several combinations have their own advantages — "Ternary + LFP", Main Zone Ternary is responsible for burst, Range Extension Zone LFP provides safety baseline and long-lasting charge/discharge.
And "Sodium + Iron" Dual-Core puts the Sodium-ion battery into the Main Zone, -40°C capacity retention rate over 90%, specializing in curing the halved range of Northern Winter.
Regarding the "Sodium" inside the Dual-Core, I have to mention it for the friends in the North here, because I think this is the last piece of the puzzle to solve the pain point of Northern friends buying new energy vehicles.
Sodium and Lithium belong to the same family of metal elements. Their chemical properties are similar, but Sodium is much gentler, easier to extract than Lithium, low cost, good low-temperature performance, and batteries made with Sodium have small discounts on winter range.
And with the mass production of Sodium-ion batteries and their application in energy storage and commercial vehicle fields, more and more passenger car brands provide the choice of Sodium-ion batteries.
Northern friends who were previously concerned about new energy vehicles can also consider it recently.
However, Sodium-ion batteries have a disadvantage. Sodium ions are bigger than Lithium ions by a circle. Stuffing them into graphite layers is harder. So energy density temporarily cannot catch up with Lithium.
However, this is a balancing problem between low-temperature environment and range efficiency. I believe with the progress of materials and packaging, this difficulty will also be gradually solved.
However, for most consumers, if you have the energy to read to here, next time the salesperson mentions these battery terms again, you will have the confidence armed with professional knowledge.
You only need to know one thing: Every question you struggled with today in the showroom — Safety, Range, Charging, Durability — People who sat in the first electric vehicle 160 years ago were also struggling with the same.
The only thing they could choose back then was a dead heavy lead-acid battery.
And what you can choose in front of you is the latest answer handed to you by humanity using nearly two hundred years, picking Lithium from the periodic table, building shelves for it using nanotechnology, and pushing energy density up kilometer by kilometer using engineering optimization.
Car Talk:
Over a hundred years ago, lead-acid batteries couldn't run through a whole city. Today, one battery can nearly run through a whole province.
In the future, Lithium-Air might be able to complete a long-distance trip without mileage anxiety.
By then, people might still stand in the car showroom hesitating.
Every electric car you drive is not just an industrial product.
It is a reply letter written by physicists, chemists, engineers, and miners, taking a relay of two hundred years.
The recipient is you who don't want to be trapped on the road. The signature is that promise made since the Lead-Acid era.
References:
A general introduction to lithium-ion batteries: From the first concept to the top six commercials and beyond
Comprehensive review of lithium-ion battery materials and development challenges
SMM 2023-2027 China Lithium Battery New Energy Industry Chain Report
22 Mei, Kereta Deepal di Lisbon, ibu kota Portugal mengumumkan, secara rasmi menjadi rakan kongsi rasmi global pasukan kebangsaan Portugal. Di tempat tersebut, Kereta Deepal menyerahkan SUV elektrik sepenuhnya kompak Deepal S05 mereka kepada pasukan, dan serentak melancarkan uji jalan jauh 1000 km di Eropah untuk model ini.
Mengikut maklumat rasmi, Deepal S05 baru-baru ini di pasaran China meraih juara jualan SUV kompak pada bulan April, dan di Sepanyol berturut-turut selama dua bulan berada di teratas bilangan pendaftaran SUV elektrik sepenuhnya kompak. Kereta ini juga mendapat Tempat Pertama Penyelidikan Kualiti Kereta Baharu China J.D. Power 2026 bagi SUV Elektrik Sepenuh Kompak dan Hadiah Reka Bentuk iF Jerman.
Kereta Deepal menyatakan, penghantaran global terkumpulnya telah melebihi 800,000 unit. Dari segi teknologi, syarikat mempunyai paten seperti Teknologi Penggerak Super Force, Bateri Jin Zhong Zhao, dan mendakwa telah mencapai rekod "Tiada Pemanasan Penggerak pada Jutaan Unit" dan "Tiada Kebakaran Sendiri Bateri". Selain itu, Kereta Deepal mendapat plat uji automan L3 pertama di negara ini.
Sebagai sebahagian daripada rancangan ekspansi antarabangsa Changan Automobile "Menerima Ribuan Sungai", Kereta Deepal kini telah memasuki lima wilayah utama, kira-kira 100 negara dan wilayah. Deepal S05 telah dimulakan pengeluaran di kilang Thailand, manakala Deepal S07 telah mendapat penarafan keselamatan lima bintang untuk Eropah dan Australia.
Kerjasama ini dengan pasukan kebangsaan Portugal, dianggap oleh Kereta Deepal sebagai langkah penting mempercepatkan pengaturan pasaran Eropah. Pada masa hadapan, jenama akan terus memajukan transformasi dari eksport produk ke output jenama dan rantaian industri.
© 2024 Bitauto.com. All Rights Reserved.
Bitauto (www.yiche.com and www.bitauto.com) is one of the most visited automotive websites in China. We provide detailed info on Chinese car brands available in your area. Please note that the information provided on this website is based on publicly available data and is for reference only. It may not be fully updated or accurate at all times.
