HomeHonda NSX
Search History
Popular Searches
Dealer Login / Sign Up
Pasaran SUV di Malaysia, ramai pembeli membandingkan Honda CR-V dan Chery Tiggo 8 Pro ketika memilih kereta.
Harga OTR Honda CR-V di Malaysia adalah RM 178,200 - 195,900, terdapat 4 varian, termasuk 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) dan lain-lain.
Harga OTR Chery Tiggo 8 Pro di Malaysia adalah RM 159,750 - 159,750, terdapat 2 varian, termasuk 1.6L Turbo Standard (RM 130,000), 1.6L Turbo Premium (RM 145,000) dan lain-lain.
Dari segi harga, harga permulaan Chery Tiggo 8 Pro adalah RM 18,450 lebih murah daripada Honda CR-V. Jujurnya, pada julat harga ini, perbezaan beberapa ribu ringgit sebenarnya tidak besar, yang penting adalah melihat nisbah harga kepada prestasi keseluruhan dan kos penggunaan jangka panjang.
Honda CR-V dilengkapi enjin 2.0L 4-cyl, kuasa kuda 170 hp. Penggunaan bahan api rasmi 8.0 L/100km.
Chery Tiggo 8 Pro dilengkapi enjin 2.0L 4-cyl, kuasa kuda 170 hp. Penggunaan bahan api rasmi 8.0 L/100km.
Kedua-dua kereta menggunakan sistem pemacu yang sama, perasaan memandu sehari-hari pada dasarnya tiada perbezaan. Dari segi penggunaan bahan api juga hampir sama, tidak perlu terlalu memikirkan hal ini.
Gred keselamatan Honda CR-V adalah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk Honda SENSING (ACC, CMBS, LKAS, RDM).
Gred keselamatan Chery Tiggo 8 Pro adalah TBD, sistem keselamatan aktif termasuk Basic.
Dari segi peralatan keselamatan, kedua-dua kereta mendapat gred yang baik. Namun, Honda SENSING (ACC, CMBS, LKAS, RDM) pada Honda CR-V dan Basic pada Chery Tiggo 8 Pro mempunyai perbezaan dari segi fungsi. Jika anda lebih mementingkan keselamatan aktif, anda boleh membandingkan senarai fungsi kedua-duanya dengan teliti.
Panjang badan Honda CR-V 4500 mm, bagasi 450 L.
Panjang badan Chery Tiggo 8 Pro 4400 mm, bagasi 400 L.
Dari segi ruang, badan Honda CR-V lebih panjang 100 mm daripada Chery Tiggo 8 Pro, ruang duduk dalam kenderaan akan sedikit lebih luas, terutamanya ruang kaki untuk kerusi belakang. Jika anda sering membawa keluarga atau perlu meletakkan kerusi bayi, badan yang lebih besar memang lebih praktikal.
Honda CR-V menggunakan cara pemacu FWD.
Chery Tiggo 8 Pro menggunakan cara pemacu FWD.
Cara pemacu kedua-dua kereta sama, iaitu FWD, perasaan memandu sehari-hari tidak akan banyak berbeza.
Secara keseluruhannya, Honda CR-V dan Chery Tiggo 8 Pro adalah model kereta yang sangat baik di pasaran Malaysia. Memilih yang mana, kuncinya adalah melihat keperluan dan bajet peribadi anda. Kami mengesyorkan anda membuat kajian yang baik, membandingkan beberapa tawaran daripada dealer kereta, kemudian melakukan ujian memandu untuk membuat keputusan akhir. Membeli kereta adalah perkara besar, meluangkan sedikit masa untuk kajian tidak akan salah.
Di pasaran SUV Malaysia, ramai pembeli akan membandingkan Honda CR-V dan Mazda CX-80 ketika memilih kereta. Kedua-dua kereta ini hampir sama dari segi harga dan kedudukannya, hari ini kita akan membuat perbandingan terperinci dari pelbagai aspek, membantu anda menjimatkan masa untuk penyelidikan.
Honda CR-V mempunyai harga OTR di Malaysia antara RM 178,200 hingga 195,900, terdapat 4 varian, termasuk 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) dan lain-lain.
Mazda CX-80 mempunyai harga OTR di Malaysia antara RM 296,610 hingga 296,610, terdapat 1 varian, termasuk 2025 2.5L 65km High Plus (RM 296,610) dan lain-lain.
Dari segi harga, harga permulaan Honda CR-V memang lebih murah RM 118,410 daripada Mazda CX-80. Jika bajet anda terhad, varian masuk Honda sudah boleh memenuhi keperluan harian. Tetapi perlu diingat, beberapa ribu yang lebih murah ini mungkin ada kompromi dari segi kelengkapan, ia bergantung pada keperluan anda.
Taraf keselamatan Honda CR-V ialah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk Honda SENSING (ACC, CMBS, LKAS, RDM).
Taraf keselamatan Mazda CX-80 ialah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk Brand ADAS.
Kedua-dua kereta mempunyai taraf keselamatan yang sama, dalam kelas ini kelengkapan keselamatan cukup lengkap. Keselamatan kereta baharu sekarang memang tidak buruk, anda tidak perlu risau mengenai hal ini.
Panjang badan Honda CR-V 4500 mm, bak bagasi 450 L.
Panjang badan Mazda CX-80 4500 mm, bak bagasi 450 L.
Saiz kedua-dua kereta hampir sama, perbezaan ruang dalaman tidak banyak. Kereta kelas ini sudah cukup untuk kegunaan harian.
Honda CR-V waranti 5 tahun/jarak tanpa had, selang penyelenggaraan setiap 10,000 km atau 6 bulan.
Mazda CX-80 waranti 5 tahun/150,000 km, selang penyelenggaraan setiap 10,000 km atau 6 bulan.
Honda CR-V dan Mazda CX-80 adalah pilihan utama pasaran Malaysia, sesuai untuk guna keluarga dan perjalanan harian. Jika anda lebih mementingkan reputasi jenama dan nilai jual semula, boleh utamakan jenama yang lebih baik; jika anda lebih mementingkan nisbah harga dan kelengkapan, maka pilih yang lebih lengkap kelengkapannya. Akhir sekali disarankan untuk uji pandu kedua-dua kereta, pengalaman sendiri adalah yang paling penting.
Secara keseluruhannya, Honda CR-V dan Mazda CX-80 adalah model kereta yang sangat baik di pasaran Malaysia. Memilih yang mana, penting bergantung pada keperluan peribadi dan bajet anda. Disarankan anda membuat penyelidikan, bandingkan pelbagai harga dari pengedar, kemudian uji pandu untuk membuat keputusan akhir. Membeli kereta adalah urusan besar, luangkan masa untuk penyelidikan tidak akan salah.
Auto Zotye yang telah lama senyap, selepas proses pengurusan semula kebankrapan yang panjang, akhirnya melancarkan model baharu Wink Y01 Edisi Antarabangsa. Sekarang, kereta baharu telah memasuki fasa pengeluaran ujian, pengiraan masa untuk pengeluaran jisim SOP turut dimulakan, syarikat automotif ini yang pernah dijuluki sebagai 'Unit Pembaris', sedang cuba kembali ke pusat pentas industri dengan model kereta elektrik bersih kecil yang berorientasikan pasaran luar negara.
Ketidakstabilan pasaran modal mencetuskan perhatian meluas, banyak pandangan melihat kehadiran Wink Y01 sebagai peluang penting bagi Auto Zotye untuk melakukan pembinaan semula. Walau bagaimanapun, kejayaan ujian produk hanyalah permulaan, ia tidak dapat dengan cepat mengisi jurang besar yang ditinggalkan akibat reputasi jenama terjejas, hutang sejarah dan pemotongan rantaian industri. Walaupun Wink Y01 maju lancar untuk pengeluaran jisim, Zotye masih perlu menghadapi masalah sejarah yang berat, melangkah ke jalan pemulihan yang penuh cabaran.
Celah kepercayaan yang ditinggalkan oleh zaman replika, sukar diratakan hanya dengan sebuah kereta baharu
Apabila menyebut Zotye, pandangan pertama orang ramai sering tidak boleh melepaskan label 'Peniru Porsche'. Lebih dari satu dekad lalu, Zotye membuka pasaran dengan cepat dengan meniru reka bentuk luaran model luar yang matang, model seperti T600, SR9 jualan meningkat, berjaya memasuki 10 teratas dalam senarai penjualan jenama tempatan. Namun, jalan pintas walaupun memberi faedah jangka pendek, juga menanam peluang yang menyebabkan jenama menuju keruntuhan. Apabila industri memasuki fana transformasi tenaga baharu, kelemahan Zotye yang bergantung lama pada meniru luaran, kekurangan asas teknologi terdedah sepenuhnya, isu pengaduan kualiti, sistem selepas jualan yang lemah satu-satu masalah timbul. Seterusnya, kumpulan induk Kumpulan Tie Niu menghadapi krisis, kilang berskala besar berhenti operasi, pengedar mula meninggalkan rangkaian, ramai pemilik lama terperangkap dalam keadaan sukar mencari suku cadang, tiada jalan untuk penyelenggaraan, imej jenama jatuh mendadak.
Banyak orang melihat Wink Y01 sebagai pengesahan kuat transformasi dan penyenaraian Zotye. Kereta baharu ini dibina menggunakan platform kereta kecil elektrik bersih S sepenuhnya baharu, menggunakan reka bentuk estetik teknologi minimalis, lampu depan segi tiga berikoni dikongsi dengan jalur LED tiga bahagian melalui, dibantu dengan susun atur badan roda empat sudut empat, mengembangkan ruang kokpit hingga maksimum, hanya dari luaran sukar mencari jejak meniru atau menyalin lepas dahulu, pemikiran produk juga jelas beralih ke penyelidikan dan pembangunan positif. Zotye secara khusus meletakkan Wink Y01 Edisi Antarabangsa ke pasaran luar negara terlebih dahulu, teras menargetkan kawasan luar negara seperti India, secara aktif mengelakkan pasaran domestik, pilihan ini sudah strategi pertimbangan mendalam. Pengguna domestik sudah mempunyai tanggapan sedia ada terhadap Zotye yang sudah berakar, mahu membina semula kepercayaan pengguna di pasaran tempatan, kesulitannya jauh lebih besar daripada membuka pasaran tambahan luar negara.
Pembinaan semula kepercayaan jenama, bukan sekadar sebuah kereta baharu boleh buat. Penumpuan nama baik syarikat automotif, bergantung pada kawalan kualiti produk yang konsisten, jaminan selepas jualan yang boleh dipercayai, dan asas operasi perniagaan yang kukuh. Zotye telah melalui pengurusan semula selama bertahun-tahun, operasi kereta penuh hampir terhenti, rangkaian pengedar yang pernah merangkumi negara juga sudah hancur. Walaupun Wink Y01 dilancar di luar negara, tetapi sekali hadapi masalah putus bekalan komponen atau respon selepas jualan yang lambat, tanda negatif lepas akan serta-merta mencetuskan krisis jenama. Ketika itu, pasaran pasti timbul keraguan mendalam: Zotye sekarang, adakah benar benar memiliki kawalan rantaian bekalan yang kukuh dan keupayaan pembuatan konsistensi kereta penuh yang baik?
Sekarang, struktur industri telah berubah secara mendalam. Semasa persaingan kereta elektrik bersih kecil global berapi-api, jenama tempatan domestik sedang bergerak ke luar dengan kekuatan, manakala syarikat automotif tempatan luar negara juga sedang menyusun strategi kereta elektrik ekonomi. Memandangkan Wink Y01 diletakkan sebagai kereta elektrik kecil komuter bandar, produk belum membina kelebihan teknologi ketara, sistem tiga elektrik, kokpit pintar dan parameter prestasi utama lain sehingga kini belum sepenuhnya dibuka. Oleh itu, hanya bergantung pada reka bentuk luaran yang unik, di pasaran luar negara yang saingan sengit mungkin sukar kekal.
Hutang, kapasiti dan rantaian bekalan, membentuk ambang nyata selepas pengeluaran jisim
Kejayaan pelancaran produk hanyalah permulaan, sebenarnya, operasi berterusan sistem perniagaan keseluruhan selepas pengeluaran jisim, adalah ujian sebenar di hadapan Zotye; berbanding itu, beban operasi yang ditinggalkan sejarah, jauh lebih sukar daripada penyelidikan produk. Dalam bidang kewangan, Zotye mengumpul kerugian sejarah yang besar, nisbah aset-liabiliti tetap tinggi, banyak hutang sejarah dan pertikaian undang-undang belum sepenuhnya diselesaikan. Walaupun selesaikan pengurusan semula kebankrapan, tekanan dana juga tidak lenyap - pembuatan kereta penuh asalnya industri aset berat, dari pemeliharaan acuan, penyetelan garis pengeluaran, hingga pembelian komponen, pengesahan pasaran luar negara dan pembinaan laluan logistik, setiap langkah tidak terlepas daripada sokongan arus tunai berterusan. Terutamanya Wink Y01 yang dijual ke luar negara, juga perlu menghadap pengesahan undang-undang negara dan kerja penyesuaian tempatan, ini juga menyebabkan penghabisan dana bertambah terus.
Sistem kapasiti dan rantaian bekalan, tidak dapat dinafikan sebagai kelemahan besar Zotye. Walaupun sebahagian tapak pengeluaran kekal, tetapi penghentian pengeluaran selama bertahun-tahun menyebabkan garis pengeluaran panjang terbengkalai, penyelenggaraan peralatan dan pengambilan staf memerlukan masa. Pembuatan kereta penuh jauh lebih daripada penyambungan komponen mudah, ia bergantung pada ekosistem rantaian bekalan yang kukuh. Pada masa Zotye terperangkap dalam krisis, banyak pembekal sudah berhenti bekerjasama, kebanyakan syarikat komponen masih ragu, kerjasama baharu sering memerlukan tempoh akaun fleksibel dan jaminan pematuhan sebagai syarat. Dengan Wink Y01 memasuki fasa ujian pengeluaran jisim, menandakan pembuatan kereta contoh sudah boleh dilaksanakan.
Pembinaan saluran juga ujian besar. Rangkaian pengedar domestik Zotye hampir hancur sepenuhnya, manakala sistem jualan dan penyelenggaraan pasaran luar negara bermula dari sifar, bukan sahaja pelaburan besar, kitaran pembinaan juga sangat lama. Zotye berniat menggunakan kerjasama syarikat tempatan luar negara, dengan rakan tempatan kukuhkan kehadiran pasaran, tindakan ini walaupun boleh mengurangkan risiko, juga menyebabkan keuntungan terhad, penguasaan jenama berpindah kepada pihak bekerjasama. Sebaliknya syarikat automotif domestik lain yang pergi ke luar negara, kebanyakan sudah ada pelan jangka panjang, sudah dibina pameran luar negara, pusat selepas jualan dan storan suku cadang, membina sistem perkhidmatan tempatan yang lengkap.
Seterusnya, kestabilan tadbir urus perusahaan juga satu risiko yang tidak boleh diabaikan. Mengulas kejatuhan Zotye yang lepas, punca bukan hanya pada produk, lebih pada tadbir urus tidak teratur dan pengembangan buta. Walaupun pasukan baharu selepas penyusunan semula sudah menipiskan struktur, memisahkan aset tidak efisien, tetapi pengurusan jangka panjang industri automotif memerlukan ketegasan strategik. Memandangkan keuntungan kereta elektrik mikro tipis, apabila penjualan Wink Y01 di pasaran luar negara tidak mengatasi garis untung rugi, perusahaan akan sukar mengekalkan penyelidikan model seterusnya.
Rumusan
Pengeluaran jisim Wink Y01 yang lancar, bukan sahaja titik tolak penting dalam proses pengurusan semula kebankrapan Auto Zotye, malah tanda penting menunjukkan tekad transformasi ke pasaran global. Sebagai model kereta elektrik kecil penyelidikan dan pembangunan positif sepenuhnya, kedatangannya ke pasaran luar negara bermakna Zotye sedang berpisah dengan jalan meniru masa lalu, kembali ke laluan pembuatan kereta penuh dengan bentuk baharu. Namun, pelancaran kereta baharu bukan titik akhir pembinaan semula jenama, Zotye masih perlu menghadapi masalah terkumpul lama, termasuk persepsi negatif yang sudah berakar dalam awam, beban kewangan sejarah yang berat, dan sistem rantaian bekalan dan saluran yang perlu dibaiki. Bekas sejarah ini masih wujud, sukar lenyap serta-merta dengan kenderaan keluar kilang.
Pasaran luar negara membina zon penimbal untuk Zotye, membolehkannya sementara mengelakkan pemeriksaan jenama domestik yang ketat. Tetapi memandang pasaran kereta elektrik global, persaingan sudah masuk fasa permainan stok, kereta baharu jika ingin berakar di sini, kawalan kualiti stabil, perkhidmatan selepas jualan boleh dipercayai dan dana pelaburan berterusan tidak boleh dipisahkan. Penebusan diri Zotye, bukan bergantung pada kejayaan model tunggal yang singkat, tetapi satu larian panjang tanpa henti yang perlu diperjuangkan berterusan.
In the SUV market in Malaysia, many buyers compare the Honda CR-V and Toyota Fortuner when choosing a car.
Honda CR-V OTR price in Malaysia is RM 178,200 - 195,900, with a total of 4 versions, including 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), etc.
Toyota Fortuner OTR price in Malaysia is RM 195,880 - 241,880, with a total of 3 versions, including 2024 2.8T VRZ Diesel (RM 241,880), 2024 2.7L SRZ Petrol (RM 202,880), 2024 2.4L Standard Diesel (RM 195,880), etc.
From a price perspective, the Honda CR-V starting price is indeed RM 17,680 cheaper than the Toyota Fortuner. If your budget is limited, the Honda entry-level model is already sufficient for daily needs. However, note that the few thousand cheaper might involve trade-offs in features, which depends on your needs.
Honda CR-V features a 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
Toyota Fortuner features a 2.5L Diesel, 187 hp. Official fuel consumption 8.5 L/100km.
In terms of power, Toyota Fortuner's 2.5L Diesel has 17 more horsepower than Honda CR-V's 2.0L 4-cyl. However, for daily city driving, both cars have sufficient power and won't feel underpowered.
Honda CR-V body length 4500 mm, trunk 450 L.
Toyota Fortuner body length 4400 mm, trunk 400 L.
In terms of space, Honda CR-V's body is 100 mm longer than Toyota Fortuner, interior seating space will be slightly more spacious, especially rear legroom. If you frequently carry family or need to put in a stroller, the larger body is indeed more practical.
Honda CR-V warranty 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Toyota Fortuner warranty 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Both cars have the same warranty conditions, no need to worry about this. Actual maintenance costs also depend on the brand's service network and parts prices, suggest asking real owners in car clubs for experience.
In summary, both Honda CR-V and Toyota Fortuner are very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. It is recommended to do research, compare quotes from several dealerships, and test drive before making a final decision. Buying a car is a major matter, spending time doing research is definitely not wrong.
【CNMO 科技消息】近日，「電動車出海」整理嘅數據顯示，小鵬登頂海外五國中國新勢力純電品牌銷冠。據 CNMO 科技了解，小鵬汽車 2026 年第二季度海外銷量首次突破 2 萬台，同比增長 81%；今年上半年，其海外業務收入達 82.3 億元，同比增長 62.2%，在集團總營收中嘅佔比突破 25%。
小鵬 G6
從具體市場睇，小鵬已喺法國、挪威、以色列、丹麥、葡萄牙五國登頂中國新勢力純電品牌銷量第一。其中，二季度法國銷量為 2138 輛、挪威為 1791 輛、以色列為 1733 輛、丹麥為 1625 輛、葡萄牙為 617 輛。截至 8 月底，小鵬全球化版圖已覆蓋 79 個國家同地區，海外門店超過 500 間，全球充電樁突破 300 萬樁。
車層面同樣多點開花。小鵬 G6 喺法國、以色列、丹麥、德國等七國純電中型 SUV 市場中位列中國品牌銷量第一，其中法國 1-7 月銷量達 3333 輛；G9 則喺挪威、丹麥、葡萄牙、以色列四國中大型純電 SUV 市場登頂全品牌第一，甚至擊敗咗沃爾沃、奧迪等傳統豪華品牌；X9 喺泰國、印尼、馬來西亞等東南亞高端純電 MPV 市場同樣拔得頭籌。
面向未來，小鵬嘅海外攻勢仍喺提速。7 月，MONA L03 於德國慕尼黑面向全球發布，預計第四季啟動海外交付，有望帶動集團海外季度銷量突破 4 萬台。2027 年，小鵬集團仲計劃喺海外推出多款增程車型。
Di pasaran SUV Malaysia, ramai pembeli membandingkan Honda HR-V dan Chery Tiggo 8 semasa memilih kereta. Kedua-dua kereta ini mempunyai harga dan segmen pasaran yang hampir sama. Hari ini, kita akan membandingkan secara terperinci dari pelbagai aspek untuk membantu anda menjimatkan masa melakukan kajian.
Honda HR-V mempunyai harga OTR di Malaysia pada RM 115,900 - 143,900, dengan jumlah 4 varian, termasuk 2026 e:HEV 1.5L RS (RM 143,900), 2026 1.5T V (RM 137,900), 2026 1.5T E (RM 130,900) dan lain-lain.
Chery Tiggo 8 mempunyai harga OTR di Malaysia pada RM 129,750 - 129,750, dengan jumlah 1 varian, termasuk 2026 1.6T Standard (RM 129,750) dan lain-lain.
Dari segi harga, harga permulaan Honda HR-V memang RM 13,850 lebih murah daripada Chery Tiggo 8. Jika bajet anda terhad, varian asas Honda sudah memadai untuk keperluan harian. Tetapi ingat, perbezaan beberapa ribu ringgit ini mungkin melibatkan pilihan kelengkapan, bergantung pada keperluan anda.
Honda HR-V dilengkapi enjin 1.5L Turbo, 140 hp. Penggunaan minyak rasmi 7.0 L/100km.
Chery Tiggo 8 dilengkapi enjin 1.5L Turbo, 140 hp. Penggunaan minyak rasmi 7.0 L/100km.
Kedua-dua kereta menggunakan sistem kuasa yang sama, pengalaman memandu harian hampir tiada perbezaan. Dari segi penggunaan minyak juga hampir sama, tidak perlu terlalu bimbang tentang hal ini.
Gred keselamatan Honda HR-V ialah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk Honda SENSING (ACC, CMBS, LKAS, RDM).
Gred keselamatan Chery Tiggo 8 ialah TBD, sistem keselamatan aktif termasuk Asas.
Dari segi kelengkapan keselamatan, kedua-dua kereta mendapat gred yang baik. Namun, Honda SENSING (ACC, CMBS, LKAS, RDM) pada Honda HR-V dan Asas pada Chery Tiggo 8 mempunyai perbezaan fungsi. Jika anda mengutamakan keselamatan aktif, anda boleh membandingkan senarai fungsi kedua-duanya dengan teliti.
Panjang badan Honda HR-V 4500 mm, ruang muatan 450 L.
Panjang badan Chery Tiggo 8 4400 mm, ruang muatan 400 L.
Dari segi ruang, badan Honda HR-V lebih panjang 100 mm daripada Chery Tiggo 8, ruang duduk dalaman akan lebih lapang, terutamanya ruang kaki baris belakang. Jika anda kerap membawa keluarga atau perlu meletakkan kereta bayi, badan yang lebih besar memang lebih praktikal.
Honda HR-V dan Chery Tiggo 8 adalah pilihan utama di pasaran Malaysia, sesuai untuk kegunaan keluarga dan perjalanan harian. Jika anda mengutamakan reputasi jenama dan harga jual semula, pertimbangkan yang mempunyai reputasi lebih baik; jika anda mengutamakan nilai wang dan kelengkapan, pilih yang lebih banyak ciri. Akhir sekali, disyorkan untuk menguji kedua-dua kereta, pengalaman peribadi adalah yang paling penting.
Secara keseluruhannya, Honda HR-V dan Chery Tiggo 8 adalah model yang sangat baik di pasaran Malaysia. Memilih yang mana satu, penting bergantung pada keperluan dan bajet peribadi anda. Kami menasihatkan anda membuat kajian yang baik, bandingkan beberapa kedai kereta, kemudian buat keputusan akhir selepas ujian jalan. Membeli kereta adalah perkara besar, meluangkan masa untuk mengkaji pasti tidak salah.
In previous car history programs we mentioned the Chevrolet Blazer which did not perform well domestically. Many friends have left comments under the video hoping we would talk about the Chevrolet Equinox. So today we will discuss this excellent joint venture SUV which is closely related to the Chevrolet Blazer. Chevrolet has already left, but the memories are still beautiful.
When we discussed the Blazer previously, we mentioned that the Blazer model series is very chaotic, and even the entire Chevrolet SUV family can be connected through the Blazer. So where is the relationship between the Blazer and the Equinox? Friends who are not familiar with the Blazer can watch the previous video. Actually, after the S10 Blazer, which is the generation introduced domestically, was discontinued, Chevrolet began seeking a replacement model for the Blazer. So in a sense, the 1st generation Equinox is the replacement for the Blazer. Additionally, Chevrolet previously had a small SUV called Tracker. The Equinox is also one of the replacements for the Chevrolet Tracker model. Therefore, we need to spend some time talking about Chevrolet's Tracker.
A Child with Japanese Genes
Chevrolet Tracker is a small SUV, which is quite similar to the Pajero iO we mentioned earlier. The 1st generation Tracker was born in 1988. It was co-developed by General Motors' Canadian division and Suzuki. Actually, it is the 1st generation Vitara (the Japanese version is the Suzuki Escudo), and it is also called Sidekicks in North America. The Tracker comes in 2-door and 4-door versions. The 4-door version is just over 4 meters long. Due to the body-on-frame structure, it is often considered a light truck in many situations.
The 2nd generation Tracker was launched in 1999, but it was not sold in the US. The successor in the US was the Grand Vitara. The 2nd generation Tracker was sold in Canada, Argentina, and Ecuador, so it is not included in Chevrolet's official history. The 2nd generation Tracker was not as emphasized on off-road capability as the 1st generation. The size increased slightly, targeting the entry-level market. This generation of Tracker did not perform well. It did not have better quality because of its Japanese roots. It was discontinued in Canada in 2004, while sales in Ecuador continued until 2016, lasting 17 years.
★1999-2004 Chevrolet Tracker Shot in the US
When we were talking about the Blazer earlier, everyone knew the Blazer model series is relatively chaotic. The Tracker series is also quite chaotic. One of the actual successors of the Tracker series is the rebadged Trax. It is actually the previous generation Chevrolet Trax commonly known domestically, also positioned as a small SUV. It is more complicated here. The successor of the Trax abroad is the domestic Star. However, the domestic Trax has its own unique successor, which is the Trax whose English name is Tracker. So let's sort it out. The successor of the Blazer is the new Blazer, no problem. But the Tracker borrows the big name of the off-road Blazer. The true successor of the off-road Blazer is the new Trailblazer. And another successor of the S10 Blazer is the Equinox. Tracker is the predecessor of the Equinox. Now in China it is two classes lower than the Equinox. It means the domestic Trax is the Equinox's cousin and younger brother, and the Tracker's half-brother! It is just like the relationship between the US, Israel, and the UK! However, their gender has dozens or hundreds of types. What does this count as?
The reason for this is that GM uses car model names in different countries like playing games. The same name in foreign countries and North America is not the same thing! You think that's all? Trax is also sold in Russia, very close to a Russian word. This word has the original meaning of an international common gesture in Russian, and in China it is close to a type of plant!
★2024 Chevrolet Trax 1LT
Good Wine Needs No Bush
After talking about the past, let's look at the official history of the Equinox, which is quite brilliant. The 1st generation Equinox launched in 2005. It used an unibody structure from GM's Theta platform. This is a lower-level passenger car platform. Due to the cooperation relationship between GM and Suzuki, it was also on the same platform as Suzuki's relatively unknown XL7. In other words, like the predecessor Tracker, the Equinox had some Japanese blood in it.
The 1st generation Equinox used an exterior design style close to Chevrolet SUVs at the time, but with a strong urban SUV design concept. The rear part was somewhat similar to an MPV. The interior design was also strongly American, even with some MPV design ideas. Overall, it was quite easy to use.
In terms of size, the 1st generation Equinox was 4796 mm long, 1814 mm wide, and the wheelbase was exaggerated at 2857 mm. In that era, adding a bit more length to this size could be called a true large SUV. Even from today's perspective, it is a fairly standard mid-size SUV. Although the size was so large, the Equinox in the US market instead competed with mainstream compact SUVs from Japanese manufacturers, such as the RAV4 and CR-V. Japanese cars back then were truly sweeping the globe. Thus, the Equinox's biggest selling point was actually cross-segment competition. This was the optimal choice for low-status brands.
The engines of the 1st generation Equinox were two V6 engines, specifically a 3.4-liter LNJ V6 engine and a 3.6-liter LY7 V6 engine. Both were large displacement naturally aspirated. The former had a maximum power of 188 hp and maximum torque of 285 N·m, equivalent to today's high-power 1.5T engine. The latter was the engine for the Equinox Sports version, 268 hp and 339 N·m, equivalent to a 2.0T engine. So the power of the 1st generation Equinox was quite good. The transmission was either Aisin's 5AT or the 6AT co-developed by GM and Ford, which was average. Although nominally it was the successor of the Blazer, it only referred to the dimensions. The 1st generation Equinox basically had no off-road capability. The main push was front-wheel drive models, like most fuel city SUVs today. The four-wheel drive models also used a relatively simple on-demand 4WD system.
Adding Fuel to the Fire
The success of the 1st generation Equinox made GM see business opportunities. Americans are not bad at making family SUVs. If they really want to make them, they are very likeable. So GM quickly launched the 2nd generation Equinox, which appeared in 2010. Judging from its appearance, you can guess it is on the same platform as the SRX under Cadillac. Actually, the 2nd generation Equinox's platform was not brand new, just strengthened. In terms of appearance, the 2nd generation Equinox's shape was more rugged and majestic. It used the two-tone grille design popular for Chevrolet at that time, quite similar to the Malibu of that era. The tilted C-pillar can also be considered a landmark design for the Equinox later.
The dimensions of the 2nd generation Equinox decreased slightly, wheelbase unchanged. The length shortened to 4770 mm, but the width increased to 1842 mm. The actual interior space performance was better. It was also positioned as a mid-size SUV. In terms of engines, there was a 2.4-liter 4-cylinder engine and 3.0-liter and 3.6-liter V6 engines. It not only provided a lower-level 4-cylinder engine but also a more powerful 3.6-liter engine. This 3.6-liter LFX V6 engine had a maximum power of 305 hp and peak torque of 369 N·m. Same as the Bumblebee.
To be fair, I really liked this generation of the Equinox. It almost possessed all the elements that make American cars attractive. Large displacement naturally aspirated, spacious space, comfortable to drive, and crash test results were also quite excellent. Moreover, GM had prepared to introduce it domestically at the time. This meant you could buy an American big V6 SUV for the price of a high-spec CR-V. That attraction was not average. The reason for introducing the 2nd generation Equinox was mainly that in the Chevrolet family sales ranking that year, the Equinox was third. And the Cruze had already been introduced. How could they remain indifferent to an Equinox that suited Chinese tastes better?
In 2011, declaration images of the Equinox appeared domestically. This shows GM basically made preparations for domestic production, but that's it. The news of the 2nd generation Equinox domestic production never appeared again. GM did not say why, but if we guess, we know. Most likely it affected the Captiva which had a very similar positioning. Both were similar in many ways. There was no need to launch two models. Thus, the Equinox's cousin entered the domestic market. The performance was quite good, and its visibility today is also high.
A Song of Ice and Fire
When we thought the next generation would be better, the problem arose. It was indeed better, but also indeed worse. Why? We have said many times, let Great Wall Motor be. It has been making cars seriously for about 20 years. Randomly changing names is a practice that foreign car companies have left behind. So let's continue to see how Chevrolet and GM played.
The previous two generations of Equinox were quite strong American cars. By the 3rd generation Equinox, the changes were very big. The 1st change was the positioning. The positioning of the Equinox abroad before was a mid-size crossover SUV, which is a common mid-size city SUV domestically. When the 3rd generation Equinox appeared, Chevrolet changed it to a compact crossover SUV, which is a common compact city SUV domestically, completely targeting Japanese same-type models.
However, once in China, the Equinox is still called a mid-size SUV. There are two reasons for this. On one hand, it is indeed larger. On the other hand, the model series replacement is chaotic. At that time, the length of domestic compact SUVs was generally around 4.6 meters or even shorter. Wheelbases were often within 2.7 meters, and widths were even just over 1.8 meters. The length of the 3rd generation Equinox was close to 4.7 meters. Width 1.86 m, wheelbase exceeded 2.7 m. Although this size today is indeed a compact SUV with slightly large dimensions, back around 2017 it was indeed a standard joint venture mid-size SUV size, and about the same size as the Captiva. What needs to be known is that domestic mid-size SUVs such as the BYD Tang and Toyota's Highlander and GAC Trumpchi's GS8 had already expanded size to length 4.8 m, width over 1.9 m, wheelbase over 2.8 m. Therefore, the 3rd generation Equinox's dimensions looked indeed small from the perspective of mid-size SUV, but from the perspective of compact SUV, it could be called quite spacious. This was the key to its success that year.
Then the second problem arises. In the foreign market, the Equinox changed from mid-size SUV to compact SUV. Who would replace the mid-size SUV? The answer returned to the familiar character we know. This is the Blazer version without lengthening in the US. Are you surprised? Actually, the answer is not too complex. The Equinox was originally meant to replace the S10 Blazer, which was the initial domestic Blazer. But later Chevrolet decided to resurrect the Blazer without prefix or suffix. This means the Equinox had to stand aside. Who would have the Equinox's name be bigger than the Blazer. The domestically introduced Blazer was lengthened into a mid-to-large SUV. This just matched with the mid-size Equinox positioning and could also enrich the Chevrolet SUV product line.
The 3rd generation Equinox was also a global model. It replaced the global Captiva. Captiva was also a product of the Theta platform, but it was designed in Korea. It was on the same track as the Trax. Captiva was produced from 2006 to 2018. The direct successor in some regions was not the Equinox but the domestic Baojun 530 which was positioned lower. You think GM just messed around with its own brand siblings? Wuling and Baojun suffered a lot too.
Do you think that's it? You underestimate domestic cars too little. Mexicans introduced it shortly after the 2nd generation model appeared. But they said the Equinox is really boring. So they stopped importing it in 2010. It seems the US and Mexico preferences are indeed different. By 2015, the 2nd generation model was sold in Mexico again. Mainly because the Captiva had been on the market for many years. However, Mexicans still wouldn't accept it. What to do? Perhaps GM felt Mexicans only recognize the Captiva name. So GM brought the 2nd generation Captiva from Colombia and Thailand to Mexico, which was the domestic Baojun 530, renamed Captiva. So the Equinox failed to replace Captiva. Instead, it was replaced by Captiva's adoptee. This Mexican Captiva sales were quite good. In 2022 it was 19,000. Monthly over 1,000. Don't look at the numbers being far behind best-selling cars in the Chinese market. China? Everything must be first in the world, otherwise you will be criticized to death. Mexico is only that big. The scale is like a Chinese province. This rebadged Baojun 530 was the best-selling SUV in Mexico in 2022. Now you know how competitive the domestic market is!
In terms of power, the 3rd generation Equinox mainly used two engines. Specifically a 1.5T 4-cylinder engine and a 2.0T 4-cylinder engine. The former was upgraded in 2023. Maximum power was 175 hp, peak torque 275 N·m (Domestic version 169 hp, 250 N·m). Among the 1.5T engines, it was average. The 2.0T engine performance was quite good. 255 hp, 353 N·m (Domestic version 237 hp, 350 N·m). Besides that, there was a 1.6T diesel engine. 139 hp, 325 N·m, but it did not enter the domestic market. It can be seen that the 3rd generation Equinox power system indeed saw a downgrade, but both power performances were quite good. The 2.0T is much better than Japanese SUVs. It can meet ordinary consumers' requirements for speed.
The 1.5T engine was matched with a 6AT transmission. The 2.0T was equipped with a 9AT transmission. The 1.5T version used a front-wheel drive structure. The 2.0T focused on four-wheel drive structure. Off-road capability was quite good. Combined with the vehicle's own safety and stiffness being quite good, a light off-road version could certainly be released. Lift the chassis, strengthen the 4WD. Even add a differential lock to the rear axle. The appearance style could follow the Blazer's rugged tough guy version. Estimated to attract quite a few consumers.
The Equinox has high visibility domestically. Basically, there is one on every street. But the region where it performed best was its country of origin, the United States. Even placed domestically, it is a result everyone envies. In 2004, the 1st generation Equinox annual sales reached over 84,000 units. Average monthly sales exceeded 7,000 units. This is about the level of Highlander domestically. By 2005, this number increased to 130,000 units. 2006 had over 113,000 units. Comparable to Galaxy L7 domestically. It can be seen that even in the US, where many people say they earn dollars and spend dollars, everyone still likes this type of city SUV that sits more comfortably, is spacious, and most importantly, is quite cheap. Not the non-unibody off-road SUV with huge fuel consumption.
Of course, 130,000 was not the Equinox sales peak. With average monthly sales of only over 10,000, domestic car companies really couldn't envy. In 2010, Equinox sales increased to nearly 150,000 units. Thereafter it rose to 2015, becoming 277,000 units. Monthly sales exceeded 20,000 units. Placed domestically, this is basically the level of Song Plus DM-i and Haval H6. Quite exaggerated. In a sense, it was the American national SUV. More critically, many traditional netizens would think the first two generations of Equinox were more likeable to Americans because it had a large displacement naturally aspirated engine, larger size, rougher design. But actually, the 3rd generation Equinox which was not so popular domestically welcomed the sales peak in the US instead. The 1st year of launch it had 290,000 units, more than any previous year. The 2nd year increased to 332,000 units. 2019 reached the peak, 346,000 units. Monthly sales close to 30,000 units. This data placed domestically would be top 10 even top 5 in all model sales rankings. Until 2023 in the product's final stage it still had 210,000 units. It can be seen the Equinox became more likeable to Americans the more it was revised.
Actually, Americans' actual preferences are very close to our country's. When wealthy, everyone wants large SUVs or even full-size rugged SUVs. But ordinary people's realistic choices are still all-rounder cars. Perhaps there are too many all-rounder cars domestically. Although the Equinox's performance in China has had highlights, overall it can only be said to be lukewarm. Sales cannot compare with the US. In 2017 when it first launched, performance was average at over 53,000 units. Monthly sales 4,000+ units. For Chevrolet this is indeed a success number. 2018 increased to over 70,000 units. Thereafter it began to decline. By 2022 there were only 20,357 units. 2023 was even only over 10,000 units. Monthly average sales less than 1,000 units. It became a forgotten model. The discount amount was close to 60,000. Entry-level model price was less than 130,000.
The reason for such a huge gap between China and the US is mainly due to the Equinox's position in China being quite awkward. In terms of brand positioning and product recognition, it is far inferior to mainstream Japanese or German compact SUVs. Even slapping a label on some owners who bought the Equinox with discounts: Is it because you can't afford a CR-V that you bought the Equinox? Compared to domestic high-spec SUVs, Chevrolet's brand power is slightly better. At least it is a joint venture. It is like dating. The male side at least has a government job. But in terms of configurations and many other aspects, it is obviously in a disadvantageous position. How is there still anyone who dares to compare configurations and cost-performance with domestic cars? Probably middle-to-high level employees of private enterprises are better than low-level staff in state institutions.
Initially there were really not many combat-capable domestic SUVs. Such as the early period GAC Trumpchi GS5 which performed well initially but later vanished without a trace. Also the BYD Tang without DM support. Even Qoros 5 which was a toilet once and is now scattered on the roadside occasionally serving as an emergency toilet. But after 2021, new energy SUVs with crushing performance advantages and premium sense and the low total cost most valued by consumers in this class squeezed the mainstream fuel vehicle market. First in line were American and Korean. So the Equinox became one of the cannon fodder. Additionally, the Equinox has been on the market for many years. Facelift changes are not big. Competitiveness decline is also an indisputable fact. Of course I still want to say, the tolerance for American cars domestically is far less than German cars and Japanese cars. The Equinox has always been a very good car. No major quality problems. Safety is online. Technology is mainstream. Spacious space. Sufficient power. Cares for home use. Actually, I have indeed recommended friends and family to choose the Equinox over the Japanese Big Three in the past!
Chasing Trends
So how about the 4th generation Equinox? Let's just say the answer. It will definitely continue the legend in the US. In China it will likely have a performance similar to the 3rd generation.
The new generation Equinox has huge changes. It has a very sharp appearance. It still retains the overall design characteristics of the 3rd generation Equinox. But it is obviously more rounded and stout, full of American SUV power. Its front face uses split headlight design. Looks somewhat similar to many higher-grade Chevrolet models. Even more domineering than the current Chevrolet Blazer we introduced recently. The tilted C-pillar is retained. But the design is close to the Trailblazer. The rear is relatively simple. No vulgar use of many popular designs. In terms of size, the new generation Equinox's gap compared to the current model can basically be ignored. Only the width clearly increased to 1902 mm. This size is no problem in the US. But in China it can only be called a featureless compact SUV. It still has to face students from middle schools like Xingyue L.
In terms of interior, the new generation Equinox finally caught up with the trend. But that is just catching up. The interior overall looks quite fashionable. But compared to domestic cars, it is somewhat not fashionable enough. There are two highlights. First, it uses the column shifter structure commonly used in American cars. The center console storage space increased. Although it is not that fashionable, it is easy to use. The 2nd is that below its center console screen there is a row of physical buttons and knobs. Imagine after a hard day of work, elegantly pressing a button to turn on the AC. This feeling of not being forced to make choices is just too good. I worked all day and acted like a grandson all day. Do I have to be forced by the designer to shout and scream to open the AC?
In terms of power changes are quite big. The fuel version focuses on a 1.5T engine. Front drive with CVT. The benefit is smoother and more fuel-efficient. But the downside is it is not as reliable as the past AT. Also, the CVT status in the eyes of traditional consumers is lower than AT. Besides, those who really care about fuel consumption have made friends with Driver Bro. So this is not wise for the new Equinox. The four-wheel drive version no longer uses 9AT. Instead it uses 8AT. And the Active version can option off-road tires. Basically considered a light off-road model. Similar to Jetour Traveler and Haval Big Dog.
Interestingly, the new Equinox's name in China is Equinox Plus. And it is not the fuel vehicle version. It is the plug-in hybrid version popular in China. The Equinox Plus uses a 1.5T engine. Maximum power 180 hp, maximum torque 250 N·m. The motor adopts GM's commonly used P1 plus P3 structure. Total motor power 190 hp, maximum torque 315 N·m. System maximum power is 364 hp. Torque 565. This parameter is stronger than most 3.0T engines. However, this is just paper specifications. Officially given 0-100 km acceleration time is about 7 seconds. Either reverse false marking or system maximum parameter cannot output for long periods. But this acceleration performance is far better than the current 2.0T version. Ride quality is also better. This is the charm of the electric motor.
The battery pack is confirmed to be from BYD. Capacity 16.5 kWh and 24.4 kWh. The WLTC range published by the Ministry of Industry and Information Technology is 80 km and 120 km. How to say? Still passable. Just this one green license plate is enough to beat other joint venture SUVs in the same price range. The two-speed DHT transmission gives it under 6 liters of fuel consumption on fuel depletion. This power system, looking comprehensively, reached the mainstream level of domestic cars in the same price and class. Although it has no many highlights, a joint venture brand being able to make such a car is the biggest highlight.不信 you see Japanese cars.
But the Equinox Plus has also drawbacks. Entry-level model configurations are stingy. Only Level 1 driving assistance. No sunroof, electric tailgate, or wireless phone charging. The surround view camera which is common as dirt for domestic cars is available on the 169,900 version. L2 is also like this. The Equinox Plus is still that type of joint venture car that holds back on configurations. The sincerity of the power system is enough. But on the configuration level it is far from enough to be competitive.
At the Beijing Auto Show, the Equinox also had EV models on display. Sincerity is quite good. The Equinox EV single motor version has two parameters. 150 kW and 180 kW. The former focuses on range, equipped with 79.7 kWh ternary lithium battery. The latter is a 65 kWh LFP battery. CLTC range is 620 and 510 km respectively.
The Equinox EV four-wheel drive version uses a dual motor layout. Front 143 kW, rear 68 kW. Total power 211 kW or 287 hp. Quite good. Battery capacity 79.7 kWh. Rated CLTC pure electric range is 600 km.
Although it is EV, this EV has nothing to do with PHEV. But is like a poor brother relationship with Buick E5. Both dimensions are highly consistent. Length 4845 mm, wheelbase 2954 mm. E5 is positioned as mid-to-large SUV. Equinox EV is mid-size SUV. In terms of appearance it also looks more like E5 than the Equinox. And Chevrolet's new appearance tension is quite good. Better looking than E5.
Return to the node when it first launched. The fuel version Equinox product force is average. Only one Xingyue L can crush it. And Xingyue L price is already under 130,000. Jetour Traveler is also just over 130,000. Even if the Equinox presents the current huge discount, actual starting price is over 120,000. Personally I feel cost-performance seems still just ordinary. The two Song models from BYD are holding knives and waiting. And below the Equinox is the Star. Currently discounted to 113,900. This means the Equinox's actual dealer quote is most suitable around 130,000. If lower, then the Star and Trax will have to follow the price cut. Although the 300,000+ range is quite hot, the 100,000+ price range is the most competitive domestic car sector. Excellent SUVs are too many. The Equinox being able to have 4,000+ monthly sales under these models' attack is already a success. It means similar to Wuling Star and Haval Raptor.
Equinox PHEV perhaps hotness is higher. Because currently joint venture PHEV models worth buying are not many. If considering price, then even fewer. Equinox PHEV's comprehensive quality is indeed quite good. Size is not big. But in the city parking and driving is also quite flexible. If it can start sales around 150,000, Equinox PHEV sales might be even better than the fuel version. The template model we chose for it is the Raptor mentioned earlier. Monthly sales 3,000 to 4,000 for Equinox PHEV can be called a huge success.
As for Equinox EV, it is a cheaper version of Buick E5. E5 previously sales were quite good. Could get 4,000 monthly sales in the fight against domestic cars. But later the original form revealed. Dropped to over 1,000 units. So Equinox EV if it can rely on cost-performance to stabilize around 2,000, then that would be really good.
It can be seen. Under the circumstances where the new generation Equinox's three models have no problems with price and product force. Added together monthly sales could be close to 10,000. This is absolutely a excellent number that will make Chevrolet lose sleep. After all, besides the rebadged Cruze outside of Chevrolet's family, others are almost buried to the lower lip. And this Cruze is also being chopped out because it does not conform to Chevrolet's future development. Chevrolet wants premiumization!
We actually very hope the new generation Equinox family will give a competitive price. Because since its birth the Equinox has been a high-quality high-safety family car. You can find many of its flaws. But after skinning and plucking, its core is quite pure. Such a good car truly shouldn't be buried. It is not simply measurable by price. You go ask the Equinox owners. After complaining, aren't they all quite like the Equinox? Even if it is the current model. I feel it is better than the vast majority of Japanese SUVs at that time. Safety can be called crushing.
But the Chevrolet family has gone cold in China. Exiting China. These so-called quite good models did not welcome a good ending. Let's put the perspective back to now. Actually, even if the latest generation Equinox achieved decent sales domestically. From today's domestic involution level. Push back two years. Then it also has no substantial purchase necessity. Size not big enough. Price not cheap enough. Want space. Then like Huajing S Galaxy M9 type models have already driven prices to 160,000-170,000. Or even under 150,000. Don't say anything about large vehicle safety is not as good as small vehicles. Smart also said this before. Actual crash performance is that large vehicles have an advantage. And configuration has always been domestic cars' advantage. Relying on the domestic supply chain, can achieve both good and cheap. Domestic cars are not only involution on size and space. Configurations and driving assistance systems and intelligence, all fields are involution. Don't mention Chevrolet. Everyone look at Honda today. Is it also at the edge of delisting? Monthly sales only over 20,000. Nissan if not relying on domestic technology to build N Series models. Probably Nissan will also be put into the next joint venture cars exit China discussion.
So we go to summarize this Equinox car's history in China. The first two generations did not introduce. Not much to say. The 3rd generation model just happened to meet the peak of domestic fuel vehicle development. This quite good fuel vehicle will naturally welcome good sales. But at the product life's end stage. Domestic fuel vehicle technology rapidly improved. And welcomed the new energy vehicle's great revolution. At this time GM was already clearly falling behind. And SAIC General Motors family. New energy vehicles currently performing relatively well are actually Buick. Cadillac performance is also quite average. At the same time SAIC itself also has many new brands. Such as IM, Roewe, etc. Joint venture cars exiting China is the inevitable result of history. There is nothing worth regretting. It is just that these excellent plug-in hybrid cars in the SAIC family might reverse badge. Become the Equinox to sell to other countries. And this is probably also a ending that everyone would be happy to see.
9月1日，一份文件搅动了整个汽车出海圈。
商务部、工信部、市监总局联合出台《汽车行业境外竞争行为与合规建设指引》，这是国内第一次，专门给车企海外经营立下行为标尺。说直白一点：中国汽车出海野蛮抢规模的时代，要画上句号了。
过去这些年，国内市场卷得厉害，价格战一轮接着一轮。不少车企把这套打法直接搬到海外市场：不惜亏本压低售价，靠低价快速抢订单、冲出口报表。短期看销量数据很漂亮，但隐患也跟着埋了下来。
一方面，频繁大起大落的售价，坑了当地经销商，也把二手车残值砸得一塌糊涂，品牌越卖越廉价；另一方面，不计成本的低价厮杀，很容易给海外监管留下口实，反补贴、反倾销调查随时可能找上门，最后整个行业都要为之买单。
这份指引不是不让车企出海赚钱，而是给无序竞争踩刹车。
划几个最实在的重点： 海外定价不能乱打亏本价格，要以成本和当地市场供需为基础；不能动不动就大幅调价，避免价格大起大落；要管好不同国家之间的价差，防止跨区域窜货；同时经销商返利、宣传营销，都得遵守当地法律。 除此之外，海外建厂生产、劳工保障、智能汽车的数据跨境、知识产权风险，全部纳入规范范围。需要说明的是，这是一份指引文件，并非硬性法律，但三部门联合发声，释放的行业导向非常明确：出海，不能只看卖出去多少台。
千万出口关口，各家车企活法大不一样
几年前，中国汽车出口还只是配角。如今我们已经稳稳坐到全球汽车出口第一的位置。
回望数据：2023年出口491万辆，正式超过日本；2024年冲到585.9万辆；2025年来到709.8万辆。到2026年，势头更猛，1 7月累计出口614万辆，7月单月直接突破104万辆，连续两个月单月破百万。行业普遍预判，今年全年出口有望摸到1000万辆的里程碑。
更关键的是结构变了。早些年出口大多是燃油车卖到发展中国家，现在新能源扛起半壁江山，新能源出口占比已经突破50%。中国车不再只销往东南亚、俄罗斯、拉美，开始大批量闯进欧洲、澳洲这些高门槛发达市场。
但光鲜的出口数字之下，拆开财报看，各家的日子千差万别。
第一梯队，海外已经成为企业的半条命。 奇瑞，常年自主品牌出口冠军，海外营收占比过半，新兴市场根基扎得很深，燃油新能源双线跑，一边守基本盘，一边强攻欧洲。 比亚迪海外增长势头迅猛，2026上半年海外交付接近79万辆，海外销量占总销量四成以上。难得的是，它海外板块毛利率甚至高于国内，属于真正卖一台赚一台。泰国、印尼、匈牙利、巴西工厂陆续落地，新兴市场和发达市场双线布局。 上汽MG扎根欧洲；长城汽车海外收入已经超过国内，大手笔在巴西布局重资产工厂。
第二梯队，海外是重要增量，还在爬坡。 吉利盘活海外闲置工厂，向欧洲高端市场冲击；广汽把印尼工厂作为东盟跳板，埃安通过代工模式打入欧洲；长安深耕俄罗斯、拉美，巴西工厂落地带动出口快速上涨。
新势力则是另一套玩法。
零跑靠和Stellantis代工合作，轻资产切入欧洲；小鹏、蔚来直接瞄准欧洲高端市场。它们普遍不愿意参与低价厮杀，优先保证海外毛利，只是整体出口基数还比较小。
现实很残酷：同样出口几万、十几万台，有的车企靠规模实现盈利；有的只是换来了纸面销量，海外毛利率持续承压，属于“卖得多，赚得薄”，这也正是政策想要约束的现状。
出海的机遇摆在眼前，但坑也同样多。
电动化浪潮，确实给中国汽车打开了一扇全球大门。
燃油车时代，欧美日牢牢攥住品牌与技术壁垒，我们很难突围。但换到新能源赛道，国内完整的三电产业链、800V高压平台、智能座舱和智驾能力，成了我们手里的底牌。从电池、零部件到整车，完整的产业集群，可以快速响应全球各个国家的差异化需求。
国内市场内卷加剧，存量竞争愈演愈烈，海外自然就成了车企的第二增长曲线。东南亚、拉美汽车消费还在上升周期，欧洲新能源替换需求旺盛。出海也不再仅仅是把车运出去卖，建厂、供应链、充电生态整套体系，都在跟着走出去。
但风光背后，现实的挑战一点都不少。
贸易壁垒越来越密。欧盟反补贴调查、碳关税、电池法规层层加码，北美、拉美不少国家抬高关税，要求本地生产，单纯把国内整车运出去售卖的路子，越来越窄。地缘环境一变，汇率波动带来的汇兑损益，随时会吞噬企业利润。
国内的内卷，正在向外溢出。部分市场低价抢份额的现象屡见不鲜，出口数据好看，利润却上不去。频繁调价伤害二手车残值，也持续放大外部监管风险。
很多车企还停留在“产品出海”，距离真正的全球化还差很远。海外售后网络、零部件配套跟不上用户需求；建厂重资产投入大，周期漫长，还要适应当地劳工、法规环境。
品牌短板更是绕不开的难题。不少海外消费者对中国车的固有印象依旧是平价，想要冲击高端，要走的路还很长。智能汽车出海，数据合规、隐私、知识产权，每一项都是看不见的门槛，踩错就会直接丢掉一个区域市场。
千万出口时代已经近在咫尺。过去衡量出海成败，看的是出口多少万辆。而接下来，销量只是起点。怎么平衡规模、利润、合规和品牌，才是摆在所有出海车企面前真正的考题。
来源：车观察
In Malaysia's SUV market, many buyers compare Honda HR-V and Mazda CX-30 when choosing a car. The price and positioning of these two cars are quite close. Today we will make a detailed comparison from multiple aspects to help you save time on research.
The OTR price for Honda HR-V in Malaysia is RM 115,900 - 143,900, with 4 versions in total, including 2026 e:HEV 1.5L RS (RM 143,900), 2026 1.5T V (RM 137,900), 2026 1.5T E (RM 130,900), etc.
The OTR price for Mazda CX-30 in Malaysia is RM 122,409 - 146,409, with 4 versions in total, including 2025 2.0L High+ Premium (RM 146,409), 2025 2.0L High+ (RM 138,409), 2025 2.0L High (RM 130,409), etc.
In terms of price, the starting price of Honda HR-V is indeed RM 6,509 cheaper than Mazda CX-30. If your budget is limited, Honda's entry-level version can already meet daily needs. However, also keep in mind that the lower price might involve trade-offs in features, depending on your specific requirements.
Honda HR-V is equipped with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Mazda CX-30 is equipped with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Both cars use the same powertrain, the driving feel is basically no difference. Fuel consumption is also similar, no need to worry too much about this point.
Honda HR-V's safety rating is 5★ (ASEAN NCAP), active safety system includes Honda SENSING (ACC, CMBS, LKAS, RDM).
Mazda CX-30's safety rating is 5★ (ASEAN NCAP), active safety system includes i-Activsense.
Both cars have the same safety rating, safety features are quite complete in this class. New cars nowadays are not lacking in safety, no need to worry too much about this.
Honda HR-V warranty 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Mazda CX-30 warranty 5 years/150,000km, service interval every 10,000km or 6 months.
Both Honda HR-V and Mazda CX-30 are mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, prioritize the one with better reputation; if you care more about cost-performance ratio and features, choose the one with richer configurations. Ultimately, it is recommended to test drive both, personal experience is the most important.
Overall, Honda HR-V and Mazda CX-30 are both quite good models in the Malaysian market. Which one to choose depends on your personal needs and budget. It is recommended to do homework, compare quotes from several dealers, and then test drive to make a final decision. Buying a car is a big matter, spending time on research will definitely not go wrong.
编辑导语：零跑单月销量连续突破10万辆大关，8月同比增长超八成，增速位居主流新能源车企前列，规模增长与经营质量同步提升，发展势能持续向好。
1-8月销量56万辆，同比增长70%
9月1日，零跑汽车公布2026年8 月新车交付数据。数据显示，8 月零跑全球交付量达103129 台，同比增长 80.7%；继 7 月交付 101267 台之后，零跑连续第二个月单月交付突破 10 万辆大关。至此，2026 年 1-8 月零跑累计交付量达 56.09 万辆，同比增长70.55%，产销规模稳步迈上新台阶。
在国内新能源市场整体调整的行业背景下，零跑的高增速尤为亮眼。乘联会此前发布数据显示，2026 年 1-7 月国内新能源乘用车零售销量同比下滑 14.1%，多数主流品牌终端销量出现同比回落。
在行业大盘承压的态势下，零跑凭借全域自研带来的成本优势与高性价比产品定位，在10-20 万元主流新能源市场持续抢占份额，市场占有率稳步提升，成为今年新能源市场增长最快的品牌之一。
从市场结构来看，国内市场仍是零跑的核心基本盘，主力车型在各自细分市场的销量持续走高，成为销量增长的核心支撑。其中 A10 上市 135 天即突破 10 万台量产下线，连续多月蝉联中国品牌 SUV 销量第一；D19 上市后稳居 40 万内大型 SUV 销量冠军，市场口碑持续向好。
与此同时，海外市场同样表现亮眼，出口销量同比实现快速增长，上半年时零跑出口量达9.63 万辆，同比增长 372.6%，已超过 2025 年全年出口总量。欧洲、东南亚、中东等重点市场的渠道布局逐步落地，本地化运营持续深化，全球化业务对整体销量的贡献度持续提升。
连续两个月突破 10 万辆，标志着零跑的研发、生产、供应链、渠道等全体系能力已经迈上新台阶，能够稳定支撑十万级的月销规模，为后续的持续增长打下了坚实基础。从年初的月销 5 万辆级到年中突破 10 万辆，零跑用不到一年的时间实现了销量规模的翻倍，增长速度远超行业平均水平。
经营质量改善 上半年净利润2.1亿
与销量规模快速增长相匹配的是，零跑的经营质量也在同步提升。根据零跑汽车发布的2026年半年度业绩报告，零跑汽车上半年实现营业收入381.1亿元，同比增长57.2%；归母净利润2.1亿元，较2025年同期的0.3亿元大幅增长，连续实现半年度盈利，呈现出 “规模增长、效益提升” 的良好发展态势。
盈利层面，上半年零跑汽车实现毛利 44.5 亿元，同比增长 29.7%；整体毛利率为 11.7%，受原材料价格上涨与整车产品结构变动影响，较上年同期下降2.4 个百分点。但值得关注的是，其盈利水平呈现逐季改善态势，2026 年第二季度毛利率较第一季度提升 3.2 个百分点，规模效应与降本措施的效果逐步显现。
盈利改善的核心动力来自全域自研模式的降本效应与规模效应释放。
零跑自研的四叶草中央集成式电子电气架构实现规模化应用，有效降低了整车研发成本与零部件采购成本；同时，销量规模的快速提升带来了显著的规模效应，进一步摊薄了固定成本与研发投入。费用端，上半年公司研发投入 23.2 亿元，同比增长 22.8%，持续投向智能驾驶、三电技术等核心领域；销售及行政费用同步增长，主要用于渠道扩张与品牌建设，整体运营效率持续优化。
现金流方面，上半年公司经营活动产生的现金流量净额为 21.7 亿元；截至 2026 年 6 月末，现金及现金等价物、受限制现金及金融资产等资金储备合计达 385.9 亿元，资金状况充裕，能够支撑后续产品研发、渠道扩张与全球化布局。
产品与出海双轮驱动 年目标达成53%
销量与业绩的双重提升，离不开零跑产品矩阵、技术布局与全球化战略的持续推进。
产品端，零跑目前已形成 A、B、C、D四大产品矩阵，覆盖轿车、SUV、MPV等品类，价格带覆盖 6万元至30 万元主流消费区间，各系列车型均位居细分市场头部。主力车型凭借 “高配平价”的产品标签深受消费者认可，技术层面，零跑坚持全域自研路线，自主掌握占整车成本 65% 的核心零部件，建成 18 座零部件自有工厂，构筑起深厚的技术护城河。
9 月16 日，零跑将举办2026 年度技术发布会，发布全新一代世界模型辅助驾驶系统及三电领域最新技术成果，持续释放技术创新势能。同时，零跑已实现对一汽、Stellantis等合作伙伴的整车级技术赋能，核心零部件供应十余家海内外车企，“整车 + Tier1 零部件供应” 双轮驱动商业模式持续跑通。
目前，零跑汽车全球化步伐还在持续加快。其中，欧洲市场表现尤为突出，意大利纯电市场占有率超 25%，连续位居销量榜首；德国、英国市场也跻身中国品牌前列。同时，马来西亚、西班牙、巴西等地的本地化组装项目稳步推进，运营能力持续提升。
下半年，零跑汽车还将迎来新一轮产品迭代，多款车型将迎来智能化升级，进一步拉动销量增长。
整体来看，连续两个月销量破10万，验证了零跑全域自研模式的可行性与市场竞争力。后续随着技术成果落地、海外市场放量，零跑有望实现规模与效益的双重提升。零跑汽车2026年的销量目标在105万辆，目前已完成53%，在保持10万规模量级的情况下，实现目标已经不乏可能。
Dalam pasaran SUV di Malaysia, ramai pembeli membandingkan Honda HR-V dan Toyota Fortuner semasa memilih kereta. Kedua-dua kereta ini mempunyai harga dan kedudukan yang sangat hampir, hari ini kami akan membuat perbandingan terperinci dari pelbagai aspek untuk membantu anda menjimatkan masa membuat kajian.
Harga OTR Honda HR-V di Malaysia ialah RM 115,900 - 143,900, terdapat 4 versi, termasuk 2026 e:HEV 1.5L RS (RM 143,900), 2026 1.5T V (RM 137,900), 2026 1.5T E (RM 130,900) dan lain-lain.
Harga OTR Toyota Fortuner di Malaysia ialah RM 195,880 - 241,880, terdapat 3 versi, termasuk 2024 2.8T VRZ Diesel (RM 241,880), 2024 2.7L SRZ Petrol (RM 202,880), 2024 2.4L Standard Diesel (RM 195,880) dan lain-lain.
Dari segi harga, harga permulaan Honda HR-V memang RM 79,980 lebih murah berbanding Toyota Fortuner. Jika bajet anda terhad, versi dasar Honda sudah dapat memenuhi keperluan harian. Tetapi perlu diambil perhatian, beberapa ribu ringgit yang lebih murah itu mungkin ada kompromi dari segi kelengkapan, bergantung sepenuhnya pada keperluan anda.
Honda HR-V dilengkapi enjin 1.5L Turbo, kuasa 140 hp. Penggunaan bahan api rasmi 7.0 L/100km.
Toyota Fortuner dilengkapi enjin 2.5L Diesel, kuasa 187 hp. Penggunaan bahan api rasmi 8.5 L/100km.
Dari segi kuasa, enjin 2.5L Diesel Toyota Fortuner mempunyai 47 kuasa kuda lebih banyak berbanding enjin 1.5L Turbo Honda HR-V. Walau bagaimanapun untuk pemanduan harian di bandar, kuasa kedua-dua kereta ini sudah mencukupi, tidak akan terasa kurang kuasa.
Pengkelasan keselamatan Honda HR-V adalah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk Honda SENSING (ACC, CMBS, LKAS, RDM).
Pengkelasan keselamatan Toyota Fortuner adalah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk .
Skor keselamatan kedua-dua kereta ini sama, kelengkapan keselamatan dalam kategori ini dikira sangat lengkap. Keselamatan kereta baru semasa ini tidak bermasalah, tidak perlu terlalu risau tentang perkara ini.
Honda HR-V menggunakan cara pemacu FWD.
Toyota Fortuner menggunakan cara pemacu FWD.
Kedua-dua kereta ini mempunyai cara pemacu yang sama, iaitu FWD, pengalaman memandu harian tidak akan mempunyai perbezaan yang ketara.
Honda HR-V dan Toyota Fortuner adalah pilihan utama di pasaran Malaysia, sesuai untuk penggunaan keluarga dan komuter harian. Jika anda lebih mementingkan reputasi jenama dan nilai semula, anda boleh utamakan model yang mempunyai reputasi lebih baik; jika anda lebih mementingkan nilai terbaik dan kelengkapan, pilih model yang mempunyai kelengkapan lebih banyak. Pada akhirnya, disyorkan untuk menguji teroka kedua-dua kereta, pengalaman sendiri adalah yang paling penting.
Secara keseluruhannya, Honda HR-V dan Toyota Fortuner adalah model kereta yang sangat baik di pasaran Malaysia. Memilih yang mana satu, kunci utama adalah keperluan dan bajet peribadi anda. Kami menggalakkan anda membuat kajian maklumat dengan teliti, bandingkan beberapa harga dari agensi berbeza, kemudian buat uji teroka untuk membuat keputusan akhir. Membeli kereta adalah urusan penting, mengambil masa untuk membuat kajian maklumat tidak akan salah.
Hari terakhir pameran kereta Bangkok, suhu di stan BYD lebih panas daripada di luar.
Penghawa dingin sudah dibuka pada maksimum, orang ramai berdesak-desakan, haba yang terpancar menjadikan udara sejuk nipis. Udara berbau peluh yang halus.
Seorang budak lelaki Thai berusia lima atau enam tahun merangkak di hadapan skrin kawalan kereta pameran, jarinya melangkah dengan pantas, animasi di skrin menari ke sana ke mari.
Ibunya berdiri di belakang melihat sebentar, berkata dalam bahasa Thai: "Ini seperti iPad." Beberapa pasangan kekasih muda di sebelah mendengar, semuanya ketawa.
Zon pameran Toyota di sebelah adalah pemandangan yang lain sepenuhnya, peralatan pameran dikilat sehingga bersinar, penjual memakai sut kelabu gelap, disetrika rapi, tangan bersilang berdiri di tepi stan, berdiri sepanjang pagi, dia menunduk bermain Line.
Data bulan itu keluar, seluruh industri terkejut.
Merek China menjual 43,791 unit di Thailand, kereta Jepun menjual 43,789 unit.
Berdasarkan kelebihan dua unit yang lemah, kereta Jepun yang menduduki Thailand selama lebih 60 tahun, untuk kali pertama digeser oleh merek China ke tangga pertama bulanan, walaupun ini adalah keadaan denyut nadi yang didorong oleh EV3.0 subsidi tamat sebelum pengambilan plat nombor.
Bulan itu, pasaran kenderaan elektrik tulian condong ke satu arah, merek China mengambil lebih daripada tiga perempat bahagian, hanya BYD sahaja menjual hampir 13,000 unit, dalam semua merek hanya排在 Toyota di belakang.
Dalam aliran kereta di jalan Bangkok, wajah baharu yang tergantung pada logo kereta yang dikenali semakin banyak.
Seorang Tionghoa yang mengendalikan agensi pelancongan di situ mengambil gambar pada persimpangan lampu isyarat, sebelah kiri sebuah BYD Seal, sebelah kanan sebuah Toyota Camry.
Dia memuat naik dalam WeChat Moments, disertakan empat karakter: Zaman sedang berubah.
Hari pertama Februari, dasar sokongan kenderaan elektrik Thailand bertukar gear.
Berpindah dari EV3.0 ke EV3.5, subsidi kereta tunggal dipotong daripada maksimum 150,000 Baht kepada 100,000. Pengimport kenderaan lengkap tidak lagi menikmati cukai konsumsi rendah, semula melaksanakan kadar cukai standard, subsidi juga tidak lagi meliputi kenderaan import.
Merek China yang sebelum ini bergantung pada model import sebagai pelopor, harga terminal melompat. Bahagian model BYD meningkat kira-kira satu per tiga, model utama di bawah MG terus dinaikkan 100,000 Baht.
Pasaran sejuk lebih cepat daripada jangkaan semua orang.
Data Persekutuan Industri Thailand menunjukkan, jualan kenderaan elektrik tulian Februari merosot melebihi lapan peratus berbanding bulan sebelumnya.
Bahagian pasaran model lengkap merek China daripada 47.3% jatuh mendadak kepada 11.65%. BYD daripada lebih 12,000 unit jatuh kepada kurang daripada 300 unit, bulan itu tiada satu merek China pun masuk dalam lima teratas.
Di sebuah dewan pameran BYD di utara Bangkok, seorang penjual wanita Thai bernama Kam mengalami semuanya ini. Dia berusia awal 30an, orang Bangkok tempatan, sebelum ini menjual kereta di Toyota selama 5 tahun.
Tukar kerja kerana dia mendapati orang muda yang datang ke kedai Toyota melihat kereta, semakin banyak menyebut satu nama merek China yang dia tidak pernah dengar.
Minggu pameran kereta Januari dia menandatangani 17 order, dua kali ganda lebih banyak daripada penjualan purata bulanan dia di Toyota sebelum ini. Februari dia tidak menjual apa-apa.
Dalam telefon disimpan satu gambar yang diambil pada hari terakhir pameran kereta Januari, di sudut stan papan putih ditulis secara kasar bilangan order hari itu, di samping nombir ada orang membuat wajah lucu sambil tersenyum.
Bertanya mengapa tidak menyingkir. Dia tidak menjawab terus. Selepas itu sebentar barulah berkata: "Kereta China di jalan semakin banyak, ini akan menjadi masa depan jalan raya Bangkok."
Di luar dewan pameran turun hujan, dia berdiri di pintu melihat sebentar. Hujan membasahi satu barisan kereta yang diparkir di jalan seberang, ada Toyota Honda, ada juga BYD Great Wall.
Dari puncak ke titik beku, kalendar terlipat satu halaman, merek China tidak sepenuhnya keluar, segera kembali dengan semangat baru.
Mac, Chery menjual 2,155 unit berada kelima, MG dengan 1,625 unit berada ketujuh, Great Wall 1,350 unit berada kesembilan.
April, semasa pameran kereta Bangkok merek China kembali meletup, bilangan tempahan 90,530 unit, nisbah hampir tujuh persepuluh. BYD dengan 17,354 unit bilangan tempasan mengalahkan Toyota 15,750 unit menjuarai. Dalam sepuluh teratas, kecuali Toyota dan Honda, baki 7 kerusi semuanya diduduki oleh merek China.
Ketika itu, Kam tidak tahu, dasar perubahan yang dia takut, Mei tiba pula.
Mei, Perikatan Automotif Elektrik Thailand mengumpul 10 persatuan industri automotif, menyerahkan kepada kerajaan satu kertas cadangan dasar kecemasan 8 item, wakil persatuan lebih daripada 1,500 buah entri.
Dokumen nada berhemah, tetapi maksud jelas: beberapa pengeluar kereta menggunakan kelebihan kadar cukai sifar mengimport kenderaan lengkap daripada China, bukannya pengeluaran tempatan, sudah menjejaskan pengilang komponen tempatan Thailand.
Hampir serentak, Duta Jepun di Thailand Ohta Masahito secara terbuka menyatakan: "Pada masa ini beralih sepenuhnya kepada kenderaan elektrik masih terlalu awal."
Di sebalik cadangan dan kenyataan ini, adalah rangkaian kepentingan besar yang dibina oleh kereta Jepun di Thailand selama 60 tahun.
Automotif adalah industri perancang Thailand, mengambil bahagian dalam GDP melebihi satu persepuluh, Thailand adalah negara pengeluar kereta terbesar ASEAN, peringkat 10 global, lebih daripada 2,200 entri berada di sini.
Wilayah Rayongdi arah tenggara Bangkok, perjalanan kereta kurang dari dua jam.
Perusahaan kereta Jepun di situ mengumpulkan kilang dan beribu-ribu entri komponen, masa lebih daripada 40 tahun. Tahun 80an masih bergema di bengkel bahasa Jepun, kini sudah boleh dengar bahasa Mandarin.
7 utama perusahaan kereta China sudah mendarat di Thailand pangkalan pengeluaran kenderaan lengkap, jumlah jumlah kapasiti perancangan pecah 600,000 unit.
BYD kilang Rayong direka kapasiti tahunan 150,000 unit, beroperasi dua tahun kumulatif penghantaran pecah 130,000 unit. Changan Automotif kilang Rayong pelaburan total lebih 10 bilion Baht, fasa pertama kapasiti tahunan 100,000 unit.
Secara permukaan, perusahaan China menarget pasaran Thailand, tetapi strategi sebenar lebih agung.
Pasar kanan menghadap India, Jepun, United Kingdom, Australia dan negara lain, kira-kira 35% penduduk global. Kereta kanan perlu reka bentuk bersendirian pada banyak bahagian seperti susunan penggerak, papan instrumen, struktur pedal, sistem brek, beg udara, kabus wayar dan banyak lagi. Membina semula satu rangkaian bekalan kanan baru dari sifar, kos dan masa sukar ditaksir.
Perusahaan China memilih jalan lebih pintar, terus menggunakan ekosistem industri yang dikumpulkan Jepun di Thailand selama beberapa dekad.
BYD, Changan, Great Wall, Dongfeng Xiaokang, tidak memandang Thailand hanya sebagai pasaran Thailand, tetapi sebagai titik permulaan pasaran kanan global.
Media Jepun memanggil perubahan ini sebagai "Rangkaian bekalan automotif kanan Thailand, China menggantikan Jepun".
Mengikut laporan siri Ekonomi Harian Jepun 2025, pasaran merek Jepun di negara utama ASEAN seperti Indonesia, Thailand, Vietnam semua sedang turun, Indonesia pecah 81%, Thailand turun 68%, Vietnam turun ke 33%. Masa yang sama, bahagian pasaran merek China enam negara ASEAN kenderaan baru melebihi enam persepuluh, Thailand 78%, Indonesia sehingga 91%.
Laporan yang sama juga menyebut satu lagi gerakan menarik minat: perusahaan kereta Jepun sedang dengan pantas mengembangkan pembelian komponen China. Komponen China mempunyai kelebihan kos 3 hingga 40%, pada kelajuan juga lebih pantas, perusahaan China setelah menerima order 10 bulan boleh keluar produksi, perusahaan Jepun perlu lebih satu setengah tahun.
Timbalan Presiden entri komponen resin Toyota Synthetic berkata: "Perbezaan dalam kualiti sudah tiada."
Petang di Wilayah Rayong, di luar dinding kilang Jepun, lampu kilang China sedang menyala.
Seorang teknikal Thai bernama Anucha, di kilang Toyota bekerja 20 tahun. Akhir 2025 berhenti kerja, awal 2026 pergi Great Wall melapor. Dia berkata: "Mereka beri lebih 3,000 Baht berbanding situ." 3,000 Baht, kira-kira 600 Yuan.
Anucha di kilang Great Wall Rayong bertanggungjawab pada satu proses pada garis pemasangan pakej bateri. Mengalir depan pintu kilang Toyota, kadang-kadang dia berhenti merokok, melihat ke arah dinding.
Mei ke Julai, pasaran secara beransur kembali biasa. Bahagian pasaran keseluruhan merek China stabil sekitar 17%, men脱离 Februari 11.65% titik lembah, tetapi tidak pernah pulih semula ke kejayaan denyut nadi Januari hampir lima persepuluh. Dalam pasaran kenderaan elektrik tulian merek China masih mengambil kira-kira sembilan persepuluh, tetapi kenderaan bahan api dan pasaran pikap masih berpegang oleh Jepun.
Kam tidak tahu banyak tentang hal Rayong, dia hanya lihat pelanggan di dewan pameran secara beransur kembali. Mac, mula ada orang masuk kedai.
Seorang petang Mei, dia menandatangani pelanggan baru, seorang lelaki Thai berusia 50an, sebelum ini memandu Honda lebih 20 tahun.
Kam bertanya kenapa dia fikir tukar kereta China. Orang itu berkata: "Cuba satu putaran, harga hampir sama, kereta China beri lebih banyak konfigurasi, juga lebih mudah dipandu."
Sebelum lampu menyala di kedua-dua sisi dinding Wilayah Rayong, cahaya China pertama yang orang Thailand lihat, sebenarnya sebuah mangkuk.
Wilayah Lampang's ayam mangkuk, berasal dari keterampilan gentian keramik yang dibawa pengimigran Guangdong, di kedai mee memuat mee, kedai jalan raya mengemas mi sup.
Oleh kerana digambar tangan, jadi setiap mangkuk di atas ayam berbeza, dipandang oleh orang tempatan sebagai kartun budaya Wilayah Lampang.
Kemudian orang Thailand mendapati China juga ada ayam mangkuk, pengeluaran laluan, cetakan industri, kapasiti adalah puluhan kali mangkuk digambar tangan, harga kurang daripada satu perempat.
Ayunan banyak mangkuk ayam China, bengkel tangan tempatan runtuh.
Orang Thailand marah: "Mangkuk ayam Thailand adalah karya seni, setiap satu ada jiwa. Bagaimana bisa diperbandingkan dengan barang China tiada jiwa."
Lebih memusnah daripada mangkuk ayam adalah motosikal.
Akhir 90an, motosikal China secara besar-besaran memasuki Asia Tenggara. Model sama, kereta Jepun jual 2,100 Dolar, kereta China jual 1,200 hingga 1,300 Dolar, kelebihan harga mendorong motosikal China ke atas 80% bahagian Vietnam.
Tetapi motosikal Jepun boleh dikendarai 10 tahun, motosikal China satu hingga dua tahun ada kerosakan. "Diperbuat di China" di Asia Tenggara diperkukuh sebagai sinonim rendah kualiti murah.
Pelajaran ini, kemudian perusahaan China ketika memasuki Thailand semuanya ingat.
Tahun 2002 Haier datang.第一批产品 langsung dipindahkan, sama sekali tidak terdorong. Haier melakukan satu perkara: berakar. R&D tempatan, pembuatan tempatan, pemasaran tempatan.
Memadai cuaca Thailand panas, tengah malam hidupkan penghawa dingin mudah kesejukan, membangunkan penghawa dingin kawalan suara. Sampai Tahun 2025, Haier di Thailand bahagian pasaran naik ke 14.5%, mengekalkan pertama.
Hampir masa yang sama, OPPO, Huawei, Xiaomi juga masuk. Persepsi orang Thailand terhadap telefon China, secara beransur daripada "murah" menjadi "teknologi".
Dari harga murah ke canggih, perubahan persepsi ini paling ganas dalam bidang automotif.
Penyelidikan syarikat konsen penyiaran jenama bebas Asia Tenggara Vero menunjukkan, 72% pengguna Thailand mempunyai baik hati terhadap kereta China, menganggap harga murah, teknologi canggih dan moden.
Dalam bengkel ayam mangkuk Wilayah Lampang, pengrajin lama duduk di hadapan roda tanah liat, tangan berputar. Mangkuk dia buat, ayam masih digambar satu satah satu satah. Dia berkata: "Sekarang tiada siapa beli mangkuk tangan, mangkuk cetakan dari China jauh lebih murah."
Dia kadang-kadang dengar orang menyebut, anak muda graduated sekolah Wilayah Lampang, ada yang pergi kilang Wilayah Rayong bekerja, gaji lebih tinggi daripada bandar.
Senja satu mangkuk, adalah filem panas dan fajar satu kereta.
Di sebuah pawagam Bangkok, sebelum skrin bersinar, pertama kali bersinar Logo BYD.
Tahun ini Julai, filem Mandarin"Surat Cinta Untuk Nenek"di Thailand tayangan perdana, BYD mengambil penamaan eksklusif, di majlis tayangan perdana Pengurus Besar BYD Thailand naik pentas berucap.
Beberapa hari kemudian, BYD di Thailand kumulatif penghantaran pecah 130,000 unit, unit ke-130,000 diserahkan kepada pelakon yang melakonkan Nenek dalam filem.
Orang BYD berkata sangat tepat: "Menggunakan satu filem tentang kasih sayang keluarga membangun satu jambatan antara penonton dua negara."
Pasar kenderaan elektrik Thailand sedang dengan kelajuan luar biasa berkembang.
Setengah tahun pertama 2026, kenderaan elektrik pendaftaran pecah 100,000 unit, pertumbuhan tahun ke tahun lebih 90%, penetrasi pasaran kenderaan baharu mencapai 30%. Awal tahun lembaga industri menjangkakan jualan tahun penuh akan pecah 150,000 unit.
Puluh tahun lalu, iklan kereta di skrin Thailand hampir dibungkus oleh jenama Jepun.
Iklan Toyota di televisyen diputar semula, dalam drama Thai protagonis memandu kereta tidak terduga adalah Toyota, Honda, Mitsubishi, sekarang merek China mulai pasang iklan skrin filem.
Changan sekeliling kilang Rayong memotret tiga filem pendek gaya Thai "Cepat Thailand", "Faham Anda", "Sempurna", menggunakan bahasa dan rasa humor orang Thailand, menceritakan cerita merek China.
Di tanah yang sama, media Jepun menggunakan bahasa imej lain menceritakan cerita yang sama.
Akhir 2024, Ekonomi Harian Jepun mengeluarkan satu dokumentari bernama "Suara Enjin yang Hilang di Thailand", menggambar bagaimana kereta elektrik China rebut pasaran kereta Jepun.
Orang Jepun sejak dahulu tidak pernah meletakkan kebanggaan sendiri, tetapi juga tidak boleh tidak tunduk memaksa diri.
Dalam data pendaftaran terbaru Julai, dalam 10 teratas kenderaan baharu Thailand ada 7 merek China, tetapi Toyota penjualan bulanan hampir 20,000 unit masih memimpin jauh.
Dalam senarai jualan jenama setengan tahun, Toyota kumulatif lebih 100,000 unit, pertumbuhan tahun ke tahun 11.3%. BYD 25,000 unit berada ketiga, ketinggalan Honda 40,000 unit. Chery pertumbuhan mengejutkan, pecah 20,000 unit, pertumbuhan tahun ke tahun lebih 10 kali ganda, MG, Aion, Great Wall juga masuk dalam 10 teratas.
Dari Tahun 2020 ke Tahun 2026, bahagian pasaran merek China di Thailand daripada hampir boleh abaikan 3.4% naik ke 47.34%, kereta Jepun daripada titik tinggi 86.7% tergelincir ke bawah 47.33% sekitar.
Di kedai penyelenggaraan Toyota sebuah bandar kecil di tengah Thailand, pengurus Songchai menyatakan satu sisi lain. Dia berusia 50an, membaiki kereta Jepun seumur hidup.
"Kereta Toyota baik diperbaiki," katanya,"Kabel putus sambung boleh jalan. Kereta elektrik China rosak tunggu suku, sebulan siapa sanggup tunggu?"
Kemudian dia ketawa: "Sendiri juga beli satu kereta elektrik China untuk anak perempuan, cantik, pintar, kualiti tidak buruk, dia sangat suka."
Inilah wajah sebenar pasaran Thailand, orang pertengahan tahun dan orang muda preferen konsumsi berpecah, dan rasional dan emosi juga berjalan sendiri-sendiri.
Sebenarnya, kereta China di Thailand hanya memainkan separuh kelebihan, jimat minyak, senyap, konfigurasi tinggi, ini sebenarnya.
Separuh kelebihan lain, kecerdasan, di Thailand pada dasarnya tidak terpakai.
Google Maps tidak bagus, banyak pemandu masih menggunakan telefon navigasi. Panduan bantuan terhenti pada tahap L2, panduan tinggi jalan tol, panduan kawasan sukar dilaksanakan.
Banyak model keluar Thailand memansuhkan radar laser, atau kekalkan perkakasan tetapi fungsi panduan tinggi terkunci, kerana di sana kurang peta tinggi presisi yang mematuhi peraturan.
Infrastruktur pengecasan juga satu masalah, sehingga Januari 2026, Thailand sudah ada 4,643 stesen pengecasan awam, 13,977 antaramuka pengecasan awam, tetapi di luar Bangkok cari pengecas, masih membuat orang bimbang.
Kam membawa pelanggan memandu uji, pelanggan bertanya paling banyak adalah pengecasan. Dia kena bersabar jelaskan di mana ada stesen, caj berapa lama, lari sejauh mana. Kadang-kadang pelanggan dengar separuh geleng kepala pergi.
Serentak itu, kos juga tidak ada kelebihan. Pertubuhan 10 entri industri komponen dipengerusikan oleh Persatuan Kenderaan Elektrik Thailand EVAT menunjukkan, pada syarat sama, di Thailand pengeluaran kenderaan lengkap kenderaan elektrik, berbanding terus import kenderaan lengkap daripada China, kos lebih 30% hingga 40%, dan dasar wujud ketidakpastian, dasar EV3.5 tamat akhir Tahun 2027.
Mengalami Mei ke Julai peleraian pasaran, kereta China masih dilihat di mana-mana. Kenderaan bahan api Toyota, Honda masih mengambil bahagian besar dalam aliran kereta.
Geopolitik adalah langit-langit lain. Tarif kenderaan elektrik China dari Amerika Syarikat daripada 25% naik ke 100%, mula memerhati merek China yang dirakit di Thailand semak pemasangan semula.
Kam tidak peduli hal ini, hanya peduli pelawat di dewan pameran ramai atau tidak, syukur beberapa bulan ini prestasi semakin stabil, Kam rancang secara ansuran sendiri beli rumah lagi.
Pada masa itu mangkuk ayam masih ada, cuma sekarang di pusat beli belah Bangkok, perlu lari banyak tempat baru boleh cari mangkuk ayam, tetapi di pusat beli belah sudah boleh jumpa iklan besar kenderaan elektrik China, malah ada dewan pameran kereta China dan pelayan penuh semangat berlari-lari.
Kam masih penuh semangat, terhadap masa depan penuh harap; Anucha di kilang Great Wall Rayong bekerja lebih enam bulan, sudah serukan beberapa orang di sekeliling beli kereta Great Wall; anak perempuan Songchai memandu kereta elektrik China sudah lebih setengah tahun, Songchai ketika mengecas kereta, kadang-kadang jiran akan mengobrol dengannya tentang kereta China dan Jepun, dia ketawa menjawab.
"Surat Cinta Untuk Nenek" di Bangkok populariti sudah lepas, kereta China sebaliknya merata, kejayaan Januari adalah api sesaat didorong oleh dasar, data Mei ke Julai, adalah keadaan baharu marathon perebutan kereta China-Jepun.
Di jalan Bangkok, lampu hijau menyala, kereta negara berbeda serentak keluar, tiada siapa menunggu siapa, tiada siapa memberi laluan pada siapa......
On August 26, on the 35th anniversary of Uzbekistan's independence, President Mirziyoyev signed a presidential decree, awarding the national "Order of Friendship" to Cao Shuang, General Manager of BYD's Central Asia and Caucasus region. The timing of the award, selected on the Independence Day commemoration and signed personally by the President, sends a clear signal itself: Uzbekistan already regards BYD as a key partner at its national strategy level.
The medal received by Cao Shuang is one of the highest honors established by Uzbekistan to recognize international friendly cooperation and major investment contributions. Those who have previously received this honor were mostly diplomatic envoys or heads of multinational projects. A regional general manager of a Chinese company receiving such treatment is not common in Central Asia. Behind this is BYD's deep rooting in Uzbekistan for a full three years.
In 2022, BYD signed a joint venture agreement with UzAuto, Uzbekistan's largest automotive group. In September 2023, Mirziyoyev received Wang Chuanfu's delegation, finalizing the New Energy Vehicle production base in Jizzakh Province. In January 2024, the President led a delegation to visit BYD's Shenzhen headquarters, witnessing the official launch of the factory, where Wang Chuanfu handed over the 10,000th BYD new energy vehicle of the country on the spot. In June of the same year, the two again jointly witnessed the first mass-produced vehicle come off the line in Jizzakh Province. Three high-level meetings within one year are extremely rare in both diplomatic and business exchanges.
Numbers speak louder. The Jizzakh factory's production volume in its first year of operation in 2024 was 4,004 vehicles, leaping to over 20,200 vehicles in 2025. In the first seven months of 2026, production volume had already reached 17,765 vehicles, a year-over-year increase of 106.6%. The factory plans to reach 40,000 vehicles for the full year, with a target capacity of 200,000 vehicles by 2030. From 4,000 to 40,000 to 200,000, this growth curve reflects not only the expansion speed of a company, but also the restructuring process of Uzbekistan's entire automotive industry.
Uzbekistan is fully promoting electrification transformation. The government's 2026 national plan clearly stipulates: electric vehicle loan interest rates will be reduced from 23% to 16%, charging station numbers will expand from 1,400 to 4,000, and excess electricity fees are subsidized by the government. It is expected that by 2030, the domestic electric vehicle stock will increase from 100,000 at the end of 2025 to between 400,000 and 500,000. In the process of implementing these policies, BYD's role is far more than just a "supplier". The Jizzakh factory not only assembles complete vehicles, but is also promoting parts localization, building fast charging networks, and planning exports to Kazakhstan and Afghanistan. In the first half of 2025, BYD's market share in the country's electric vehicle market reached 87.4%. In other words, Uzbekistan's electrification transformation was almost completed with the backing of a single enterprise. This situation of "supporting a national industry with the strength of one enterprise" is quite rare in the history of the global automotive industry.
BYD's overseas layout is not limited to sales networks. Thailand, Brazil, Hungary, Uzbekistan, each overseas factory pursues deep localization, embedding production capacity, technology, and supply chains into the local economic fabric. Uzbekistan's medal can be seen as an official endorsement of this model. When a company truly integrates into a country's industrial lifeline, recognition beyond market returns — the kind bestowed personally by a head of state — will naturally arrive. This is not only a phased achievement of BYD, but also a new benchmark for Chinese manufacturing going global.
10 萬級純電動 SUV 市場，有無一款用全球標準嚟定義嘅高品質車？拋棄速成、拋棄縮水、拋棄難睇......
8 月 26 日，奇瑞風雲 T7 正式上市。搶先置換價 9.49 萬元起，開發邏輯係「先出海、再返國」——同源車型喺南非、泰國已經上市，即將進入歐洲、澳新等市場。風雲 T7 唔係喺實驗室度同全球標準對標，而係實實在在地跑遍咗全球路況。
全系標準配備 65 度犀牛電池、15.6 吋中控螢幕、178 千瓦電驅等。舒享版相比悅享版，增加咗全景影像、座椅通風加熱、全景天窗、無線充電燈；智享版進一步增加咗獵鷹 500 智駕（8775 艙駕一體晶片）、自動泊車等。
值得提嘅係，14 日，風雲 T7 嘅訂單量突破 2.3 萬台。
續航全系標準配備 65 度「入門版續航唔縮水」。風雲 T7 全系統統一配備 65 度電池，CLTC 續航 600 公里。有媒體實測開冷氣跑出 681.6 公里，屬於典型「反向虛標」。
快充 30% 至 80% 需要 20 分鐘，一杯咖啡嘅時間能夠補充 300 公里。電池循環壽命超 2500 次，按 500 公里一次循環計算，全生命週期可行駛 125 萬公里以上，基本覆蓋整車使用週期。
針對冬季續航縮水呢個純電動嘅老大難，全系標準配備雙源寬溫域熱泵空調加高壓 PTC，-30℃至 55℃都能穩定運行，零下 10℃續航提升 15%-20%。北方用戶冬天唔使再為「開唔開暖風」糾結。
空間够用畢竟係全球發布，所以風雲 T7 嘅外觀設計融合咗全球審美，細節之處好用心。
家庭用車，空間係硬指標。風雲 T7 嘅尺寸 4570x1852x1694 毫米，軸距 2700 毫米，得房率 84%。雖然車身唔大，但內部空間够用。後排腿部空間 911 毫米，下圖係標準身高實測。
後排座椅放倒後形成純平大牀。全車 38 處儲物空間，後尾箱仲配有 4 個承重 300 公斤嘅鉚環同 2 個鉤，打包外賣或者固定露營裝備都好方便。
9 層雲感座椅軟唔塌，加熱通風兼顧冬夏。加熱三檔可調，零下 20℃環境 5 分鐘至 30℃；通風係吸風式。
風雲 T7 嘅全球化唔止係設計層面。81 台耐用試驗車、145 萬公里專項耐用驗證、覆蓋全球 21 個國家。東南亞 500mm 涉水、中東高溫暴曬、西伯利亞極寒、巴西砂石路——呢啲路況唔係實驗室模擬數據，係真車跑出來嘅。
犀牛電池嘅防水、擠壓、鹽霧、火燒等測試遠超國標要求。配合 9 個安全氣囊、九縱五橫籠式車身，按照 E-NCAP 標準開發，被動安全方面都俾足。
風雲 T7 將「全球標準」打到 10 萬級，全系 600 公里續航、全系熱泵空調、全系 AGS 智能進氣格柵、全系 178kW 馬達唔做高底配區分。將家庭用戶最在意嘅幾件事——續航唔虛、空間够用、安全到位——做得好扎實。
你哋點睇風雲 T7？歡迎關注、按贊、評論、轉發。
Sebagai seorang pempengaruh automotif yang sentiasa memantau perkembangan model baharu, selepas menonton pelancaran Chery Fengyun T7 pada 26 Ogos, kesan terbesar saya ialah: had nilai baik SUV elektrik kelas seratus ribu telah dinaikkan oleh Chery lagi.
Model baharu ini menawarkan 3 varian dengan jarak pemanduan 600km, harga panduan pelancaran RM 97,900 - RM 118,900, harga awal tukar turun ke RM 94,900. Dalam keadaan industri di mana versi permulaan biasanya dikurangkan spesifikasi, Fengyun T7 terus menawarkan "piawaian global, spesifikasi penuh" ke harga seratus ribu, niatnya sungguh tulus. Ditambah dengan 8 faedah pembelian semasa pelancaran, meliputi jaminan keseluruhan kenderaan seumur hidup, jaminan keselamatan bateri, pembiayaan tanpa faedah, seterusnya menurunkan ambang pembelian dan penggunaan.
Pelancaran ini tidak hanya menumpukan pada parameter, tetapi mengambil tema "Kebahagiaan Yang Stabil", menjemput artis musik Wu Kequn sebagai "Pegawai Pengalaman Kebahagiaan", serta berkongsi cerita penggunaan kenderaan harian dan kebahagiaan hidup bersama Li Xueyong, Pengarah Eksekutif Chery Automobile. Dari perasaan selamat dalam perjalanan kerja seharian, hingga keselesaan ketika melancong bersama keluarga, seterusnya rehat yang selesa ketika berkhemah, ia mengubah parameter produk yang dingin menjadi skenario perjalanan yang boleh dirasakan oleh orang biasa. "Rancangan Penciptaan Bersama Kebahagiaan" yang dilancarkan serentak di lokasi juga menjadikan posisi kereta ini lebih jelas: Ia adalah rakan yang boleh dipercayai yang dituju untuk pengguna keluarga, menawarkan pengalaman perjalanan yang aman.
Yang menjadi asas bagi "Kebahagiaan Yang Stabil" ini adalah nilai teras Fengyun T7 sebagai model global asli. Berbeza dengan laluan banyak model domestik yang diubah untuk pasaran antarabangsa, Fengyun T7 menepati piawaian tertinggi dunia sejak dari peringkat penyelidikan: Melalui 3 tahun penyelidikan dan penambahbaikan, dibangunkan mengikut piawaian keselamatan E-NCAP 5 bintang edisi 2026, telah menamatkan 1.45 juta kilometer ujian ketahanan, merangkumi persekitaran melampau dari -40°C hingga 55°C, mengalami ujian situasi jalan global 100+ termasuk bucu tinggi Brazil, jalan batu Mexico, kelajuan tinggi Jerman. Model sebangsanya Lepas L6 telah melangkah ke pasaran Afrika Selatan, Thailand, seterusnya akan memasuki Uni Eropah, Australia-New Zealand, ia adalah model yang benar-benar diuji oleh pasaran global dahulu sebelum kembali ke domestik.
Dari segi produk, "Enam Kelebihan Tambahan" adalah daya saing teras Fengyun T7. Dari segi jarak pemanduan, semua versi dilengkapi bateri Rhinoceros 65.05kWh secara piawai, jarak pemanduan elektrik CLTC 600km, ujian sebenar boleh capai 681.6km, merealisasikan "penandaan songsang", cas pantas 30%-80% hanya perlu 20 minit, versi permulaan juga tidak perlu bimbang soal jarak; Dari segi keselamatan, 80% badan sangkar keluli kuat ditambah dengan 9 beg udara unik setaraf, bateri menggunakan struktur perlindungan 31 lapisan 6D Armor, IP68 kalis air, ketahanan sisi mencapai 2 kali piawaian negara, margin keselamatan dimuatkan penuh; Dari segi kecerdasan, dilengkapi cip integrasi kabin-kemudi 8775 proses 4nm pertama setaraf, menyokong parkir automatik 300+ semua skenario dan bantuan pemanduan lebuh raya, mengurangkan beban penggunaan harian secara ketara.
Keseluruhannya, Fengyun T7 bukan model yang hanya bersaing harga rendah semata-mata, tetapi membawa kualiti global, konfigurasi canggih dan keselamatan boleh dipercayai ke pasaran seratus ribu. Bagi pengguna SUV elektrik rumah yang mengejar ketenangan dan tidak bimbang, model ini patut disiasat di kedai untuk pengalaman sebenar.
奇瑞全球品質純電 SUV 風雲 T7 正式發售，新車共推出 600km 悅享版、600km 舒享版、600km 智享版三款版本，發售價 9.79 萬元—11.89 萬元，搶先換購價 9.49 萬元—11.59 萬元。憑藉超能跑、美全球、更安全、好智慧四大核心價值，風雲 T7 以誠意定價直指十萬級家用純電市場。
發布會上，知名音樂人吳克群以「幸福體驗官」身份驚喜亮相，與奇瑞汽車執行副總裁李學用圍繞「穩穩的幸福」展開對話，分享用車體驗。同時李學用亦向大眾傳遞「慢功造好車」嘅長期造車理念。雙方共同啟動風雲 T7「幸福共創計劃」，號召大家發掘生活裏嘅幸福點滴。
作為一台原生全球車，風雲 T7 拒絕國內車型簡單改款出口。新車經歷 3 年研發週期，依托奇瑞全球 1+7+N 研發體系打磨，匯聚全球百餘名設計師、5000 多位用戶深度協作。整車按照 2026 版 E-NCAP 五星安全標準開發，功能安全達到 ASIL-D 最高等級，提前為進入歐洲高法規市場做好準備。在驗證環節，風雲 T7 投入 81 台專屬耐久測試車同步路試，整車累計測試里程超 600 萬公里，耐久專項實測達 145 萬公里。車輛跨越高溫、高寒、高濕、高鹽鹼等極限環境，適應 -40℃至 55℃超闊溫域，覆蓋全球 95% 以上道路類型。其同平台車型 Lepas L6 已率先登陸南非、泰國等海外市場，隨後還將進入歐盟、澳新等多個區域。
產品層面，風雲 T7 圍繞四大核心價值與「六大紅牌」硬核實力，全面滿足家庭用戶出行需求。
超能跑——全系標配 65.05kWh 犀牛電池，CLTC 續航 600km，實測可達 681.6km 實現「反向虛標」；30%-80% 快充仅需 20 分鐘；搭載雙源寬溫域熱泵空調，零下 10℃續航提升 30%，-30℃至 55℃超闊溫域穩定運轉。
美全球——依托全球 10 大設計中心、百餘名設計師協同打造，融匯東方雅韻與全球審美，6 款東方雅韻車色，熾焰橙採用豪華車級 Tri-coat 三層工藝。
更安全——磐石車身採用 80% 高強度鋼與 18.84% 熱成型鋼，構建九橫五縱籠式車身結構；同級最多 9 安全氣囊，含 48L 遠端氣囊；6D 鎖子甲 31 層電池防護，IP68 防水達國標 96 倍，側邊抗擠壓達國標 2 倍。
好智慧——同級首發 4nm 製程 8775 艙駕一體晶片，72TOPS 算力，系統響應低至 80ms；靈犀智駕艙 2.0 融合豆包大型語言模型，支援全場景語音交互；22 顆高精度傳感器，支援 300+ 全場景自動泊車與高速導航輔助。
發布會上，風雲 T7 推出兩項硬核保底權益：動力電池因自身原因導致熱失控損毀，賠償同款新車；購車一年內因智能駕駛系統原因在泊車或智能導航場景下造成意外，最高賠償 500 萬元。
十萬級價位，全球級品質。風雲 T7 以長期主義嘅造車態度，把安心、舒適、靠谱嘅出行體驗融入日常生活，為家用純電 SUV 市場樹立全新價值標竿。
Dalam pasaran SUV Malaysia, ramai pembeli semasa memilih kenderaan membandingkan Honda WR-V dan GWM Haval H6. Kedua-dua kereta ini hampir sama dari segi harga dan kedudukan pasaran, hari ini kita akan melakukan perbandingan terperinci dari pelbagai aspek untuk membantu anda menjimatkan masa membuat penelitian.
Honda WR-V mempunyai harga OTR di Malaysia sebanyak RM 89,900 - 107,900, terdapat 4 varian termasuk 2023 1.5L V (RM 99,900), 2023 1.5L E (RM 95,900), 2023 1.5L S (RM 89,900) dan sebagainya.
GWM Haval H6 mempunyai harga OTR di Malaysia sebanyak RM 139,750 - 139,750, terdapat 2 varian termasuk 1.5L Turbo Standard (RM 140,000), 1.5L Turbo Premium (RM 155,000) dan sebagainya.
Dari segi harga, harga permulaan Honda WR-V memang lebih murah RM 49,850 berbanding GWM Haval H6. Jika bajet anda terhad, varian permulaan Honda sudah boleh memenuhi keperluan harian. Namun perlu juga ambil perhatian, beberapa ribu ringgit yang murah itu mungkin terdapat kompromi dari segi pelengkapan, ia bergantung pada keperluan anda.
Honda WR-V panjang badan 4400 mm, ruang bagasi 400 L.
GWM Haval H6 panjang badan 4400 mm, ruang bagasi 400 L.
Saiz kedua-dua kereta hampir sama, perbezaan ruang dalaman tidak ketara. Kereta dalam kategori ini sepenuhnya mencukupi untuk penggunaan harian.
Honda WR-V waranti 5 tahun / jarak tanpa had, selang servis setiap 10,000km atau 6 bulan.
GWM Haval H6 waranti 7 tahun / 150,000km, selang servis setiap 10,000km atau 6 bulan.
Honda WR-V dan GWM Haval H6 kedua-duanya pilihan utama pasaran Malaysia, sesuai untuk kegunaan keluarga dan perjalanan harian. Jika anda lebih mengutamakan reputasi jenama dan harga jualan semula, boleh utamakan model yang mempunyai reputasi lebih baik; jika anda lebih mementingkan nilai kos dan pelengkapan, maka pilih model yang pelengkapannya lebih kaya. Pada akhirnya disarankan kedua-duanya diuji memandu, pengalaman peribadi adalah yang paling penting.
Secara keseluruhannya, Honda WR-V dan GWM Haval H6 adalah model-model yang sangat baik di pasaran Malaysia. Memilih yang mana satu, kuncinya tetap bergantung pada keperluan dan bajet peribadi anda. Kami sarankan anda membuat penelitian yang baik, bandingkan lebihan banyak harga dari pelbagai kedai kereta, kemudian buat uji memandu untuk membuat keputusan akhir. Membeli kereta adalah perkara besar, meluangkan sedikit masa untuk membuat penelitian pasti tidak salah.
In Malaysia's SUV market, many buyers compare the Honda WR-V and the Chery Tiggo 8 Pro when choosing a car. These two models are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to save you time on research.
The Honda WR-V OTR price in Malaysia is RM 89,900 - 107,900, with a total of 4 versions, including 2023 1.5L V (RM 99,900), 2023 1.5L E (RM 95,900), 2023 1.5L S (RM 89,900), etc.
The Chery Tiggo 8 Pro OTR price in Malaysia is RM 159,750 - 159,750, with a total of 2 versions, including 1.6L Turbo Standard (RM 130,000), 1.6L Turbo Premium (RM 145,000), etc.
In terms of price, the Honda WR-V starting price is indeed RM 69,850 cheaper than the Chery Tiggo 8 Pro. If your budget is limited, Honda's entry-level version can already meet daily needs. However, also note that the few thousand ringgit saved might involve trade-offs in features, it depends on your specific requirements.
The Honda WR-V comes equipped with a 1.5L 4-cyl, horsepower 105 hp. Official fuel consumption 6.0 L/100km.
The Chery Tiggo 8 Pro comes equipped with a 2.0L 4-cyl, horsepower 170 hp. Official fuel consumption 8.0 L/100km.
In terms of power, the Chery Tiggo 8 Pro's 2.0L 4-cyl has 65 more horsepower than the Honda WR-V's 1.5L 4-cyl. However, for daily city driving, the power of both cars is sufficient, you won't feel a lack of power.
The Honda WR-V safety rating is 5★ (ASEAN NCAP), active safety systems include Honda SENSING.
The Chery Tiggo 8 Pro safety rating is TBD, active safety systems include Basic.
Regarding safety features, both cars received decent ratings. However, there are some differences in function between the Honda WR-V's Honda SENSING and the Chery Tiggo 8 Pro's Basic. If you value active safety, you can compare the feature lists of both carefully.
The Honda WR-V warranty is 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
The Chery Tiggo 8 Pro warranty is 3 years/100,000km, maintenance interval every 10,000km or 6 months.
Overall, the Honda WR-V and the Chery Tiggo 8 Pro are both excellent models in the Malaysian market. Which one to choose mainly depends on your personal needs and budget. We recommend doing your research, comparing quotes from several dealerships, and then test driving before making the final decision. Buying a car is a big matter, spending some time doing research will definitely not be wrong.
In the SUV market in Malaysia, many buyers compare Honda WR-V and Chery Tiggo 8 when choosing a car. These two cars are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to help you save time on research.
The OTR price of Honda WR-V in Malaysia is RM 89,900 - 107,900, with a total of 4 versions, including 2023 1.5L V (RM 99,900), 2023 1.5L E (RM 95,900), 2023 1.5L S (RM 89,900), etc.
The OTR price of Chery Tiggo 8 in Malaysia is RM 129,750 - 129,750, with a total of 1 version, including 2026 1.6T Standard (RM 129,750), etc.
In terms of price, the starting price of Honda WR-V is indeed RM 39,850 cheaper than Chery Tiggo 8. If your budget is limited, the entry-level version of Honda can already meet daily needs. However, keep in mind that the few thousand ringgit savings might involve trade-offs in features, depending on your specific needs.
Honda WR-V is equipped with 1.5L 4-cyl, 105 hp. Official fuel consumption is 6.0 L/100km.
Chery Tiggo 8 is equipped with 1.5L Turbo, 140 hp. Official fuel consumption is 7.0 L/100km.
Regarding power, the 1.5L Turbo of Chery Tiggo 8 has 35 more horsepower than the 1.5L 4-cyl of Honda WR-V. However, for daily city driving, the power of both cars is sufficient, and you won't feel underpowered.
The safety rating of Honda WR-V is 5★ (ASEAN NCAP), and the active safety system includes Honda SENSING.
The safety rating of Chery Tiggo 8 is TBD, and the active safety system includes Basic.
Regarding safety features, both cars have received good ratings. However, there are some differences in functionality between Honda WR-V's Honda SENSING and Chery Tiggo 8's Basic. If you value active safety more, you can compare the feature lists of both carefully.
Honda WR-V warranty is 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Chery Tiggo 8 warranty is 3 years/100,000km, service interval every 10,000km or 6 months.
Both Honda WR-V and Chery Tiggo 8 are mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, you can prioritize the one with a better reputation; if you care more about value for money and features, then choose the one with richer configuration. Ultimately, we recommend test driving both, as personal experience is the most important.
Overall, both Honda WR-V and Chery Tiggo 8 are very good models in the Malaysian market. Choosing which one depends mainly on your personal needs and budget. We suggest everyone do their research, compare quotes from several dealerships, and then test drive to make the final decision. Buying a car is a major decision, spending some time doing research will definitely not be wrong.
Dalam pasaran SUV di Malaysia, ramai pembeli ketika memilih kereta sering membandingkan Honda WR-V dan Mazda CX-5. Kedua-dua kereta ini sangat hampir dari segi harga dan kedudukan pasaran, hari ini kita akan membandingkan secara terperinci dari pelbagai aspek untuk membantu anda menjimatkan masa membuat kajian.
Honda WR-V mempunyai harga OTR di Malaysia RM 89,900 - 107,900, terdapat 4 varian, termasuk 2023 1.5L V (RM 99,900), 2023 1.5L E (RM 95,900), 2023 1.5L S (RM 89,900) dan lain-lain.
Mazda CX-5 mempunyai harga OTR di Malaysia RM 135,469 - 166,760, terdapat 3 varian, termasuk 2025 2.0L AT 35th Anniversary (RM 316,154), 2025 2.0L AT (RM 296,154), 2025 2.0L MT (RM 294,154) dan lain-lain.
Dari segi harga, harga permulaan Honda WR-V memang lebih murah berbanding Mazda CX-5 sebanyak RM 45,569. Jika bajet anda terbatas, varian asas Honda sudah boleh memenuhi keperluan harian. Namun perlu diingat, beza harga tersebut mungkin melibatkan kompromi dalam kelengkapan, dan ia bergantung pada keperluan anda.
Pensijilan keselamatan Honda WR-V ialah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk Honda SENSING.
Pensijilan keselamatan Mazda CX-5 ialah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk.
Pensijilan keselamatan kedua-dua kereta adalah sama, pada tahap ini kelengkapan keselamatan sudah dikategorikan lengkap. Keselamatan kereta baharu sekarang tidak terlalu buruk, tidak perlu risau mengenai perkara ini.
Honda WR-V mempunyai jaminan 5 tahun/tanpa had kilometer, selang penyelenggaraan setiap 10,000km atau 6 bulan.
Mazda CX-5 mempunyai jaminan 5 tahun/150,000km, selang penyelenggaraan setiap 10,000km atau 6 bulan.
Honda WR-V dan Mazda CX-5 adalah pilihan utama di pasaran Malaysia, sesuai untuk kegunaan keluarga dan perjalanan harian. Jika anda lebih mementingkan reputasi jenama dan harga jual semula, model yang lebih dikenali patut dipertimbangkan dahulu. Jika anda lebih mementingkan nilai harga dan kelengkapan, pilih model yang lebih lengkap. Pada akhirnya, disarankan memandu kedua-dua model, pengalaman langsung adalah yang paling penting.
Secara keseluruhannya, Honda WR-V dan Mazda CX-5 adalah model kereta yang sangat baik di pasaran Malaysia. Memilih yang mana satu, kuncinya bergantung pada keperluan peribadi dan bajet anda. Disarankan untuk membuat kajian, bandingkan sebut harga dari beberapa agensi kereta, kemudian buat keputusan akhir. Membeli kereta adalah perkara besar, meluangkan masa membuat kajian pasti tidak rugi.
© 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.
Help us improve our website
