车型概览

BMW M4 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期相处时会不会带来额外压力。

价格落在 RM 887,800，买家可以先用它判断预算压力和同级定位。

购车价格指南

BMW M4 的购车预算可以先从 RM 887,800 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 Competition M xDrive w. Black Graphics（RM 887,800）、2025 Competition M xDrive w. Red Graphics（RM 887,800） 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 BMW M4 的核心规格，最重要是把数字翻译成生活里的感受。

BMW M4 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

BMW M4 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。

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 BMW M4 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？适合把长期相处时会不会带来额外压力放在首位的买家。 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 BMW M4 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 887,800 锁定预算圈。

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 BMW M4 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

Alfa Romeo Giulia 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 440,078，买家可以先用它判断预算压力和同级定位。

购车价格指南

Alfa Romeo Giulia 的购车预算可以先从 RM 440,078 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 2026 2.0T Standard（RM 440,078） 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 Alfa Romeo Giulia 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、1995 mL 排量的动力底子，适合拿来判断市区跟车和高速巡航是否轻松。 280 Ps、400 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 4643 mm、车宽 1860 mm、车高 1436 mm、轴距 2820 mm，可以帮助你预判停车难度和后排乘坐空间。 自动变速箱 变速箱、后轮驱动布局 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

Alfa Romeo Giulia 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，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 Alfa Romeo Giulia 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 Alfa Romeo Giulia 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 440,078 锁定预算圈、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 Alfa Romeo Giulia 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

Audi A3 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。

价格落在 RM 340,112，买家可以先用它判断预算压力和同级定位。

购车价格指南

Audi A3 的购车预算可以先从 RM 340,112 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 2.0T S line（RM 340,112） 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 Audi A3 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。 190 Ps、320 N·m的输出，真正意义在于满载、上坡和超车时不会太吃力。 6.2 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 4495 mm、车宽 1816 mm、车高 1425 mm、轴距 2636 mm，可以帮助你预判停车难度和后排乘坐空间。

优缺点分析

Audi A3 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 Audi A3 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？6.2 L/100km 的油耗参考让通勤成本更容易预估。

竞品对比内容

把 Audi A3 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 340,112 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 Audi A3 的日常成本，最直接会反映在燃油、保险、轮胎和定期保养上。6.2 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。

上汽大通硬核实力赢得认可，携手马来西亚龙头企业深度合作

6月11日，2026吉隆坡国际车展正式启幕，上汽大通携全品类商用车矩阵重磅参展，并发布三款皮卡新品。活动现场，上汽大通与马来西亚两大龙头企业达成标志性合作成果：与当地绿色科技集团Yinson达成300台大通eDeliver 5（国内大拿 V1）采购合作，畅销国内的大拿海外再获佳绩，创下马来西亚史上最大新能源轻客单笔订单纪录；同时与Weststar旗下专注于专用车辆及定制化车辆解决方案的Global Komited达成155台大通Deliver 9（国内新途 V90）特殊用途车辆采购合作，这批车辆将被打造成为马来西亚第一批原厂改装特殊用途车辆。

【上汽大通×Yinson签约仪式】

马来西亚副总理兼能源及水务转型部部长法迪拉·尤索夫亲临现场，在逐一观摩展车、实地体验上汽大通新能源车型后，对产品过硬的品质与领先的新能源技术给予高度评价。上汽商用车执管会主席、上汽大通总经理杨怀景，以及Weststar集团、Yinson集团、Global Komited等合作企业高层悉数到场见证。两大标杆性订单同步落地，充分印证海外客户对上汽大通产品、技术与综合服务能力的信赖，也推动品牌在马来西亚新能源商用车、高端定制专用车两大细分赛道实现跨越式突破。

【马来西亚副总理体验并点赞大通产品】

两大标杆订单集中签约 多项“最大”纪录刷新马来车市格局

本次车展，马来西亚全球能源基础设施龙头企业Yinson Holdings Berhad旗下绿色科技板块Yinson GreenTech的电动出行品牌drivEV，正式敲定300台大通eDeliver 5新能源轻客采购协议。这不仅是Yinson GreenTech成立以来体量最大的新能源轻客采购项目，更是马来西亚迄今为止规模最大的新能源轻客单笔订单。大通eDeliver 5依托上汽大通鸿图2.0超级商用电动架构、宁德时代天行电池打造，完美适配城配物流、干线运输等多元运营场景，车辆投入运营后，将大幅推动马来西亚物流行业向低碳、高效、可持续方向转型。

【大通大拿V1】

与此同时，上汽大通与当地授权经销商Weststar旗下企业Global Komited达成合作，后者将采购155台基于大通Deliver 9车型打造的特殊用途车辆。Global Komited深耕马来西亚专用车、军警防务车辆领域，具备完善的定制改装体系与丰富的行业服务经验。大通Deliver 9拥有扎实的底盘素质与极强的改装拓展能力，基于原厂标准化体系完成改装后，这批车辆将成为马来西亚第一批由原厂完成整车改制并交付的特殊用途车辆。该项目的落地，意味着上汽大通正式深度布局马来西亚高端定制商用车市场，实现从标准化物流车到专业化特种车的全场景产品覆盖。

【政商嘉宾出席活动】

多款皮卡新品重磅发布 贴合市场需求筑牢海外竞争优势

依托本届吉隆坡国际车展平台，上汽大通正式面向马来西亚市场发布Terron9、eTerron9、T60三款皮卡新品，精准贴合当地市场消费与使用需求。凭借多年深耕本地市场的扎实积淀，上汽大通目前已稳居马来西亚电动VAN市场占有率第一，在当地商用车领域的龙头地位持续巩固。目前，上汽大通产品远销全球100多个国家和地区，轻客、高端皮卡出口量常年位居中国品牌首位，同时也是DHL、英国皇家邮政等国际物流巨头的长期合作伙伴，“中国智造”商用车的国际影响力持续提升。

【大通皮卡新品发布】

上汽大通汽车有限公司

上汽大通汽车有限公司（简称“上汽大通”）是上汽集团轻型商用车板块的核心主体，旗下有大通、跃进两大轻型商用车品牌。两大品牌与依维柯、上汽红岩（重卡）、上海申沃（客车）、新动力科技共同组成上汽商用车的完整品牌体系。

作为上汽大通的核心品牌，大通以“用领先科技和全生态链打造用户型企业”为使命，坚持做有温度的品牌，为用户提供高质量产品和全生态服务，持续引领新能源商用车步入用户价值时代。

立足中国、布局全球，大通构建起“全球大通、品质大通、科技大通、生态大通”四大核心实力——产品畅销全球100多个国家与地区，成为国际市场认可的“全球大通”；依托达沃斯工业4.0“世界灯塔工厂”与三大五星安全认证等严苛全球标准打造“品质大通”；以“超级全栈越野平台”星栈平台、“超级商用车电动架构”鸿图架构等自研技术基座成为“科技大通”；通过铃驹生态、星际计划等生态圈构筑“生态大通”。大通形成从产品制造到技术赋能、从生态建设到全球拓展的完善体系能力，助力品牌向“全球轻型商用车领导者”的愿景不断迈进。

版权声明：此文源自厂家供稿 ，如需转载请尊重版权并保留出处。内容若存有质量疑问请立即与本网联系，《商用车之家/汽车立体声》将尽快处理并予以回应。

June 11, the "Automotive Multi-power System Technology Upgrade and Market Adaptation — 2026 World Power Technology Continuous Innovation and Market Trends Seminar" organized by the Automotive Evaluation Institute was held in Chengdu.

This annual industry event, which witnessed the evolution of China's automotive power systems from DCT to hybrid and then to multi-power systems, brought together experts from industry organizations such as the China Machinery Industry Federation and the China Automotive Industry Consulting Committee, research scholars from universities including Tsinghua University, Beihang University, Harbin Institute of Technology, and others, and technical heads from more than 20 complete vehicle and core component enterprises such as FAW, Dongfeng, Great Wall, Geely, NIO, etc. Representatives from industry, academia, and research gathered together to jointly analyze the trend of global power technology development and build consensus for the high-quality development and global layout of China's automotive power industry.

Industry Transformation Enters Deep Water Zone, Long-term Consensus on Multi-Power Development

Zhang Wenhong, Deputy Secretary of the Party Committee and Vice President of the China Machinery Industry Federation, emphasized in his opening remarks, "No single technology can dominate the global market in the next decade, and technology routes such as hybrid, pure electric, and hydrogen energy will run parallel for a long time." He proposed three suggestions: First, adhere to diverse technology routes and respect demand differences in different regions and scenarios; for commercial vehicles, cold regions, and scenarios with inconvenient refueling/recharging, hybrid and range-extended power still have long-term value; Second, focus on tackling core components, collaborating with universities and upstream and downstream enterprises to break through 'bottleneck' links such as high-safety batteries, high-efficiency motors, and silicon carbide controllers; Third, strengthen market adaptability, carry out scenario-based development for different markets such as Southeast Asia, Europe, and the Middle East, and promote the industry chain going out together.

Zhao Hang, Member of the China Automotive Industry Consulting Committee, used data to verify the trend of power diversification: "Although the top ten domestic car sales in May this year were all electric vehicles, internal combustion engines cannot turn the tables, nor will they dominate the world." He pointed out that it will take at least decades to digest and iterate the existing stock of fuel vehicles and corporate investment, hybrids, especially plug-in hybrids, still have huge development space, while hydrogen fuel is hard to compete with pure electric vehicles in the passenger car field and is more suitable for heavy-duty trucks and fixed power generation scenarios. He also reminded the industry to pay attention to the profitability problem of electric vehicles. Most enterprises still rely on capital and government subsidies to operate, which is not a long-term solution.

Li Qingwen, President of the Automotive Evaluation Institute, systematically elaborated on the judgment of the current industry situation in his speech. He pointed out that the Chinese automobile market experienced a rare significant decline in the first five months of 2026 in nearly 30 years, the industry profit margin dropped from 7% to 8% five years ago to 3.4%, the number of new car models last year reached over 1700, and in the first four months of this year, it has exceeded 1600. Excessive technological innovation and the clustering of model releases have intensified industry involution.

Addressing the view commonly circulated in the industry that 'the first half of the new energy electrification strategy is over', Li Qingwen explicitly expressed opposition. He pointed out that China has filled the moat of Western century-old internal combustion engines with electrification innovation, but if progress halts at this time, it may also be overturned in subsequent competition. "This is a process of technological and corporate cleansing. Whoever slows down suffers losses."

Regarding the profit margin dropping to 3.4%, he made a structural analysis: The main body of profit decline is joint venture companies — Beijing Benz's profit margin halved, while Brilliance BMW, Beijing Hyundai, and Dongfeng Peugeot-Citroën all dropped significantly. In the past era of 7% profit margin, joint venture companies took about 70% of the profits, while Chinese brands only accounted for 30%. "In the future, the profit margins of Chinese brands will rise, while joint venture brands will continue to decline."

He also judged that 35 million units is not the ceiling of the Chinese automobile market, and there is still room for slight growth in the future. It is expected that China's automobile exports this year will reach 9 to 9.5 million units, and is expected to hit 10 million units.

Industry-Academia-Research Collaboration Breaks Through Core Technologies, Clear Direction for Power 'Four Modernizations'

At the seminar, several university experts shared the latest research results in the field of power technology and industry-academia-research transformation practices, and agreed that power systems are evolving towards the 'Four Modernizations': power efficiency, electrification of drive, intelligence of control, and diversification of energy.

Xu Xiangyang, Chairman of the World Top Ten Gearbox Evaluation Committee, Professor at the School of Transportation Science and Engineering, Beihang University, and Executive Deputy Director of the National Light Vehicle Automatic Transmission Engineering Research Center, provided data support from a global perspective: "The technology routes in the four major regions of the United States, Europe, China, and Japan are not completely consistent, and a single technology route cannot meet the user needs of different regions; diversification is the core of power technology development." He revealed that at the Vienna Auto Show in April, almost every report mentioned China, and Volkswagen Commercial Vehicles has decided to place all R&D and the industry chain in China, implementing the strategy of 'In China for China, In China for the World'.

"We need to make China the source of original innovation in global automotive technology before 2040, with power innovation leading the world."

On the technical path, he proposed that the production heat efficiency of future hybrid dedicated engines will break through 47% to 48%, and the comprehensive efficiency of the electric drive system is expected to rise to 94.5%. AI technology will empower the full lifecycle of power systems, achieving maintenance on demand and intelligent energy management.

Cai Wei, Professor at Harbin Institute of Technology, Chief Scientist of the Engineering Research Center for Automotive Electronic Drive Control and System Integration of the Ministry of Education, and Foreign Academician of the Russian Academy of Engineering, focused on motor technology and new material applications. He pointed out that permanent magnet motors are still the mainstream, flat wire oil cooling is the trend, wide bandgap semiconductors installed capacity reached 20% last year, and sintered packaging will replace welding. But he also reminded that technology is far from the ceiling — "If you can't solve heat dissipation, everything is empty talk." He revealed that the hub motor loaded on the Dongfeng eπ 007, mainly designed by the HIT team, has obtained the MIIT announcement, becoming the world's first hub motor model that can be mass-produced. Regarding material cost reduction, his team uses copper sintering instead of silver sintering for silicon carbide controller packaging, with costs only one-tenth of silver sintering, solving the industry problem of copper oxidation. Currently, this technology has been supplied in mass production to several domestic complete vehicle and component enterprises.

Shuai Shijin, Professor at the Research Institute of Aero-Engines, Tsinghua University, verified the global trend of hybrids with a set of data: From 2024 to 2025, pure fuel vehicles decreased by 4%, hybrid vehicles increased by 4%, and China, the United States, and India are all growth markets. He also gave the physical upper limit of internal combustion engine thermal efficiency — the theoretical upper limit of gasoline engines is about 50%, and the so-called 70% to 80% has no theoretical basis. Currently, gasoline engines have been pushed from 35% to 45%, approaching 50% is feasible, and China's HEV has walked an independent technology path.

Enterprise Practices Blossom, High-Voltage Architecture and AI Calibration Advance in Parallel

At the level of enterprise practice, multiple complete vehicle and supply chain enterprises shared the latest technical progress, covering multiple dimensions such as high-voltage architecture, hybrid platforms, off-road power, and AI empowerment.

Zhao Xuesong, Chief of FAW Qixin Power (Changchun) Technology Co., Ltd. introduced: The Hongqi hybrid platform has formed three major platforms: transverse, longitudinal, and off-road, comprehensively covering all Hongqi models. The transverse platform, through joint research with universities on structural optimization and material application, controls the assembly weight within 100 kilograms, reserving sufficient space for batteries and high-end chassis configurations. His core judgment on the power system is: the power system is no longer an isolated power source, but the core execution unit of the whole vehicle, and will move from mechanical coupling to a global intelligent agent.

Zhu Yongqing, Chief Engineer of Power Chassis at Great Wall Motor Technology Center, shared the Hi4 off-road power grading system, covering from city SUVs to military-level super off-roading, and Hi4-T won 11 out of 13 stages in the recently concluded Ring of Tarim Rally. In terms of energy consumption optimization, Great Wall has mass-produced cloud-based path planning based on dynamic programming, reducing system-level energy consumption by 15%. He particularly mentioned that power split technology is worth digging deep into, comparing hybrid power energy management to the millennium wisdom of Dujiangyan's 'four-six water division'.

Ren Chuanwei, Director of NIO's Electric Drive & High-Voltage Mechanical Integration and EDU Department, detailed the technical advantages of NIO's global 900-volt high-voltage architecture. From 2021 argumentation to mass production landing, it took nearly 40 months. NIO became the first domestic automaker to mass-produce the 900-volt high-voltage architecture, with DC charging power reaching 600 kilowatts, and recharging 250 kilometers in 5 minutes. In terms of electric drive, NIO is the first enterprise in the industry to mass-produce distributed winding motors on a large scale, reducing weld points by 96%, with a mass production quality rate of 99.7%. He emphasized that high-voltage, high-speed, and integration are the direction, but safety and reliability are the premise.

How to break through 50% thermal efficiency for hybrid dedicated engines was the focus of the technical discussion at this seminar. Guan Yongchao, Chief Engineer of New Energy Power at Dongfeng Motor R&D Center, and Ma Yongquan, Chief Engineer of Foos Power Advanced Technology Development, gave the same answer: lean combustion.

Guan Yongchao expects mass production landing from 2027 to 2028, while Ma Yongquan judges it will be realized in the next two to three years.

Ma Yongquan revealed that Geely's alcohol engine route persisted for over 20 years has achieved the latest results — the 2.0TD ultra-lean alcohol engine thermal efficiency exceeds 48.7%, the high-efficiency zone accounts for over 50%, providing a new path for zero-carbon power development.

Xu Zhe, Calibration and Testing Manager of Xingqu Technology, started from the perspective of AI empowerment. Xingqu has been established for only 4 years and has already provided electric drive systems for models such as Zeekr 001, 8X, 9X, and Lynk & Co 900. The team's self-developed calibration data management platform 'Tree of the World' reduced communication costs by 80% and improved software integration efficiency by 100 times. In terms of NVH, the team achieved the theoretical limit of harmonic injection compensation — controlling harmonics to 5K under a 10K switching frequency, without increasing CPU load, reducing NVH levels by more than 20dB in most areas.

Going Global Must Shift from Product Export to Industry Chain Collaboration; Compliance and Localization are Key

Going global is another major hotspot of this seminar, the consensus among guest participants is: cannot just do product export, must do industry chain collaborative going global.

Ma Yongquan of Foos Power introduced Geely powertrain going global practices. Foos Power is held 45% by Geely, 45% by Renault, 10% by Saudi Aramco, headquartered in London, with nearly 20,000 global employees and annual revenue of 15 billion Euros. This 'Reverse Joint Venture' model, where 'traditional power comes from foreign partners, and new energy technology comes from Geely', aims to use the mature overseas sales system of foreign car companies to achieve power block going global.

The academic circle also holds similar views on powertrain going global. Professor Shuai Shijin from Tsinghua University pointed out that the market share of independent brands in China has exceeded 70%, joint venture brands face huge pressure, but for the industry to go out, joint venture brands must be given a reasonable space to survive, and respect their contributions to China's economy. He called for the industry to go out together — taking Thailand as an example, Chinese enterprises are not fighting alone but deploying as a Chinese legion with full-chain localization, which is the model welcomed by overseas markets. He also reminded that hybrid power is a new growth point for exports, with significant growth trends in regions such as Africa, South America, and Central Asia, the transition from single product export to industry chain collaborative going global is a transformation that must be completed.

Professor Xu Xiangyang from Beihang University gave systematic suggestions from the practical level. He emphasized standard docking and compliance first — the more developed the country, the higher the requirements for compliance, if this part is not done well, one fall will be a big stumble; this is not a one-off deal. Specifically: R&D and production must be localized, the industry chain cluster must collaborate, powertrain and component suppliers must go out with the complete vehicle; talent must be governed locally. He specifically pointed out that how multinational corporations came in during the Reform and Opening-up, that is how Chinese enterprises should go out; this idea itself is clear enough.

Roundtable Heated Discussion Returns to Rationality, Moving from Radical Iteration to Steady Innovation

In the free discussion session with the theme of 'When will technical iteration become steady from radical', representatives from industry, academia, and research conducted in-depth exchanges and formed several important consensuses.

Representatives generally believe that industry technical iteration in the past few years was too radical, development cycles were significantly shortened, engine development shortened from 3 years to 20 months, pure electric vehicle product development even compressed to around 1 year, leading to compression of the test verification link and increased potential risks in product reliability.

Zhao Hang said directly: "It is not now a problem of being radical, but a bit of leapfrogging. This leapfrogging is not a good thing."

Guan Yongchao also frankly admitted that there are still many problems in the first half that have not been solved — low-temperature sensing, high-temperature performance, and plateau climb stalling are still affecting user experience, "Returning to the source to look at reliability is the most important thing to add efforts to in power development."

Cai Wei provided a positive signal: the development cycle of many enterprises has now been extended to more than two years, "This shows your level is high, you have learned from many failures, and know when to hit the brakes." The industry is moving from radical back to rationality.

Regarding how to achieve steady development, representatives from industry, academia, and research jointly proposed three core suggestions: First, strengthen platform development, reduce repeated investment, and concentrate resources to tackle core technical difficulties; Second, return to the essence of the product, shifting from simply rolling parameters to improving user experience and product reliability; Third, deepen industry-academia-research collaborative innovation, establish a long-term docking mechanism for university basic research and enterprise industrialization applications, reduce enterprise R&D risks and costs, and accelerate the transformation and implementation of scientific research results.

This seminar built a high-end exchange platform for in-depth integration of industry, academia, and research, through keynote speeches, technology sharing, and roundtable discussions, realized the collision docking of research wisdom and industrial practice, forming a broad consensus on the development of multi-power technology and the steady progress of the industry. From Zhang Wenhong's proposed 'Parallel Diversification and Going Out Together', to the roundtable discussion where representatives from industry, academia, and research jointly called for 'Return to Reliability, Return to User Experience' — the direction is clear: multi-power is not a multiple-choice question, but a required question; technical iteration is not about comparing who is faster, but comparing who goes steadier.

In the future, all parties of industry, academia, and research will continue to deepen cooperation, joining hands to tackle core technical difficulties, pushing the Chinese automotive power industry from technology leadership to industry leadership, contributing Chinese strength to the high-quality development of the global automotive industry.

How are Chinese car brands performing in the Malaysian market?

Data is here: In April 2026, the total new car sales in Malaysia reached 78,100 units, a year-on-year increase of 20.9%, while the cumulative annual sales were 269,800 units, up 3.1% year-on-year.

Now Chinese car brands in Malaysia have shifted from "marginal players" to "main force," not only established a foothold but also started to exert substantial pressure on Japanese brands.

Below I will recap the highlights from last month (April 2026) and then look at the specific performance of Chinese cars.

The Malaysian car market is now dominated by two local giants: Perodua (Second National Car) and Proton are taking nearly two-thirds (64.1%) of the business.

Especially Proton, backed by Geely, sales skyrocketed 47.9%, nearly doubling.

Previously, Chinese people traveling to Malaysia often saw Toyota, Honda, Suzuki, etc. everywhere on the streets, now their sales have all declined.

Among them Toyota sales dropped 9.7% last month, Honda dropped 8.3%. This illustrates a clear problem: people no longer blindly worship Japanese brands, they started turning to local and our Chinese brands.

Indeed, now Chinese cars in Malaysia are no longer fighting alone, but have become a "cluster" that can fight.

The ranking from this April shows the current momentum. Chery's sub-brand Omoda Jaecoo entered the top five for the first time, directly pushing down the traditional Japanese brands.

In general, in the first four months of this year, Chinese car brands Chery Omoda and Jaecoo have already jumped to fifth place, sales 5,215, basically secured their seat in the first tier. BYD ranked eighth with a cumulative performance of 3,674 vehicles. Chinese brands in Malaysia have moved from "small-scale operations" to a new stage of "scale breakthrough".

Previously the Malaysian market was Perodua and Proton two local brands eating the meat, Toyota and Honda drinking the soup. Now Chinese brands (especially Omoda Jaecoo and BYD) squeezed into top five, top eight, directly causing Honda to drop 8%, showing our cars really snatched the Japanese brands' cake.

Did you notice? Just in the top ten, there are Omoda Jaecoo, BYD, Jetour these Chinese brands. If adding Chery, Great Wall, Chinese brands on the list are already very conspicuous. This coordinated effort effect will make consumers feel "Chinese cars are a reliable choice".

Especially Geely invested local brand Proton, its electric vehicle e.MAS series sells very well. Although Proton counts as a Malaysian local brand, its new energy technology comes from China. This is equivalent to Chinese car technology using "borrowing a chicken to hatch eggs", achieving leapfrog overtaking in Malaysia.

So in my opinion, our Chinese cars have new design, high configuration, good intelligent experience, plus Chery, BYD, Geely these big factories have already built factories in Malaysia, costs have come down, prices also have competitiveness.

But Japanese cars decades accumulated reputation (durable, high resale value) are hard to overturn at once. Moreover Malaysia's charging piles are not that many, pure electric cars to fully popularize still need to wait a bit.

In general, Chinese brands in Malaysia are already no longer a "niche choice", but have become one of the mainstream options. As long as maintaining current product power and cost-performance ratio, replacing Japanese cars to become the "third major player" is only a matter of time.

What do you think?

May 28, 2026, the World Living Room of the North Bund in Shanghai. In the live broadcast lens of Dragon TV, there were no lengthy speeches by leaders, but rather a "Global Relay Delivery" spanning across Asia and Europe, connecting multiple cities globally.

SAIC Group welcomed its first 100 millionth global user, officially becoming the first automotive group in the history of China's automotive industry to accumulate production and sales exceeding 100 million vehicles.

15 brands, counting down from the 99,999,996th vehicle to the 100,000,012th vehicle, 18 models were delivered synchronously in Shanghai, Liuzhou, Anting, London, Jakarta, and Singapore.

This is not only a milestone for an enterprise, but also a vivid footnote to China's automotive industry developing from scratch and from weak to strong.

In May 2014, SAIC actively implemented the instruction that "developing new energy vehicles is the only path for China to move from a large automotive country to a strong automotive country" and fully transitioned to new energy.

Twelve years later, SAIC completed the transition from "leading the way" with early transformation to "thousands of horses galloping" with brands, technology, ecosystem, and global reach blossoming, all through this 100 million delivery.

If you tear off all those hollow PR words and focus on the diverse owner profiles at the car delivery ceremony, some even spanning extreme geographical regions, you will find that the true smart-electric mass production capability and systemic power of a big factory lie precisely in these votes by different circles using their feet.

True International Natives

True internationalization has never been about holding a temporary press conference overseas or inviting a few Chinese media outlets, but about your product truly integrating into the lives of ordinary overseas people. Among the military merit medals of SAIC's 100 million deliveries, cumulative overseas deliveries have exceeded 7 million units.

At the delivery site in London, intern doctor Natalia picked up an MG4 EV. For her, this is not just an urban commuter pure electric small car. Her growth path has always had MG company, and her grandfather drove a classic British convertible MGB back then.

MG represents a new chapter in the global expansion of Chinese automakers. This brand, once born in the UK and possessing a century of history, after being wholly owned by SAIC Group, has multiple years consecutively topped European sales among Chinese brands.

At the same time, in Jakarta, the core winger of the Indonesian National Men's Football Team, the "genius boy" Eg who studied in Europe for five years, chose Wuling's 7-seater SUV Eksion produced locally in Indonesia, perfectly adapting to Indonesian local spatial and comfort needs, as the travel partner for himself and his family.

Behind this global multi-time-zone, multi-city relay delivery is SAIC's deployment of over 100 parts bases, 3 R&D centers, and 4 overseas manufacturing centers overseas. Even to avoid being strangled by international logistics capacity, SAIC also formed a self-operated RoRo fleet with a scale of 41 ships covering routes globally.

This "Age of Discovery" throughput of "Glocal" local globalization allows overseas car buyers, when purchasing, not to buy a distant imported symbol, but a reliable product supported by a local R&D layout and a local systemic ecosystem.

Efficiency Tool for Wealth Creators.

Those focusing on new forces of car making in middle-class private cars will find it hard to understand why SAIC's delivery list would simultaneously include a large number of commercial light trucks, logistics vehicles, and buses.

In Singapore, DHL (Dunhuang) Senior Vice President Herbert picked up a batch of MAXUS eDeliver 5 pure electric light trucks to cope with high-density, high-frequency urban last-mile delivery and cross-border parcel transfer;

In Taiyuan, Shanxi, Henglongsheng Industrial and Trade General Manager Zhang Yanbin purchased 56 Hongyan new energy heavy trucks again, working frequently in the most severe and labor-demanding mixing stations and urban infrastructure projects;

In Yangzhou, Jiangsu, Top Land Senior Vice President Yuan Guo batch-delivered nearly 10,000 Feifeng Dana T1 pure electric light trucks;

In Henan, Zhonglian Tourist Automobile General Manager Wang Xiaobing purchased Iveco Joy Star EV in one breath, used to run the high-density mountain road custom shuttle route from Luoyang to Laojun Mountain.

When the car circle is flocking to compete in TVs, refrigerators, and big sofas, these strivers walking on the front lines of infrastructure, culture, tourism, and logistics care most about availability rate, quality bottom line, and energy consumption cost. MAXUS light trucks can reduce cost per kilometer to as low as 5 cents under the city distribution model; Hongyan new energy can withstand extreme working conditions in mountainous slope operation environments.

This is the counter-cyclical structural advantage possessed only by big factories with "Full Scenario, Full Category Coverage". The essence of systemic power is that it can not only build the IM LS9 Hyper to fly close to the ground for the elite class at the 300,000 yuan level luxury electric car, but also build the smart electric tool car running in the urban logistics backbone network to help ordinary people efficiently create wealth.

Without a doubt, such a three-dimensional product matrix cannot be bought for even a lot of money by single-track lane players.

Reject High-Price Monopoly

Frontier smart-electric technology should not just be exclusive high-price toys for the rich.

In this delivery, the most touching story comes from Pang Fuqiang, a post-80s village party secretary in Lantian, Shaanxi. He personally pays every day to provide door-to-door meal delivery service costing 2 yuan per meal for 74 left-behind elderly people in the mountains. Because the delivery routes are scattered and road conditions are dispersed, the tricycle he drove before had small loading capacity and no safety guarantee.

In this activity, he was gifted a Wuling Rongguang Pure Electric Version. The 4.3 cubic meter large space, Shenyan Battery Commercial Version, and collision zero spontaneous combustion safety record became his helper to protect mountain elderly more quickly and safely.

And in Dahua Yao Autonomous County, Hechi, Guangxi, charity blogger Liu Jia drove back and forth through towering mountains for five consecutive years rain or shine to give haircuts and companionship to left-behind children. The Buick ZhiJing E7 he picked up, equipped with eye-protection ceiling lights and zero formaldehyde cabins, became the "full score cabin" for the children in the mountains.

Why can ordinary people and grassroots strivers enjoy the most cutting-edge and reliable technology?

The answer is still the scale effect and technology mass production brought by the system.

Because SAIC owns a full technology route, full price range product layout, it can use the integration capability of the supply chain to smash the Qualcomm 8155 chip and Doubao Deep Thinking Large Model into the 60,000 yuan national family sedan Roewe i6;

Turn Huawei Qiankun Intelligent Driving Pro and HarmonyOS Cockpit into standard configuration across the line for the 150,000 yuan Wuling Huajing S, directly breaking the strong binding between high-level intelligence and high price.

Quickly realize mass production of top technology in the laboratory, downgrade, turn into a delivery car in the mountains, turn into a smart vehicle not lagging in a tens-of-thousands yuan fuel car, let technology empowerment, this is the unique, cutting-edge underlying hard power of car company big factories.

99,999,999th Car Owner

The 99,999,999th vehicle delivered by SAIC Group globally is the SAIC Volkswagen ID. ERA 9X.

This delivery also welcomed the 6,999th car owner of ID. ERA 9X. As the World Cup is about to start, the first Chinese player to fight in the Bundesliga, Yang Chen, became the 6,999th owner of ID. ERA 9X, jointly witnessing SAIC Group's cumulative production and sales entering the "100 Million Level Era".

Deeply integrating "German heritage + Chinese wisdom", ID. ERA 9X broke 10,000 locked orders within 1 hour of launch, and retail delivery reached 2,326 units just 5 days after launch, and in April it forcefully ranked in the top 3 of extended-range large high-end SUVs.

Now, just one month after launch, cumulative delivery exceeded 7,000 vehicles, further confirming its user recognition and product competitiveness in the high-end extended-range market. This achievement stems from SAIC Volkswagen's 42 years of deep cultivation in the Chinese market, and is more the fusion empowerment of the "In China, For China" strategy and "Global Wisdom + Chinese Speed".

This milestone delivery is both an important node for SAIC Group to move towards 100 million global cumulative production and sales, and a solid mark of SAIC Volkswagen's deep cultivation in the new energy track.

"100 Million Units" Is Not a Solo Act

"100 Million Units" has never been a solo act for SAIC alone, but the result of these 100 million car owners with vastly different identities, located in different time zones, voting with their feet on their respective life tracks.

Cao Xudong, CEO of a top intelligent driving enterprise, picking up the IM LS9 Hyper in Shanghai, stepping on the gas pedal in London streets by British intern doctor Natalia, the passenger car driver picking up waves of tourists at Luoyang scenic spots, and village party secretary Pang Fuqiang driving an electric car in the mountains of Lantian, Shaanxi to deliver meals for left-behind elderly...

They have different professions, skin colors, and budgets, but what they experience in intelligence, quality, and peace of mind at the moment they buy the car keys, shares at the bottom level, is the same huge, cutting-edge, and omnipresent smart electric big factory mass production system.

100 million vehicles is not the end point, but the starting line for this big factory smart electric mass production beast to accelerate transformation into a user-centric high-tech company. The system story of Chinese intelligence, in this global relay delivery season, has just turned a new chapter.

6 月 1 日，長安汽車公佈 5 月交付 209100 輛，其中海外交付 70700 輛，同比增長 38%，新能源交付 92400 輛，同比增長 5.8%。

旗下子品牌中，長安啟源 5 月交付 34528 輛，大單品全新 Q05 交付 15812 輛，泰國上市三天訂單數突破 3000 輛；深藍汽車 5 月銷量 33243 輛，同比增長 30%，1-5 月海外累計銷售 28704 輛，同比增長 167%；阿維塔 5 月交付 7336 輛，阿維塔 07L 亮相工信部公告，將首批搭載華為乾崑 ADS 5；長安汽車（引力）5 月交付 48900 輛，CS75PLUS&逸動藍鯨超擎雙車上市交付，上市搶購價 7.99 萬起；長安凱程 5 月交付 21100 輛，新能源銷量同比增長 21%。

銷量穩步攀升的背後，是長安汽車三大戰略紮實推進。5 月，長安汽車重磅官宣成為葡萄牙國家足球隊全球官方合作夥伴，全球化“海納百川”計劃 2.0 又落下一子；長安自研天樞領航端到端技術即將量產上車，智能化“北斗天樞 2.0"計劃再下一城；長安藍鯨超擎雙車開啟全國百城千店上市交付，新能源“香格里拉”計劃實現藍牌車油耗下降一半。