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In Malaysia's SUV market, many buyers compare the Proton X70 and Toyota Corolla Cross 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 Proton X70 OTR price in Malaysia is RM 106,800 - 122,300, with a total of 3 versions, including 1.5L Standard 2WD (RM 106,800), 1.5L Executive 2WD (RM 115,800), 1.5L Premium 2WD (RM 122,300) etc.
The Toyota Corolla Cross OTR price in Malaysia is RM 133,800 - 148,800, with a total of 3 versions, including 2026 HEV 1.8L GR Sport (RM 148,800), 2026 HEV 1.8L Standard (RM 140,800), 2026 1.8L Standard (RM 133,800) etc.
From the price perspective, the starting price of the Proton X70 is indeed RM 27,000 cheaper than the Toyota Corolla Cross. If your budget is limited, Proton's entry-level version can already meet daily needs. But you should also note that the few thousand difference might involve trade-offs in features, depending on your specific needs.
Proton X70 is equipped with a 1.5L Turbo, 140 hp. Official fuel consumption is 7.0 L/100km.
Toyota Corolla Cross is equipped with a 1.5L Turbo, 140 hp. Official fuel consumption is 7.0 L/100km.
Both cars use the same powertrain, the driving experience is basically the same. Fuel consumption is also similar, no need to worry too much about this point.
The Proton X70 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The Toyota Corolla Cross safety rating is 5★ (ASEAN NCAP), active safety systems include TSS (PCS, LDA, ACC, LTA).
Both cars have the same safety rating, safety features are quite comprehensive for this level. New car safety is generally good nowadays, no need to worry too much.
Proton X70 uses FWD drivetrain.
Toyota Corolla Cross uses FWD drivetrain.
Both cars have the same drivetrain, both FWD, no big difference in daily driving experience.
Proton X70 and Toyota Corolla Cross are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, consider the one with better reputation first; if you care more about cost-performance and features, choose the one with richer configurations. Ultimately, we suggest test driving both, as personal experience is the most important.
Overall, Proton X70 and Toyota Corolla Cross are both very good models in the Malaysian market. Choosing which one depends on your personal needs and budget. We suggest doing research, comparing quotes from a few dealerships, and then test driving to make the final decision. Buying a car is a big matter, spending time on research will definitely not be wrong.
By 2025, China's energy-saving and new energy vehicle talent gap reached one million. The supply-demand ratio for intelligent driving engineers is only 0.38, with fewer than one qualified candidate corresponding to one position on average.
More troubling is that even if double salaries are offered, it is difficult to poach a suitable intelligent system engineer from the market. Power batteries, intelligent driving, and three-electric systems, every emerging field is calling for more people, while graduates in traditional mechanics and processes face fierce competition in the job market. The old recruitment logic of "filling gaps where they exist" is failing.
How to solve this? At the Talent Sub-forum of the 2026 China Automotive Forum, guests gave the same answer: stop hoping to poach ready-made people from the market, but instead start training them internally.
Automotive Engineers Are Being Redefined
Why do HRs need to understand business more today? Because talent demand has changed.
In the past, what talent an automaker lacked, the answer was relatively clear. Engines, chassis, bodywork, processes, almost every position corresponded to a specific type of professional talent. HRs mostly handled matching positions and finding talent.
Today, companies discuss more about intelligent driving, large models, embodied intelligence, globalization... These changes ultimately affect the talent, and give the profession of automotive engineer a new profile.
Image Source: 2026 China Automotive Forum
Li Zhele, Secretary-General of the Automotive Talent Professional Committee of the China Talent Research Association, outlined the changes in automotive talent competency models in recent years. In the past, problem-solving ability was emphasized; now, complex problem-solving ability is emphasized more; in the past, learning ability was emphasized; now, rapid learning is required; in the past, it was more about imitative innovation; now, pioneering innovation is valued more and more. Among the six core competencies, almost every one has changed.
The changes appeared first in R&D teams. A set of survey data shared by Li Zhele shows that in 2025, software algorithm engineers at an eastern coastal automaker accounted for up to 70% of intelligent connected R&D personnel. Software developers in some top enterprises accounted for more than 50% of the R&D team.
This data does not negate the importance of mechanical engineering, but it shows the R&D team is changing. The knowledge system involved in automotive R&D is constantly expanding, extending from mechanical design to electronic electrical, software development, artificial intelligence, control engineering, and other fields. A single major is still important, but more and more positions start requiring interdisciplinary collaboration.
The growth pace has also quickened. In the past, it often took five to ten years for an automotive engineer from joining the company to independently undertake R&D work. Today, automotive R&D campus recruits can independently handle positions in an average of 19 months, in some intelligent connected components fields, it is even shortened to 15 months.
Research by Li Zhele's team on nearly 500 leading automotive talents also shows that talent with over 10 years of work experience accounts for 78%, the average age of leading talents is 37. The overall growth cycle of domestic leading talents has been shortened by 5 to 10 years compared to international peers.
The speed increased, requirements also improved. Li Zhele believes that in the future, more and more simple, certain, predictable tasks will be handed over to AI. Engineers will face more complex, uncertain, non-standard answer problems. That is to say, the automotive industry will not eliminate a certain major, but will eliminate people who stop evolving.
Image Source: 2026 China Automotive Forum
Similar judgments are also confirmed on the enterprise side. Geng Yi, General Manager of Changan Automobile's Industry-Education Integration Division, mentioned that today, the problems engineers face daily have gradually extended from component design to algorithm iteration, user experience optimization, and technology route selection. These problems are hard to complete relying on a single discipline, and standard answers rarely exist.
When the job profile of automotive engineers changes, those responsible for recruitment must perceive this change first. Li Zhele said a sentence: "HRs today need to know astronomy above and geography below, and also understand history. At least when meeting with business departments, you shouldn't be completely unable to understand what others are saying."
At first glance, this sounds like a requirement for HRs. But as the forum progressed, this statement received more specific annotations. The few automaker HR heads sharing next, almost none talked only about recruitment.
NIO Automobile HR Director Ding Wuxia concurrently introduced NIO's three brands, battery swapping system, and global R&D layout. XPeng Automobile Global Recruitment Director Dong Hanyu also first spoke about company positioning: besides cars, XPeng is also laying out ahead areas like flying cars, humanoid robots, with the goal of becoming a global embodied intelligence company. Afterwards, he elaborated on his thinking regarding recruitment talents.
This is not a coincidence in the sharing order. In the intelligent car era, what a company will do in the future, what kind of people it needs, and what capabilities these people must possess, can increasingly no longer be answered solely by job descriptions. The starting point of recruitment work has changed accordingly.
Recruitment standards are also adjusting accordingly. More and more companies are starting to seek composite talents who understand mechanics and are familiar with software, electronic electrical, algorithm fields, etc. Compared to a single professional capability, systems thinking and cross-domain collaboration capabilities are being mentioned more frequently.
Going Global, Another Talent War Battlefield
The domestic market is still adapting to this round of talent changes, globalization has pushed corporate talent demands to a new dimension. At the forum, multiple guests talked about going global, and the focus of the discussion was what kind of people enterprises need after 'going out'.
Li Kang, a member of the Committee for National Automotive Vocational Education Guidance of the Ministry of Education, divided Chinese car going global into three stages: product going global, brand and technology deep going global, and global ecosystem co-construction. Corresponding to different development stages, enterprise talent demands are also constantly changing.
Initially, enterprises relied more on expatriate teams, copying mature products, technologies, and management experience overseas. As business deepened, companies started establishing local R&D, manufacturing, and supply chain systems, with increasing demand for localized talent. Upon reaching the global operation stage, enterprises need to both establish unified talent standards and form cross-cultural collaboration and global management capabilities.
Image Source: Chery
Many enterprises have reached the second step, and some are even starting to move towards the third step.
Taking Chery as an example, it reactivated the local car brand Ebro in Spain, and participated in local industrial development through local production, brand operations, etc. Chery Chairman Yin Tongyue once proposed the concept of 'In somewhere, For somewhere, Be somewhere', hoping the enterprise can truly integrate locally, rather than simply selling products overseas.
In recent years, more and more Chinese automakers are starting to layout overseas factories, R&D centers, and supply chain systems. Products can enter the market, production lines can be replicated, what truly needs time to build is often people and organizations.
This point was reflected more concretely in Changan Automobile's sharing. Geng Yi mentioned that after the company entered the Thai market, there were labor disputes between Chinese and local employees regarding overtime culture. Compared to technology and products, these differences often have no unified answer.
From this, it can be seen that as Chinese automakers continue to enter new markets, enterprises need to face not only product certification and supply chain construction, but also a series of new topics including labor laws, talent development, organizational management, cultural integration, etc.
At the forum venue, many guests placed 'localization' in a more important position. Globalization layout has broken the talent boundaries of traditional localized operations. What enterprises need is not only R&D, manufacturing, and other professional talents, but also composite talents familiar with overseas regulations, cross-cultural communication, international operations, etc. As overseas business continues to expand, this talent gap is gradually appearing.
NIO chose to advance the globalization layout. Ding Wuxia introduced that NIO has always configured R&D resources according to globalization ideas. 'Where the talent is, NIO builds offices there.' In her opinion, when enterprises layout R&D centers, the first consideration is talent resources, rather than simply dividing by region.
Changan, however, focused its eyes on vocational education. It is promoting the 'Changan Workshop' project, building industry-education integration bases in overseas vocational colleges, hoping to combine enterprise standards, technical systems, and talent cultivation. Geng Yi stated that if Chinese brands hope to take root overseas long-term, just selling products there is not enough, it also needs to let local students familiarize with Chinese brands, Chinese technology, and Chinese standards.
Under this trend, the focus of enterprise concern has also gradually extended from 'selling cars out' to 'taking capabilities out'. This capability includes both R&D and manufacturing, as well as talent cultivation, organizational management, and cultural integration.
What enterprises lack going global is not just people who understand foreign languages. What enterprises hope to find are people who both understand the Chinese automotive industry and are familiar with local regulations, culture, and business environments. This type of talent can connect headquarters with overseas teams, and also help enterprises understand the operating rules of different markets.
Ultimately, It's a Race on Who Cultivates Faster
If in previous years automakers were still competing for talent, then another signal transmitted at this year's forum is that more and more enterprises are starting to focus their centers on cultivation systems.
The reason is not complex. Trends like intelligent driving, software development, AI large models, globalization, etc., put the industry in rapid change. This leads to talent needed by enterprises becoming newer, however mature talent in the market has not increased synchronously. Relying solely on social recruitment makes it difficult to solve long-term talent supply problems.
XPeng Automobile's Dong Hanyu shared a set of data. In 2025, XPeng's management and technical campus recruitment scale was about 500 people; in 2026, this number has already exceeded 1000 people; by 2027, the plan is close to 2000 people. Three categories of positions (management technical, production manufacturing, front-line sales) total campus recruitment scale will reach 5000 people.
Geely Group recruited more than 4000 fresh graduates in 2026. Geely Holding Group Senior Vice President Yang Xueliang said, "We internally call them wild geese. They are all one in a hundred, talented, and passionate young people. We hope they find their positioning on Geely's big stage and hone themselves."
The increase in number is just part of the change. Taking XPeng as an example, it is adjusting the entire talent strategy, shifting from the past dominated by social recruitment with campus recruitment as supplement, gradually towards a long-term model based on campus recruitment, young talent as the main body, and cultivation as key. By 2027, XPeng's campus recruitment proportion of total recruitment will increase from 50% to 70%.
Such adjustments are closely related to the development pace of enterprise business. In XPeng's view, AI has become the basic tool for R&D work. Young people contact new tools faster, learn faster, and adapt to new R&D ways more easily.
Image Source: 2026 China Automotive Forum
Around this idea, XPeng redesigned the fresh graduate cultivation mechanism. New employees implement separate performance and promotion management for the first three years after joining, not sharing evaluation channels with social recruitment employees, hoping to leave a more complete growth cycle for young talent.
Changan Automobile focuses on a more upstream link of talent cultivation. Geng Yi believes that enterprises adjust product and technical directions every year, while school talent cultivation plans usually take several years to complete an update, and there is always a time lag between the two.
In the past, the talent cultivation of many enterprises started from recruitment; now, more and more enterprises are turning their eyes to schools.
Changan established an independent legal person-operated industry-education integration company, hoping to bring enterprise demands forward into the talent cultivation link, letting curriculum settings, practical training content maintain closer connections with industrial development.
In Geng Yi's view, enterprise participation in schooling is not to lock students in advance, but to hope that the people cultivated by schools can adapt to the industrial development pace faster.
Schools also feel this change. Wuhu Vocational and Technical University School of Automotive and Aviation Dean Peng Ding shared a realistic problem. Enterprises may launch multiple new products and technologies in a year, while school talent cultivation plan updates require longer cycles. When rapid industrial change becomes the norm, schools also need to continuously adjust curriculum systems, practical teaching, and school-enterprise cooperation methods.
Facing new demands proposed by enterprises, schools no longer first consider 'can they do it', but 'how to do it as soon as possible'.
This change is not just curriculum adjustment. More and more vocational colleges are starting to introduce real enterprise projects into the classroom, letting students contact actual enterprise R&D and production scenarios during the learning phase, and also allowing enterprises to participate in talent cultivation earlier.
Compared to training after recruitment, this method brings the cultivation cycle further forward. NIO saw another type of change. New businesses such as direct sales systems, battery swapping networks, user communities, etc., are constantly developing, also giving rise to a batch of new positions that did not exist before. For many positions, there are no mature talents in the market for direct recruitment; enterprises can only explore business and cultivate teams at the same time.
According to introductions, NIO established a complete talent system around values, including goal setting, performance evaluation, incentive feedback, etc., hoping to help employees grow continuously during business development.
Image Source: BYD
Looking at them together, although companies like XPeng, Changan, NIO chose different paths, the focus points are getting closer and closer. That is to say, compared to finding ready-made talent, enterprises are starting to invest more energy in building long-term talent supply capabilities.
In the past, automotive enterprises relied more on the market to solve talent problems. Today, more and more enterprises are starting to build their own talent systems. And this change is still continuing.
It can be seen that the discussion of the entire forum has exceeded recruitment itself. Engineers need to face new technical systems, enterprises need to adapt to global competition, universities are adjusting talent cultivation models, more and more automakers are starting to shift the cultivation system forward. The change in talent work almost runs through every link of automotive industry development.
In the past, the automotive industry discussed more about how many people are missing. Nowadays, enterprises are more concerned about what kind of people are needed, and how to cultivate such people faster. Understanding business, understanding strategy, understanding industrial directions, has become an important prerequisite for judging talent demand.
And when the automotive industry enters a new development stage, talent competition also begins to enter a new stage.
Di pasaran SUV Malaysia, ramai pembeli yang membandingkan Proton X70 dan Toyota Fortuner semasa memilih kereta. Kedua-dua model ini mempunyai harga dan posisi yang agak hampir, hari ini kita akan buat perbandingan terperinci dari pelbagai aspek, membantu anda jimat masa mencari maklumat.
Harga OTR Proton X70 di Malaysia adalah RM 106,800 - 122,300, terdapat 3 varian, termasuk 1.5L Standard 2WD (RM 106,800), 1.5L Executive 2WD (RM 115,800), 1.5L Premium 2WD (RM 122,300) dan lain-lain.
Harga OTR Toyota Fortuner di Malaysia adalah RM 195,880 - 241,880, terdapat 3 varian, 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 Proton X70 memang lebih murah RM 89,080 berbanding Toyota Fortuner. Jika bajet anda terhad, versi permulaan Proton sudah mencukupi untuk keperluan harian. Tapi perlu diingat, perbezaan harga beberapa ribu itu mungkin ada pengorbanan pada kelengkapan, bergantung pada keperluan anda.
Proton X70 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 memiliki 47 hp lebih banyak berbanding 1.5L Turbo Proton X70. Namun untuk pemanduan harian di bandar, kuasa kedua-dua kereta sudah mencukupi, tidak terasa lemah.
Panjang badan Proton X70 4400 mm, ruang bagasi 400 L.
Panjang badan Toyota Fortuner 4400 mm, ruang bagasi 400 L.
Saiz kedua-dua kereta hampir sama, ruang dalaman tidak banyak berbeza. Untuk kelas ini, ruang harian sudah mencukupi.
Proton X70 dan Toyota Fortuner adalah pilihan utama di pasaran Malaysia, sesuai untuk kegunaan keluarga dan perjalanan harian. Jika anda lebih mementingkan reputasi jenama dan harga jualan semula, utamakan model yang lebih bagus reputasinya; jika anda lebih mementingkan nilai dan kelengkapan, pilih model dengan konfigurasi lebih lengkap. Akhir sekali, saya cadangkan kedua-dua model untuk dicuba uji, pengalaman peribadi adalah yang paling penting.
Secara keseluruhan, Proton X70 dan Toyota Fortuner adalah model yang sangat baik di pasaran Malaysia. Memilih mana satu, utama sekali bergantung pada keperluan dan bajet peribadi anda. Disarankan anda membuat penelitian, bandingkan beberapa tawaran dari showroom, baru cuba uji untuk keputusan akhir. Membeli kereta adalah perkara besar, luangkan masa membuat penelitian tidak akan salah.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 寶騰 X50 同 馬自達 CX-8 嚟做比較。呢兩部車喺價位同定位上都好接近，今日我哋就從多個方面做一個詳細嘅比較，幫你節省做功課嘅時間。
寶騰 X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，合共 4 個版本，包括 1.5T Executive（RM 89,800）、1.5T Premium（RM 101,800）、1.5T Flagship（RM 113,300） 等。
馬自達 CX-8 喺馬來西亞嘅 OTR 售價係 RM 165,360 - 201,360，合共 5 個版本，包括 2025 2.5T 4WD High Plus Petrol（RM 201,360）、2025 2.2L 2WD High Plus Diesel（RM 193,123）、2025 2.5L 2WD High Plus Petrol（RM 186,360） 等。
由價錢睇，寶騰 X50 嘅起步價的確比 馬自達 CX-8 平咗 RM 75,560。如果你預算有限，寶騰嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千蚊，可能喺配備上會有取舍，具體睇你嘅需求。
寶騰 X50 嘅安全评分係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
馬自達 CX-8 嘅安全评分係 5★ (ASEAN NCAP)，主動安全系統包括 Brand ADAS。
兩部車嘅安全评分一樣，喺呢個級別入面安全配備都算好齊全。而家嘅新車安全性都不差，唔使太擔心這一點。
寶騰 X50 採用 4WD 驅動方式。
馬自達 CX-8 採用 FWD 驅動方式。
寶騰嘅 4WD 同 馬自達嘅 FWD 喺操控上會有唔同嘅感覺，建議試駕比較。
寶騰 X50 同 馬自達 CX-8 都係馬來西亞市場嘅主流選擇，適合家庭用途、日常通勤。如果你更重視品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，就揀配置更豐富嗰款。最終都好建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，寶騰 X50 同 馬自達 CX-8 都係馬來西亞市場好唔錯嘅車型。揀邊一部，關鍵都係睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，先去試駕做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
Dengan kebangkitan pantas kereta tenaga baharu China, ditambah ketidakstabilan harga minyak antarabangsa akibat situasi di Timur Tengah, eksport kereta China pada separuh tahun ini mencatat pertumbuhan pesat, manakala laporan kewangan separuh tahun syarikat kereta lama seperti Toyota, Volkswagen, General Motors kurang cemerlang, ini telah membuat ramai orang mencium bau "Cthulhu Industri Timur terjaga, pasaran kereta akan berubah".
Eksport 5.1 juta unit Januari hingga Jun, pertumbuhan 65% mengejutkan orang luar.
Berdasarkan data yang dikeluarkan oleh Persatuan Industri Automotif China, pada Jun tahun ini, eksport kereta China mencapai 1.04 juta unit, meningkat 75% berbanding tahun sebelumnya, jumlah eksport bulanan kali pertama melebihi satu juta unit; ditambah dengan data eksport Januari hingga Jun, jumlah eksport kereta China pada separuh tahun ini mencapai 5.1 juta unit, kadar pertumbuhan berbanding tahun lalu mencapai 65%, hampir pasti boleh mengunci jumlah eksport untuk tahun 2026 mencapai tahap puluhan juta unit.
Melihat lagi nisbah eksport terhadap jumlah jualan, jumlah eksport kereta China tahun ini mencecah ±35% daripada jumlah jualan dan pengeluaran, iaitu, setiap 100 unit kereta yang dihasilkan di China, 65 unit diserap di dalam negara, dan 35 unit lagi dijual ke luar negara, sedangkan pada tahun 2025 nisbah ini ialah 20 unit.
Dari perspektif syarikat automotif utama di dalam negara, berhadapan dengan pasaran kereta domestik yang sangat kompetitif, margin keuntungan per unit di pasaran domestik telah ditekan ke tahap yang sangat rendah, eksport telah menjadi titik pertumbuhan baru untuk pendapatan syarikat, terutamanya pasaran Eropah, yang dipengaruhi secara ketara oleh faktor tenaga, alam sekitar, kos, dan seterusnya, penggunaan ungkapan "Mudah diperdaya, ramai wang, datang segera" juga tidak berlebihan, tidak hairanlah syarikat automotif utama dan kekuatan baharu semuanya berusaha keras untuk pergi ke luar negara.
Chery: Jumlah banyak, mencukupi, harga berganda, pendapatan bergantung sepenuhnya pada kereta eksport.
Secara spesifik individu syarikat automotif, Kumpulan Chery dengan eksport 94.4 juta unit pada Januari hingga Jun kekal sebagai nombor satu syarikat automotif China, meningkat 71% berbanding tahun lalu. Sebagai syarikat eksport lama, Chery Automobile mempunyai sistem pengedaran yang stabil di setiap negara dan wilayah di seluruh dunia, ini adalah asas penting untuk peningkatan mendadak jumlah eksport.
Januari hingga Jun tahun ini, jumlah penjualan keseluruhan Kumpulan Chery ialah 1.358 juta unit, nisbah penjualan luar negara mencecah ±70% daripada jumlah jualan, bermakna apabila Chery menjual 10 unit kereta, 7 unit dijual kepada orang luar negara, hanya 3 unit sahaja pemiliknya adalah rakyat China. Data ini adalah mustahil untuk dicapai oleh mana-mana syarikat automotif lain pada masa ini, termasuk FAW, SAIC, BYD, dan lain-lain.
Sebagai rujukan, OMODA 9 (Xingtu Yaoguang) yang dieksport ke pasaran Eropah, versinya Super Hybrid dijual pada mulanya 51,900 Euro di Itali, jika ditukar pada kadar semasa kira-kira 423,900 Renminbi, terus menandingi BMW X3, Audi Q5 dan lain-lain kereta mewah. Manakala di dalam negara, versi hibrid hanya dijual pada mulanya 137,900 Renminbi, dari perspektif syarikat automotif, bagaimana pun perhitungannya, duit orang luar negara lebih mudah diperolehi.
BYD: Menyebarkan kilang di seluruh dunia, berjuang menjadi "Buddha Masa Depan" industri kereta.
BYD Automobile sebagai juara baharu, jika hanya mengikuti laluan lama Chery (penempatan saluran), mustahil untuk mengejar mereka. Bagi menangani ini, BYD memberikan strategi pembangunan yang sangat "kaya dan kuat", di samping perdagangan eksport sendiri, ia juga memajukan pembangunan kilang di seluruh dunia dengan giat, jelas ingin "bertaruh besar" dalam pembinaan peng antarabangsa jenama, menjadi "Buddha Masa Depan" dalam syarikat automotif global.
Pada masa ini, penjualan luar negara Kumpulan BYD ialah 792,000 unit, walaupun jumlah keseluruhan sedikit lebih rendah daripada Chery, kadar pertumbuhan juga mencapai ±70%. Tentunya, dibandingkan dengan jumlah jualan keseluruhan separuh tahun yang tinggi sebanyak 1.809 juta unit, nisbah eksport BYD masih sedikit lebih rendah.
Pada masa hadapan, dengan peningkatan kapasiti kilang luar negara seperti Hungary, Brazil, Indonesia, Thailand, potensi jualan dan pengeluaran BYD di pasaran luar negara juga akan lebih dilepaskan. Selain itu, keuntungan per unit daripada model pengeluaran tempatan juga lebih tinggi ±10% berbanding perdagangan eksport, dan risiko politik juga lebih rendah.
Volkswagen: Eropah dan Amerika Syarikat positif, juga tidak dapat menahan kesan penurunan drastik di China.
Akhir sekali kita lihat semula "pemimpin utama" syarikat automotif lama — Kumpulan Volkswagen, pada separuh tahun ini jualan kereta baharu di seluruh dunia mencapai 4 juta unit, menurun 8.4% berbanding tahun lalu, di mana jumlah penghantaran model kereta elektrik tulen 438,500 unit, menurun 5.8% berbanding tahun lalu. Laporan kewangan menunjukkan, keuntungan operasi separuh tahun kumpulan itu 5.931 bilion Euro, menurun 11.6% berbanding tahun lalu.
Secara spesifik di setiap pasaran sub, Eropah Barat (+1.3%), Eropah Tengah dan Timur (+9.6%), Amerika Utara (+0.9%), Amerika Selatan (+5.2%) pasaran penghantaran jumlah semuanya mencatat pertumbuhan positif, yang menjadi masalah adalah di pasaran China, syarikat perniagaan bersama China (SAIC Volkswagen, FAW-Volkswagen) separuh tahun ini penjualan 85.6 juta unit, menurun 31.1% secara ketara berbanding tahun lalu.
Sangat jelas, kenaikan sedikit Volkswagen di pasaran Eropah dan Amerika, tidak dapat menahan kemerosotan Volkswagen Selatan dan Utara di pasaran China. Pada masa ini, Volkswagen Automobile di dalam negara tidak hanya tidak boleh menjual kereta siri ID., malah model minyak klasik seperti Passat, Magotan, Tiguan juga, kerana nilai jenama yang semakin berkurang, perlahan-lahan tidak diterima oleh generasi muda.
Tulisan Penutup:
Di bawah dorongan kuat strategi pembangunan tenaga baharu negara, kereta China tidak hanya mencatat transformasi elektrifikasi pantas di pasaran domestik, di pasaran antarabangsa juga menarik kebangkitan ganda jenama & produk. Dari trend besar perkembangan situasi antarabangsa, jelas kelihatan, Parti Komunis China sedang带领 bangsa China kembali ke kedudukan sejarah yang sepatutnya, dan barang China serta budaya China yang memikul cahaya ini, semuanya bergerak stabil menuju ke posisi "pemimpin nombor satu" global (kecuali bola sepak).
In the SUV market in Malaysia, many buyers compare the Proton X50 and Chery Tiggo 8 Pro when choosing a car. These two cars are quite close in price and positioning, so today we will make a detailed comparison from multiple aspects to help you save time doing research.
The OTR selling price of the Proton X50 in Malaysia is RM 89,800 - 113,300, with a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The OTR selling price of the Chery Tiggo 8 Pro 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.
From the price perspective, the starting price of the Proton X50 is indeed cheaper than the Chery Tiggo 8 Pro by RM 69,950. If your budget is limited, Proton's entry-level version can already meet daily needs. But be careful, the few thousand dollars saved might involve compromises in features, depending on your specific requirements.
The Proton X50 is equipped with a 1.5L 4-cylinder, 105 hp. Official fuel consumption is 6.0 L/100km.
The Chery Tiggo 8 Pro is equipped with a 2.0L 4-cylinder, 170 hp. Official fuel consumption is 8.0 L/100km.
In terms of power, the Chery Tiggo 8 Pro's 2.0L 4-cylinder has 65 more horsepower than the Proton X50's 1.5L 4-cylinder. However, for daily city driving, the power of both cars is sufficient, you won't feel it lacks power.
The Proton X50 body length is 4400 mm, trunk 400 L.
The Chery Tiggo 8 Pro body length is 4400 mm, trunk 400 L.
The dimensions of both cars are almost the same, and the difference in interior space is not significant. Cars in this class are fully sufficient for daily use.
Proton X50 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Chery Tiggo 8 Pro warranty 3 years/100,000km, maintenance interval every 10,000km or 6 months.
In summary, the Proton X50 and Chery Tiggo 8 Pro are both very good car models in the Malaysian market. Which one to choose mainly depends on your personal needs and budget. We recommend doing your homework, comparing quotes from several dealerships, and then test driving to make the final decision. Buying a car is a major matter, spending time doing research will never be wrong.
In Malaysia's SUV market, many buyers compare Proton X50 and Chery Tiggo 8 PHEV 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 save you time doing research.
The OTR price of Proton X50 in Malaysia is RM 89,800 - 113,300, with a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The OTR price of Chery Tiggo 8 PHEV 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.
From a price perspective, the starting price of Proton X50 is indeed RM 69,950 cheaper than Chery Tiggo 8 PHEV. If your budget is limited, the entry-level version of Proton is already sufficient for daily needs. However, you should also note that the few thousand difference might involve compromises in equipment, depending on your needs.
The safety rating of Proton X50 is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The safety rating of Chery Tiggo 8 PHEV is TBD, active safety systems include Basic.
Regarding safety features, both cars received good ratings. However, there are some differences in function between Proton X50's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Chery Tiggo 8 PHEV's Basic. If you value active safety, you can carefully compare the feature lists of both.
Proton X50 body length is 4400 mm, trunk 400 L.
Chery Tiggo 8 PHEV body length is 4400 mm, trunk 400 L.
The size of both cars is almost the same, with little difference in interior space. For this class of car, daily use is fully sufficient.
Proton X50 adopts 4WD drive mode.
Chery Tiggo 8 PHEV adopts FWD drive mode.
There will be different handling feelings between Proton's 4WD and Chery's FWD. Test drive comparison is recommended.
Overall, Proton X50 and Chery Tiggo 8 PHEV are both very good models in the Malaysia market. Which one to choose depends mainly on your personal needs and budget. It is recommended to do your homework well, compare quotes from multiple car dealerships, and then go for a test drive to make the final decision. Buying a car is a big matter, spending some time doing homework will never be wrong.
Unleashing 40 Billion for Buyback
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Author | Wang Lei
Editor | Qin Zhangyong
Every time CATL releases its financial report, it refreshes industry perception.
In the first half of the year, revenue reached 276.917 billion yuan, nearly 100 billion more than the 178.9 billion yuan of the same period last year. Net profit was 43.284 billion yuan, a year-on-year increase of 41.98%.
That means daily earnings of 240 million yuan, nearly 10 million earned in an hour.... Last year's same period, King Ning was only earning 170 million a day. A year later, King Ning's money-making ability is still running wild.
In stark contrast, multiple new energy vehicle manufacturers have successively released semi-annual performance forecasts, many facing profitability pressure, which actually has clear economic logic behind it:
From January to May 2026, the automotive industry's profit margin in China was only 3.4%. The vehicle manufacturing segment's profit margin was down to just 1.5%. Power batteries account for 30% to 40% of total vehicle costs, an absolute "major cost factor".
Industry chain profits are visibly concentrating on the battery segment, which is indeed an important source of CATL's profitability. However, if you turn to the details in CATL's financial report, even a strong King Ning cannot remain unaffected in the face of rising raw material prices upstream.
01
Absolute "King Ning"
In the first half of this year, CATL posted the highest first-half revenue in its company history: 276.917 billion yuan. Correspondingly, the second quarter also contributed a quarterly record high of 147.786 billion yuan.
This growth rate is already quite outrageous for CATL's super huge scale.
Net profit attributable to the parent company reached 43.28 billion yuan, a year-on-year increase of 41.98%; Net profit attributable to parent after deducting non-recurring gains and losses was 39.01 billion yuan, a year-on-year increase of 43.44%. Daily net earnings were about 240 million yuan in the first half. In the time it takes for others to bend down and pick up money, King Ning has already earned 3,000 yuan.
How is this money earned? CATL has a clear business ledger.
Among them, power batteries remain CATL's core base. In the first half of the year, revenue reached 192.12 billion yuan, a year-on-year increase of 46.02%, accounting for approximately 69.38% of total revenue.
Matching revenue, CATL's total battery system capacity is 525GWh. Production reached 498GWh in the first half of the year, with capacity utilization rate climbing to 94.86%. This means the company's production lines were almost fully open in the first half of this year, with absolutely no shortage of orders. Moreover, the 498GWh capacity corresponds to revenue of 276.917 billion yuan, with an output value of about 560 million yuan per GWh, higher than the industry average.
More importantly, market share is back.
According to global power battery installation statistics by well-known institution SNE Research, CATL's global market share from January to May this year was 40.2%, a year-on-year increase of 2.2 percentage points. Sitting in the first place globally for the eighth consecutive year, market share in overseas markets outside China also increased by 3.7 percentage points to 33.7%.
Looking at the domestic market, statistics from the China Automotive Power Battery Industry Innovation Alliance show that CATL's share in passenger vehicle installation volume in the first half of this year was 46.7%, an increase of 5.6 percentage points year-on-year, a rebound for the first time in nearly three years. Especially for ternary lithium batteries, the share reached 75.2%. That is, for every 4 ternary batteries sold, 3 are from CATL.
Except for power batteries, CATL's energy storage battery revenue began to catch up in the first half of the year, reaching 53.26 billion yuan, surging 87.5% year-on-year, accounting for 19.2% of total revenue, already close to its full-year revenue last year. It has become the fastest-growing segment for CATL in the first half of the year, also becoming the second growth curve pulling CATL's revenue growth.
This also aligns with industry conditions. According to SMM data cited in CATL's semi-annual report, global energy storage cell shipment volume was about 486GWh in the first half of the year, a 93% year-on-year increase, with AI data centers becoming new demand.
In CATL's three major main businesses, the most eye-catching one in the first half of this year was actually the "recycling business" which is most easily overlooked by outsiders. Although the scale was not large at only 18.81 billion yuan, it grew by 67.2% year-on-year, and the gross margin reached the highest of the three businesses at 27.0%, an increase of 5.8 percentage points year-on-year.
With good performance on core indicators, CATL's other financial data is basically all profitable.
Net operating cash flow in the first half of the year was 60.217 billion yuan, higher than net profit attributable to parent of 43.284 billion yuan. This point is very important, indicating that company profits are not "paper profits". Company inventory was 130.819 billion yuan, with the beginning balance being 94.526 billion yuan, a half-year increase of about 38.39%. Combined with capacity utilization rate, it also explains that CATL currently has ample cash reserves.
02
King Ning Also Has A Temper
Aside from having ample reserves, the financial foundation is also thick. While releasing the semi-annual report, CATL also launched a buyback plan.
It announced the largest single share buyback plan in A-share history, planning to spend 20 billion to 40 billion yuan to buy back A-shares and cancel them all. The upper limit of the buyback price is 573 yuan/share, a premium of nearly 50% over the closing price of the day.
This amount upper limit also set the record for the largest single buyback plan in A-share history, with the previous record held by Gree Electric Appliances' 15 billion yuan in 2021. The 40 billion yuan upper limit is nearly equal to CATL's entire net profit in the first half of the year.
And unlike previous corporate stock buyback operations, a cancelled buyback means reducing registered capital. The bought-back shares will no longer circulate. Total share capital actually becomes less, directly enhancing EPS and net asset value per share for remaining shareholders. Calculating with the upper limit 40 billion and 573 yuan, the maximum buyback is about 69.808 million shares, accounting for 1.5% of total share capital. EPS enhancement is about 1.5%.
From an accounting perspective, CATL indeed can afford this money. Monetary funds on hand were 372.05 billion yuan. Even with the upper limit of 40 billion fully bought back, it only accounts for 10.8% of monetary funds. Calculated based on total assets of 1.13888 trillion yuan, 40 billion only accounts for 3.5%.
At the performance briefing, the reason for discussing buyback was very straightforward — its value was undervalued.
On the day the financial report was released, CATL A-share closing price was 383.01 yuan, while the 52-week high was 468.75 yuan. Performance hit a new high, yet stock price fell nearly 20% over half a year.
Under these premises, the 40 billion yuan buyback of real money is CATL's attitude to the market. That is I earn enough, have enough money, and have full confidence in the future. But the market's pricing for CATL is clearly too low.
03
Upstream Pressure Transmission
Despite the revenue running wild, CATL's profitability level has declined somewhat. Compared to the profit growth far exceeding revenue growth of the same period last year, this year King Ning's profit can no longer catch up to revenue growth. Revenue year-on-year increase in the first half was 54.8%, net profit attributable to parent grew 41.98%, nearly 13 percentage points slower than revenue.
The core reason is that overall gross margin dropped from 25.02% in the same period last year to 23.93%, down about 1.1 percentage points.
Broken down by business, power batteries as the core main force had the most severe gross margin decline, dropping 1.78 percentage points to 20.63%. Energy storage gross margin dropped 1.56 percentage points to 23.96%. Only the recycling business with the smallest scale saw an increase.
Management attributed the gross margin decline at the performance meeting to a "math problem". Gross margin = Gross Profit / Total Revenue. Unit gross profit remained unchanged, denominator revenue increased, gross margin got diluted.
The reason for gross profit decline is not hard to guess. Public data shows that since the beginning of this year, prices for both lithium iron phosphate and ternary materials have risen.
In January, lithium iron phosphate price was 50,000 yuan/ton, but by May, at the peak price, it exceeded 60,000 yuan, rising over 20%. And compared to the same period last year, the increase is even larger.
But raw material price hikes cannot be immediately transferred to customers because auto orders are generally long-term supply prices and cannot be adjusted in time. So this part of the cost pressure can only be borne by CATL temporarily.
Therefore, at the performance meeting, it emphasized suggesting investors pay more attention to unit net profit rather than gross margin, i.e., deduct taxes and three major expenses from gross profit. The remaining core operating profit is closer to the actual profitability of the main business.
By this standard, core operating profit in the first half of the year was 45.377 billion yuan, a year-on-year increase of 70.1%. Core operating profit margin rose from 14.91% to 16.39%. From this perspective, the state of the main business is better than what the balance sheet gross margin appears to be.
In addition, there is another detail easily overlooked but sufficient to affect overall profit. CATL's financial expenses in the first half of this year were -631 million yuan, while the same period last year was -5.822 billion yuan.
The main reason is foreign currency monetary items held incurred exchange losses due to exchange rate fluctuations. That is, simply due to exchange rate volatility, CATL earned 5.2 billion yuan less, and this part is a real profit increment.
In addition, car companies fleeing CATL is also starting to turn from rumors into reality. In the semi-annual report submitted by CATL, the 46.7% domestic passenger vehicle installation share, although still industry number one.
But looking at a longer time line, CATL's share in the domestic passenger vehicle market has long since dropped from a peak of over 50% in 2021, fluctuating back and forth in the range of 43% to 48% in recent years. And looking at newly launched cars recently, CATL is indeed slowly degenerating from "the only option" in car company purchase lists to "one of multiple options".
So under this trend, overseas has become the next key direction for King Ning. And the overseas performance shown in the semi-annual report corroborates that King Ning's judgment is correct.
In the first half of this year, overseas revenue reached 87.129 billion yuan, accounting for 31.46%, a year-on-year increase of 42.35%. What was eye-catching was the gross margin, as high as 29.97%, nearly 9 percentage points higher than the 21.16% in China. Factories in Hungary, the US, and Indonesia went into production successively. The customer list includes Volkswagen, BMW, Toyota, these global mainstream car companies.
From the perspective of "profit-making efficiency", overseas is clearly better. This is also why CATL is willing to spend tens of billions of euros to build factories in Europe and Southeast Asia.
However, overseas is both opportunity and variable. While business and profit space are large, tariffs, exchange rates, and geopolitical risks are more. But it is also the starting point of CATL's next round of scale expansion.
In Malaysia's SUV market, many buyers compare Proton X50 and GWM Haval H6 when choosing a car. Both 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 selling price of Proton X50 in Malaysia is RM 89,800 - 113,300, with a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The OTR selling price of GWM Haval H6 in Malaysia is RM 139,750 - 139,750, with a total of 2 versions, including 1.5L Turbo Standard (RM 140,000), 1.5L Turbo Premium (RM 155,000), etc.
From the price perspective, the starting price of Proton X50 is indeed RM 49,950 cheaper than GWM Haval H6. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note, for that few thousand savings, there might be trade-offs in equipment, it depends on your specific needs.
Proton X50 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
GWM Haval H6 safety rating is TBD, active safety systems include Basic.
Regarding safety features, both cars have received good ratings. However, there are some differences in functionality between Proton X50's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and GWM Haval H6's Basic. If you value active safety, you can carefully compare the feature lists of both.
Proton X50 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
GWM Haval H6 warranty 7 years/150,000km, maintenance interval every 10,000km or 6 months.
Proton X50 and GWM Haval H6 are both mainstream choices in the Malaysia market, suitable for family use and daily commuting. If you value brand reputation and resale value more, you can prioritize the one with better reputation; if you care more about value for money and equipment, then choose the one with richer configuration. Ultimately, it is suggested to test drive both models, as personal experience is the most important.
Overall, Proton X50 and GWM Haval H6 are both very good models in the Malaysia market. Choosing which one depends mainly on your personal needs and budget. We suggest doing your research, compare quotes from multiple car dealers, and then test drive to make the final decision. Buying a car is a big matter, spending time on research will never be wrong.
喺馬來西亞嘅汽車市場，好多買家在揀車嘅時候都會拿 BMW X7 同 Land Rover Discovery Sport 嚟做比較。今日我哋從多個方面做一個詳細嘅比較，幫你省返做功課嘅時間。
BMW X7 喺馬來西亞嘅 OTR 售價係 RM 635,800 - 694,800，一共有 3 個版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300）等。
Land Rover Discovery Sport 喺馬來西亞嘅 OTR 售價係 RM 499,800 - 499,800，一共有 1 個版本，包括 Standard（RM 499,800）等。
從價錢嚟睇，Land Rover Discovery Sport 嘅起步價比 BMW X7 平咗 RM 136,000。老實講，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵始終睇整體嘅性價比同埋長期使用成本。
BMW X7 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Land Rover Discovery Sport 嘅安全評級係 TBD，主動安全系統包括 Basic。
喺安全配備方面，兩款車都攞到唔錯嘅評級。不過 BMW X7 嘅 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 同 Land Rover Discovery Sport 嘅 Basic 喺功能上有啲差異，如果你比較睇重主動安全嘅話，可以仔細對比吓佢哋嘅功能列表。
BMW X7 採用 FWD 驅動方式。
Land Rover Discovery Sport 採用 4WD 驅動方式。
BMW X7 嘅 FWD 同 Land Rover Discovery Sport 嘅 4WD 喺操控上會有唔同嘅感受，建議試車比較。
BMW X7 同 Land Rover Discovery Sport 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更睇重品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，就揀配備更豐富嗰款。最終始終建議兩款都去試車，親身體驗先係最重要嘅。
總嚟講，BMW X7 同 Land Rover Discovery Sport 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵始終要睇你嘅個人需求同埋預算。建議大家做好功課，多比較幾間車行嘅報價，再嚟試車做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家在揀車嘅時候都會將 Honda Odyssey 同 Toyota Vellfire 嚟比較。今日我哋由多個方面做一嚟詳細嘅比較，幫你節省咗做功課嘅時間。
Honda Odyssey 喺馬來西亞嘅 OTR 售價係 RM 278,000 - 278,000，一總共 1 個版本，包括 2.0L eHEV（RM 278,000） 等。
Toyota Vellfire 喺馬來西亞嘅 OTR 售價係 RM 448,000 - 549,900，一總共 3 個版本，包括 2026 HEV 2.5L Executive Lounge（RM 549,900）、2025 2.5L Standard（RM 448,000）、E-CVT（RM 548,000） 等。
由價錢睇，Honda Odyssey 嘅起步價確實比 Toyota Vellfire 平咗 RM 170,000。如果你預算有限，Honda 嘅入門版已經可以滿足日常需要。但亦都要留意，平嗰幾千塊，可能喺配備上會有取捨，具體要看你嘅需要。
Honda Odyssey 車身長 4400 mm，行李箱 400 L。
Toyota Vellfire 車身長 4400 mm，行李箱 400 L。
兩款車嘅尺寸差唔多，車內空間分別唔大。呢個級別嘅車，日常使用完全夠用。
Honda Odyssey 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
Toyota Vellfire 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
兩款車嘅保修條件一樣，呢方面無須糾結。實際保養成本仲要睇品牌嘅服務網絡同零件價格，建議去車友群問下真實車主嘅經驗。
Honda Odyssey 同 Toyota Vellfire 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更睇重品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，那就揀配置更豐富嗰款。最終仲係建議兩款都去試駕，親身感受先係最緊要。
總括嚟講，Honda Odyssey 同 Toyota Vellfire 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵仲係睇你嘅個人需要同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最後決定。買車係件大事，花少少時間做功課絕對唔會有錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嘅時候都會拿 Honda Civic 同 Toyota Vios 嚟做比較。今日我哋由多個方面做一次詳細比較，幫你省做功課嘅時間。
Honda Civic 喺馬來西亞嘅 OTR 售價係 RM 133,900 - 167,900，一共有 5 個版本，包括 2025 e:HEV 2.0L RS（RM 167,900）、2025 1.5T RS（RM 149,900）、2025 1.5T V（RM 144,900） 等。
Toyota Vios 喺馬來西亞嘅 OTR 售價係 RM 90,600 - 109,900，一共有 4 個版本，包括 2026 1.5L G（RM 96,600）、2026 1.5L E（RM 90,600）、2026 HEV 1.5L GR Sport（RM 109,900） 等。
從價錢嚟睇，Toyota Vios 嘅起步價比 Honda Civic 平咗 RM 43,300。老實講，喺呢個價位段，幾千塊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
Honda Civic 採用 FWD 驅動方式。
Toyota Vios 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大區別。
Honda Civic 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
Toyota Vios 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
兩款車嘅保修條件一樣，呢方面唔使糾結。實際保養成本仲要睇品牌嘅服務網絡同零件價格，建議去車友群問問真實車主嘅經驗。
Honda Civic 同 Toyota Vios 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更重視品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，就揀配置更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要。
總體嚟講，Honda Civic 同 Toyota Vios 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花點時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家揀車嗰陣都會拎 BMW M3 同 Mercedes-Benz C-Class AMG 嚟比較。今日我哋從多個方面做個詳細比較，幫你省做功課嘅時間。
BMW M3 喺馬來西亞嘅 OTR 售價係 RM 847,800 - 847,800，合共 1 個版本，包括 Standard（RM 847,800） 等。
Mercedes-Benz C-Class AMG 喺馬來西亞嘅 OTR 售價係 RM 443,888 - 443,888，合共 2 個版本，包括 C 200 Avantgarde（RM 260,000）、C 300 AMG Line（RM 310,000） 等。
從價錢睇，Mercedes-Benz C-Class AMG 嘅起步價比 BMW M3 平咗 RM 403,912。老實講，喺呢個價位段，幾千塊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
BMW M3 配備 3.0L Turbo，馬力 350 hp。官方油耗 12.0 L/100km。
Mercedes-Benz C-Class AMG 配備 3.0L Turbo，馬力 350 hp。官方油耗 12.0 L/100km。
兩款車用緊同一套動力系統，所以日常開落嘅感覺基本冇乜分別。油耗方面都差唔多，唔使太糾結呢一點。
BMW M3 嘅安全評級係 5★ (Euro NCAP)，主動安全系統包括 Premium ADAS。
Mercedes-Benz C-Class AMG 嘅安全評級係 5★ (Euro NCAP)，主動安全系統包括 Premium ADAS。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
BMW M3 保養保修 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
Mercedes-Benz C-Class AMG 保養保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，BMW M3 同 Mercedes-Benz C-Class AMG 都係馬來西亞市場幾唔錯嘅車型。揀邊部，關鍵都要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，先至去試駕做最後決定。買車係件大嚿事，花少少時間做功課絕對唔會錯。
在马来西亚的汽车市场，很多买家在选车的时候都会拿 Volkswagen Golf GTI 和 Mercedes-Benz C-Class AMG 来做比较。今天我们从多个方面做一个详细的对比，帮你省下做功课的时间。
Volkswagen Golf GTI 在马来西亚的 OTR 售价是 RM 256,962 - 256,962，一共有 3 个版本，包括 2025 2.0T Sepang Edition（RM 262,990）、2025 2.0T Standard（RM 256,962）、DCT（RM 219,800） 等。
Mercedes-Benz C-Class AMG 在马来西亚的 OTR 售价是 RM 443,888 - 443,888，一共有 2 个版本，包括 C 200 Avantgarde（RM 260,000）、C 300 AMG Line（RM 310,000） 等。
从价钱来看，Volkswagen Golf GTI 的起步价确实比 Mercedes-Benz C-Class AMG 便宜了 RM 186,926。如果你预算有限，Volkswagen 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。
Volkswagen Golf GTI 搭载 2.0L Turbo，马力 220 hp。官方油耗 9.5 L/100km。
Mercedes-Benz C-Class AMG 搭载 3.0L Turbo，马力 350 hp。官方油耗 12.0 L/100km。
动力方面，Mercedes-Benz C-Class AMG 的 3.0L Turbo 比 Volkswagen Golf GTI 的 2.0L Turbo 多了 130 匹马力。不过日常在市区开的话，两款车的动力都够用，不会觉得不够力。
Volkswagen Golf GTI 的安全评级是 5★ (Euro NCAP)，主动安全系统包括 IQ.Drive。
Mercedes-Benz C-Class AMG 的安全评级是 5★ (Euro NCAP)，主动安全系统包括 Premium ADAS。
两款车的安全评级一样，在这个级别里面安全配备都算给得很齐全了。现在的新车安全性都不差，不用太担心这一点。
Volkswagen Golf GTI 采用 FWD 驱动方式。
Mercedes-Benz C-Class AMG 采用 FWD 驱动方式。
两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。
总的来说，Volkswagen Golf GTI 和 Mercedes-Benz C-Class AMG 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。
在马来西亚的汽车市场，很多买家在选车的时候都会拿 Honda Civic Type R 和 Mercedes-Benz C-Class AMG 来做比较。今天我们从多个方面做一个详细的对比，帮你省下做功课的时间。
Honda Civic Type R 在马来西亚的 OTR 售价是 RM 399,900 - 399,900，一共有 3 个版本，包括 2023 2.0T Standard（RM 399,900）、OTR NI（RM 399,900）、Volvo ES90（RM 339,888） 等。
Mercedes-Benz C-Class AMG 在马来西亚的 OTR 售价是 RM 443,888 - 443,888，一共有 2 个版本，包括 C 200 Avantgarde（RM 260,000）、C 300 AMG Line（RM 310,000） 等。
从价钱来看，Honda Civic Type R 的起步价确实比 Mercedes-Benz C-Class AMG 便宜了 RM 43,988。如果你预算有限，Honda 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。
Honda Civic Type R 搭载 2.0L Turbo，马力 220 hp。官方油耗 9.5 L/100km。
Mercedes-Benz C-Class AMG 搭载 3.0L Turbo，马力 350 hp。官方油耗 12.0 L/100km。
动力方面，Mercedes-Benz C-Class AMG 的 3.0L Turbo 比 Honda Civic Type R 的 2.0L Turbo 多了 130 匹马力。不过日常在市区开的话，两款车的动力都够用，不会觉得不够力。
Honda Civic Type R 的安全评级是 5★ (ASEAN NCAP)，主动安全系统包括 Brand ADAS。
Mercedes-Benz C-Class AMG 的安全评级是 5★ (Euro NCAP)，主动安全系统包括 Premium ADAS。
安全配备方面，两款车都拿到了不错的评级。不过 Honda Civic Type R 的 Brand ADAS 和 Mercedes-Benz C-Class AMG 的 Premium ADAS 在功能上有些差异，如果你比较看重主动安全的话，可以仔细对比一下两者的功能列表。
Honda Civic Type R 采用 FWD 驱动方式。
Mercedes-Benz C-Class AMG 采用 FWD 驱动方式。
两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。
总的来说，Honda Civic Type R 和 Mercedes-Benz C-Class AMG 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。
在马来西亚的汽车市场，很多买家在选车的时候都会拿 Mercedes-Benz Maybach GLS 和 Land Rover Range Rover 来做比较。今天我们从多个方面做一个详细的对比，帮你省下做功课的时间。
Mercedes-Benz Maybach GLS 在马来西亚的 OTR 售价是 RM 1,918,888 - 1,918,888，一共有 1 个版本，包括 Standard（RM 1,918,888） 等。
Land Rover Range Rover 在马来西亚的 OTR 售价是 RM 2,488,000 - 2,798,000，一共有 1 个版本，包括 Standard（RM 2,488,000） 等。
从价钱来看，Mercedes-Benz Maybach GLS 的起步价确实比 Land Rover Range Rover 便宜了 RM 569,112。如果你预算有限，Mercedes-Benz 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。
Mercedes-Benz Maybach GLS 搭载 3.0L Turbo，马力 350 hp。官方油耗 12.0 L/100km。
Land Rover Range Rover 搭载 3.0L Turbo，马力 350 hp。官方油耗 12.0 L/100km。
两款车用的是同一套动力系统，所以日常开起来的感受基本没有差别。油耗方面也差不多，不用太纠结这一点。
Mercedes-Benz Maybach GLS 车身长 4400 mm，后备箱 400 L。
Land Rover Range Rover 车身长 4400 mm，后备箱 400 L。
两款车的尺寸几乎一样，车内空间差别不大。这个级别的车，日常使用完全够用。
Mercedes-Benz Maybach GLS 和 Land Rover Range Rover 都是马来西亚市场的主流选择，适合家庭使用、日常通勤。如果你更看重品牌口碑和二手价，可以优先考虑口碑更好的那一款；如果你更在意性价比和配备，那就选配置更丰富的那款。最终还是建议两款都去试驾，亲身体验才是最重要的。
总的来说，Mercedes-Benz Maybach GLS 和 Land Rover Range Rover 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。
在马来西亚的轿车市场，很多买家在选车的时候都会拿 Volkswagen Golf GTI 和 Mercedes-Benz C-Class AMG 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。
Volkswagen Golf GTI 在马来西亚的 OTR 售价是 RM 256,962 - 256,962，一共有 3 个版本，包括 2025 2.0T Sepang Edition（RM 262,990）、2025 2.0T Standard（RM 256,962）、DCT（RM 219,800） 等。
Mercedes-Benz C-Class AMG 在马来西亚的 OTR 售价是 RM 443,888 - 443,888，一共有 2 个版本，包括 C 200 Avantgarde（RM 260,000）、C 300 AMG Line（RM 310,000） 等。
从价钱来看，Volkswagen Golf GTI 的起步价确实比 Mercedes-Benz C-Class AMG 便宜了 RM 186,926。如果你预算有限，Volkswagen 的入门版已经可以满足日常需求。但也要注意，便宜的那几千块，可能在配备上会有取舍，具体要看你的需求。
Volkswagen Golf GTI 搭载 2.0L Turbo，马力 220 hp。官方油耗 9.5 L/100km。
Mercedes-Benz C-Class AMG 搭载 3.0L Turbo，马力 350 hp。官方油耗 12.0 L/100km。
动力方面，Mercedes-Benz C-Class AMG 的 3.0L Turbo 比 Volkswagen Golf GTI 的 2.0L Turbo 多了 130 匹马力。不过日常在市区开，两款车的动力都够用，不会觉得不够力。
Volkswagen Golf GTI 的安全评级是 5★ (Euro NCAP)，主动安全系统包括 IQ.Drive。
Mercedes-Benz C-Class AMG 的安全评级是 5★ (Euro NCAP)，主动安全系统包括 Premium ADAS。
两款车的安全评级一样，在这个级别里面安全配备都算给得很齐全了。现在的新车安全性都不差，不用太担心这一点。
Volkswagen Golf GTI 采用 FWD 驱动方式。
Mercedes-Benz C-Class AMG 采用 FWD 驱动方式。
两款车的驱动方式一样，都是 FWD，日常驾驶感受不会有太大区别。
Volkswagen Golf GTI 和 Mercedes-Benz C-Class AMG 都是马来西亚市场的主流选择，适合家庭使用、日常通勤。如果你更看重品牌口碑和二手价，可以优先考虑口碑更好的那一款；如果你更在意性价比和配备，那就选配置更丰富的那款。最终还是建议两款都去试驾，亲身体验才是最重要的。
总的来说，Volkswagen Golf GTI 和 Mercedes-Benz C-Class AMG 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。
Di pasaran SUV di Malaysia, ramai pembeli membandingkan Proton X50 dan MG MG HS semasa memilih kereta. Kedua-dua kereta ini hampir sama dari segi harga dan penempatan. Hari ini, kita akan membuat perbandingan terperinci dari pelbagai aspek untuk membantu anda menjimatkan masa membuat kajian.
Proton X50 dijual di Malaysia dengan harga OTR RM 89,800 - 113,300, terdapat 4 varian, termasuk 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300) dan lain-lain.
MG MG HS dijual di Malaysia dengan harga OTR RM 130,450 - 146,450, terdapat 2 varian, termasuk 1.5L Standard (RM 105,000), 1.5L Executive (RM 115,000) dan lain-lain.
Dari segi harga, harga permulaan Proton X50 memang lebih murah RM 40,650 berbanding MG MG HS. Jika bajet anda terhad, versi permulaan Proton sudah cukup memenuhi keperluan harian. Tetapi perlu diingat, beberapa ribu ringgit yang lebih murah mungkin melibatkan kompromi dari segi peralatan, bergantung kepada keperluan anda.
Proton X50 dilengkapi enjin 1.5L 4-silinder, kuasa 105 hp. Jimat minyak rasmi 6.0 L/100km.
MG MG HS dilengkapi enjin 1.5L Turbo, kuasa 140 hp. Jimat minyak rasmi 7.0 L/100km.
Dari segi kuasa, 1.5L Turbo MG MG HS mempunyai 35 hp lebih banyak berbanding 1.5L 4-silinder Proton X50. Walau bagaimanapun, untuk penggunaan harian di bandar, kedua-dua kereta ini cukup bertenaga dan tidak akan terasa kurang kuasa.
Panjang kenderaan Proton X50 ialah 4400 mm, ruang bagasi 400 L.
Panjang kenderaan MG MG HS ialah 4400 mm, ruang bagasi 400 L.
Saiz kedua-dua kereta hampir sama, ruang dalam kenderaan tidak banyak berbeza. Untuk kereta dalam kategori ini, ia cukup untuk penggunaan harian.
Proton X50 menggunakan sistem pemanduan 4WD.
MG MG HS menggunakan sistem pemanduan FWD.
Sistem 4WD Proton dan FWD MG memberikan pengalaman mengawal yang berbeza, disyorkan untuk ujian jalan membandingkan kedua-duanya.
Secara keseluruhan, Proton X50 dan MG MG HS adalah model kereta yang sangat baik di pasaran Malaysia. Untuk memilih mana satu, perkara utama bergantung pada keperluan dan bajet peribadi anda. Disarankan untuk membuat kajian, membandingkan beberapa sebut harga dari dealer kereta yang berbeza, kemudian buat ujian jalan untuk membuat keputusan akhir. Membeli kereta adalah perkara besar, meluangkan masa untuk membuat kajian tidak akan salah.
老魏同長城汽車嘅「一鍵連三」又嚟咗。
7 月 16 日魏牌 V9X 家庭版上市，1.5T 超級混動將門檻拉低到 33 萬級；7 月 18 日長城 H10 開啓預售，名字同地點都係網友票選；7 月 19 日全新坦克 300 又帶住 Hi4-Z 殺出嚟。
三款車，三個品牌，四日之內，魏建軍將壓咗半年嘅子彈一股腦兒打咗出去。
熱鬧係真嘅。但熱鬧背後，係另一組數字。新車連擊嘅頭兩日，長城上半年報預告出咗嚟——23.5 億至 26 億元嘅淨利潤，同比減咗接近 40 億，幾乎腰斬。資本市場冇砸盤，反倒平靜得有些意外。老魏及時出手，喺社交平台上面將利潤下降嘅原因掰開揉碎講咗：海外稅收補貼延期、匯率波動。市場冇跑，呢一關算係險過。
但三款新車同時往外衝，亦將長城嘅底牌亮明咗——喺呢個時間點，必須打一場冇退路嘅硬仗。
坦克：守城，從來都係比攻城難
坦克而家嘅位置好尷尬。
上半年賣咗 9.26 萬輛新車，同比跌咗 10 個點。6 月單月 1.57 萬輛，跌幅擴大到 27%。諗返五年前坦克 300 剛推出嗰陣，加价 5 萬塊都係一車難求，而家月銷從頂峰時嘅一萬輛跌咗到三千輛上下。
坦白講，唔係車唔得咗，係賽道變咗。2026 年，方盒子大行其道，40 多個玩家擠咗入嚟，冇人再計較係唔係純正硬派越野。對手幾年攻唔落嘅硬派城池，靠一款「似越野嘅方盒子」直接登頂銷冠，坦克嘅護城河，被繞過去咗。
但坦克唔係冇動作。全新坦克 300 將軸距怼到 3010mm，Hi4-Z 綜合功率 560kW、零百 4.3 秒、純電搞到 200 公里。坦克品牌 CEO 谷玉坤喺預售發布會上講，呢個係用戶定義嘅「坦克 300 應有嘅樣子」。呢句說話放喺 2022 年，係無人敢質疑嘅實力宣示；放喺 2026 年，聽落嚟更像係一種自我警醒。
更大嘅壓力來自內部。魏牌本身定位高端，哈弗品牌都要向上，長此以往，坦克嘅越野優勢必然被兄弟品牌同外部對手同時稀釋。守城，從來都係比攻城難。
呢個迫使坦克必須持續品類創新。全新坦克 300L 定位面向年輕群體嘅潮玩越野 SUV，喺硬派越野賽道產品同質化明顯嘅背景下，新車依托混動動力、原廠改裝拓展能力、豪華座艙形成差異化——你抄我嘅方盒子，我玩我嘅生態圈。
谷玉坤透露，開啓預售後，市場訂單表現超出前期預判，「每一日嘅訂單量，相當於之前一個月嘅銷量。」喺守嘅基礎上，坦克再次出征。
魏牌：接咗世界冠軍嘅波，能接住市場嗎？
魏牌，係魏建軍賭上姓氏做嘅品牌。
2025 年，佢總算重回 10 萬輛大關。今年上半年，都守住咗 29% 嘅同比增長。數字靚靚，但仲唔能話穩咗。增量嘅主力依舊係高山，真正檢驗魏牌高端成色嘅，係旗艦 V9X。
為此，魏牌再推家庭版，拉低門檻，擴大戰火。魏建軍親自為乒乓球奧運冠軍陳夢交付新車。呢次唔係魏牌第一次攞到冠軍車主——吳敏霞、潘曉婷都喺度。交車儀式結束，兩人都切磋球技。兩局落嚟，陳夢冇幾多讓，老魏攞咗一分，直呼「術業有專攻，今世我哋就將汽車做好咗」。
陳夢有句話，特別適合魏牌：「體育運動同造车一樣，基礎根基好重要。得高手先睇得出嚟，外行睇唔出嚟。」大家都知道魏牌技術底子厚，吃虧喺講唔好營銷故事。唔怪魏建軍曾罵「好車賣唔好就係犯罪」。
客觀而言，V9X 上市兩個月，成績算唔係最好，但勝喺穩。大定用戶入面，揀 2.0T 版本比 1.5T 多，加長版比例超乎預期——買呢啲車嘅人唔係奔住平嚟嘅，係奔住「有嘢」嚟嘅。
而家家庭版將 1.5T 超級 Hi4 拉低到 33.18 萬元，權益後 31.68 萬元起，雙動力四款車嘅覆蓋 30 至 40 萬元區間，搶嘅就係理想 L8 同問界 M8 嗰班人。產品力上絕對唔差：全系標配雙腔空懸、後輪轉向，純電超 400 公里，綜合近 1700 公里，VLA 大模型輔助駕駛能聽明「超越前方慢車」呢種指令。
世界冠軍嘅波，老魏接咗住。V9X 能唔能接住市場嘅波，下半年見分曉。
H10：將「長城」兩個字還返畀長城
H10 可能係今年長城最值得玩味嘅一款車。
冇掛「HAVAL」尾標，直接掛咗「GWM」同「長城汽車」四個大字。據講內部曾經為此吵翻咗——哈弗團隊覺得「旗艦被人端走咗」，魏建軍堅決拍板：尊重網友投票。
冇人諗到，呢個背後係長城十年來最大嘅一次戰略轉向。2026 年，魏建軍將話挑明：長城只有一個主品牌，哈弗、坦克、魏、歐拉、炮係品類，唔係獨立品牌。
H10 就係收嘅第一步。車喺哈弗渠道賣，車尾掛 GWM，車頭暫時留咗 HAVAL——過渡期既穩住渠道利益，又讓「長城」先喺旗艦上站住腳。
技術上係咁，五個品牌各自搞平台嘅年代結束咗，全收回歸元平台，兼容五種動力，研發成本據講能降七成。
過去幾年，海外市場呢套邏輯已經跑通咗——換咗 GWM 標之後，品牌認知度升咗四成。而家反向導回國內，用一輛車將「長城」兩個字重新刻入消費者腦入面。
長城 H10 開啓預售前，魏建軍發咗條長微博，親自幫呢部車定咗調——「新物種」。佢話呢係市場上唯一嘅「大六座方盒子 SUV」，一輛車幹三件事：MPV 嘅空間、城市 SUV 嘅智能、泛越野嘅通過能力。老魏劇透咗唔少細節：70 幾次評車會，工程師被他攪得夠嗆。車漆調咗成百輪，關門聲調咗 30 多版，就為咗「嘭」嗰一聲悶響，「唔可以散，唔可以碎」。
2026 年，長城喺國內市場嘅「收」，H10 開咗扇門。能唔能走通，得睇下半年賣得點樣，亦睇落來換代車敢唔敢徹底將 HAVAL 拿咗。收翻嚟，比拆出嚟難。
上半年報：利潤腰斬，但冇人跑
2026 年上半年，長城汽車歸母淨利潤預計 23.5 億至 26 億元，同比下滑近六成。出乎意料係，市場冇砸盤，反倒用腳投咗支持票。
魏建軍嘅誠懇係最大加分項。佢提到利潤下滑兩大核心客觀因素：
其一，2025 上半年確認 22.74 億元海外稅收補貼，今年補貼延期，基數大幅縮水；
其二，去年匯兌收益 14.93 億元，今年匯率波動產生匯兌損失，一增一減近 40 億差額，直接抹平利潤。
剔除兩項非經常性因素，主業經營依舊穩定，二季度業績環比大幅回升。
當然，真正撐住長城底色嘅係海外。上半年出口 29 萬輛，同比增長 47%，6 月單月過咗 6 萬輛，海外銷量佔比逼近五成。長城靠泰國、巴西嘅本地化工廠同多動力路線，硬係避開咗一波正面廝殺。
當然，呢套打法眼睇係奏效，稅收同匯率亦都說明咗一件事：海外係護城河，都係蹺蹺板——你踩上嗰陣，唔知邊頭會突然翹起嚟。
國內市場則各品牌分化明顯。哈弗微增 1.82%，基本盤冇丟；魏牌漲咗三成，但 V9X 仲喺爬坡，高端化冇完全立住；坦克有啲危險，硬派賽道被撕開咗一道口子。歐拉靠低基數翻咗個身，但體量太細，撐唔起場面。
但係長城手裏仲有一張牌係別人抄唔走嘅：健康。佢 6 月底國內庫存係數只有 1.3，行業平均係 2.0。經銷商唔壓貨、現金流唔斷，呢喺整個行業都在「以價換量」嗰陣，幾乎係獨一份嘅底氣。
而家嚟睇，長城汽車市場冇跑就依賴兩點：海外撐住咗增長，低庫存撐住咗健康。
但危險並冇解除。下半年三款新車能唔能將量頂上嚟，仲係問號。資本市場畀嘅耐心，從來唔係無限續杯嘅。長城唔可以鬆啖氣。
打唔倒嘅老魏
最後聊聊魏建軍呢個人。
上半年佢最出圈一幕，係同剛畢業嘅大學生合唱《不再猶豫》，全程跑調唔說，仲自嘲彈吉係擺拍。
一位 62 歲嘅千億老板，願意將「唔完美」攤喺鏡頭前。呢件事放喺三年前嘅長城，想都唔好想。
更狠係，佢去成都當交車員，穿工服俾用戶做 PDI 檢測；去杭州當銷售顧問，陪客戶試駕。佢就一句說話：「呢個代言唔係走形式，由研發、質量、服務到用戶需求，全管。」
有人問佢怕唔怕翻車，佢回：「翻車好有可能，但我心理素質比較好。」
底氣喺邊？「長城產品未必最好，但公司最透明、最老實。」
佢話企業競爭到最後係「價值觀美學嘅競爭」——誠信、透明、質量、長期。呢說話喺今日嘅汽車圈，聽落嚟好似個「另類發言」。
但正係呢種「另類」，令長城利潤腰斬嗰陣，市場冇跑。資本市場信嘅唔係數字，係老魏嗰句「我管呢車一輩子」。
上半年只係序章。7 月 16 到 19 日呢四日嘅新車連擊，先至係長城下半年嘅起手式。
坦克要守城，魏牌要破局，H10 要畀哈弗搵個新錨點。三條線，三個戰場，魏建軍同團隊全押上咗。
2026 年嘅下半場，長城能唔能「終可見」，得睇呢三仗點打。
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