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In the first half of 2026, the domestic sales and export data of China's automotive market point in two distinctly different directions.
Domestically, car sales reached 9.921 million vehicles, a sharp year-on-year decline of 21.1%, where the contraction in volume represents real operational pressure; overseas, however, presents another scene — car exports reached 5.096 million vehicles in the first half, a year-on-year increase of 65.3%, achieving a breakthrough of 5 million vehicles in exports for a half-year for the first time.
Between one cold and one hot, a clear signal has been sent: the growth engine of China's automotive market is shifting from relying on the domestic single market to a "domestic + overseas" dual-drive. Relevant predictions indicate that in 2026, China's automotive exports are expected to reach 10 million vehicles, becoming the first country in the world to break through the 10 million vehicle export mark.
But more worth questioning than the number itself is: Can this growth trend continue? How much incremental space is there for China's automotive industry on the overseas expansion line in the coming years? To answer this question, we must first understand a more fundamental proposition — on what basis can China's automotive industry continue to gain increments in someone else's home court?
What was forged in domestic "Hellish" competition?
On what basis can Chinese automakers break into someone else's home court? Is it because prices are cheap? Not entirely. The real answer must be found in the domestic market.
For European automakers, the R&D cycle for a new car is typically 5 to 7 years, and the usage cycle of a generation of platforms can last up to 10 years; whereas Chinese automakers can complete the R&D of a new car in 2 to 3 years and complete platform upgrades in 3 to 5 years. This means that while overseas competitors spend time developing a car, Chinese cars have already completed 2 to 3 iterations. This crushing advantage in time dimensions is not simply "fast" — the technological gap is widened step by step through such rhythm differences.
Secondly, cost efficiency. The cost of China's power batteries is over 30% lower than Europe's. This is not stacked by subsidies, but the result of 分摊 after volume of tens of millions, a structural advantage that no other global market can replicate.
Conversely, once leaving this cluster, the cost advantage disappears quickly — taking CATL's factory in Thuringia, Germany as an example, its production cost is clearly higher than domestic ones — this is not a management issue, but a direct reflection of the industrial cluster gap.
Image Source: Huaban Network
Additionally, it can be said that Chinese consumers have the highest requirements for intelligence and connectivity globally. The intensity of competition in the domestic market forces automakers to perfect infotainment system fluency, voice interaction, and advanced intelligent driving to the extreme. The most common evaluation European consumers have for Chinese new energy vehicles is: "Vehicle systems are like smartphones, European cars are like feature phones." Chen Shihua, Deputy Secretary-General of China Association of Automobile Manufacturers, uses this analogy: "Good products will naturally be favored by global consumers, which is consistent with the logic of Apple phones and Japanese cameras in the Chinese market at that time."
These three generations of disparity — faster iterations, lower costs, and better experiences — combined together, constitute the capability base for sustainable growth of China's automotive industry going global. As long as the "Hellish" competition in the domestic market does not end, industrial efficiency will not stop, and going global will have a constant supply of ammunition.
After Capability, Where Is the Growth Space?
Having capability, we still need to look at space. The incremental growth of China's automotive industry overseas in the future will not be a straight line; different markets and different strategies will release different growth curves.
First, look at the data. According to Gasgoo Automotive Research Institute data, the TOP 10 destination countries for China's passenger car exports in the first half of 2026 saw significant changes.
Russia, with 432,698 vehicles and a year-on-year increase of 154.2%, returned to the No. 1 export market, surpassing Brazil to take the top spot. The market vacuum left after European, American, Japanese, and Korean automakers withdrew is being rapidly filled by Chinese automakers. With the gradual release of localized production capacity such as Great Wall's Tula plant, Geely's Belarus joint venture plant, and Chery's KD assembly lines, exports rebound further.
Brazil, with 394,410 vehicles and a year-on-year increase of 158.6%, ranked second. In the first half of the year, Chinese automakers stocked up centrally before Brazil raised the whole vehicle import tariff to 35% in July, which was the direct cause of the export surge. Of course, the reason such "sprint" holds is the objectively existing long-term demand of the Brazilian market. In the first half of this year, Brazil's new energy sales increased by 125% year-on-year, and the penetration rate has reached 18%. As the KD assembly tariff will also be raised to 35% in 2027, local factories of automakers such as BYD, Great Wall, and Changan in Brazil have been put into production or started construction successively, and the export model is shifting from complete vehicles to localized production.
The European market remains the core growth pole for China's passenger car exports. The UK remained stable at third place with 251,290 vehicles; Belgium with 215,184 vehicles, Italy with 146,769 vehicles, and Spain with 115,264 vehicles all entered the top 10. Among them, Italy increased by 141.9% year-on-year, continuing the high-speed growth trend.
The Latin American market, however, shows obvious differentiation. Although Brazil grew strongly, Mexico's exports were 148,154 vehicles, a year-on-year decline of 33.7%, affected by tariff policy adjustments and tightening of North American trade environment. The Middle Eastern market also entered an adjustment period, with UAE exports at 135,713 vehicles, a year-on-year decline of 36.4%. In comparison, the Asia-Pacific market maintained steady expansion, with Australia at 211,965 vehicles, an 84.2% increase year-on-year, and Malaysia at 103,745 vehicles, breaking through 100,000 vehicles for the first time.
Gasgoo Automotive Research Institute's judgment on this stated: "Growth momentum is shifting from single market driven to multi-region collaborative development. European high value, Latin American scale, and Southeast Asian substitution effect — the combination of the three constitutes a multi-level space for overseas growth increments."
Just as Lin Huaibin, Director of China Light Vehicle Sales Forecasting at Mobility Global predicted, "The focus of China's automotive industry overseas production will shift from Russia-Belarus to Brazil-South Europe — overseas production was about 1 million vehicles in 2025, close to 4 million vehicles by 2030, and frankly stated, 'The total production volume of Spain including Hungary and the UK in Europe will exceed that of Russia.'" "
When looking at corporate overseas expansion, one cannot only focus on sales; one must see the strategic logic behind it. Actually, stripping away the appearance, everyone's commonality is to pursue "localization", but how to implement it specifically has led to different paths.
Taking BYD as a representative, it can be classified as the "Heavy Asset Self-Build School". Not only do they build RoRo ships to solve logistics themselves, but they also invest heavily in building factories in Brazil, Hungary, and other places. Although this approach requires large initial investment, once capacity ramp-up is completed, it can avoid tariff barriers, achieve full cost autonomy control from battery to complete vehicle, and firmly hold the discourse power and risk resistance capability of going global in their own hands.
Image Source: Geely Automobile
Of course, not all automakers need to take this heavy asset route. Geely and Chery have explored another solution of "Industrial Symbiosis". They are not keen on "building from scratch" but are good at borrowing strength: Geely leans towards capital and technology output, such as investing in Ford's Spanish plant and jointly producing with Renault in Brazil, exchanging European manufacturing identity with very low light asset investment, landing quickly and having strong risk resistance; Chery revived the Spanish Ebro brand through "Technology Investment", avoiding trade friction and winning local cultural identity.
As Tang Liming, Chief Product Strategy Officer of Geely Automobile Group, said: "It's not going out alone, but partners going out together." Geely cooperates with Renault on Horse Powertrain, co-builds Smart Joint Venture Company with Mercedes-Benz, and realizes industrial going global with the Proton brand in Malaysia — "What we take is not zero-sum game, but letting partners participate in ecosystem cooperation and share value."
Image Source: Leapmotor
And for new forces like Leapmotor, funds and volume determine they must take the "Light Asset Borrowing Boat" path. It directly allows Stellantis to hold shares and establish a joint venture company, comprehensively reusing the mature network and capacity of giants globally. This "leveraging small force for great effect" approach allowed Leapmotor to rapidly expand over 1,000 outlets in Europe and Southeast Asia. Not only did it take the sales champion of the Italian pure EV market, but it also realized quick profitability of overseas business with extremely low trial-and-error costs.
In short, whether it is heavy asset self-build, capital leverage, or joint venture path, everyone ends up the same, all moving from simple "selling cars" to deep "ecosystem going global".
But going global is not without hidden concerns. Lin Huaibin reminded that China's new energy vehicles in mature markets like the UK and Germany face the risk of high used car depreciation rates — "Although cars sell well, fierce price competition leads to high depreciation rates in the used car market."
Complete Vehicle Going Global Hits Ceiling, Supply Chain "Collective Move"
The quantity growth of complete vehicle exports will eventually hit a ceiling; trade barriers and tariff policies could cut off increments at any time. But once the industry chain goes global, it becomes irreversible. The upper limit of China's automotive industry going global in the coming years does not depend on how many cars are sold, but on how deep and wide the industry chain goes out.
Nowadays, parts manufacturers are following OEMs in a collective "move".
CATL invested 7.34 billion euros in a battery factory in Debrecen, Hungary, with a planned total capacity of 100GWh, serving a service radius covering the core automotive production areas of Central and Eastern Europe and Western Europe. Mercedes-Benz has been confirmed as the first major customer of this factory, and BMW will also become one of the customers.
Image Source: Sunwoda
Gotion's four overseas bases in Germany, Vietnam, Indonesia, and Thailand have been put into production successively. Sunwoda's first European battery factory in Hungary has also entered the key stage of construction, expected to be put into production in the second half of 2026. This is no longer simple "matching", but the entire supply chain system is moving collectively.
But this is not enough. Tang Liming emphasized, "Not only must enterprises 'go out', but also help the supply chain 'go out'." Geely established a 1 billion yuan supply chain going global special fund to provide financing guarantees and low-interest loans for SMEs — "If going out oneself, competitiveness might be weak. Taking the advantage of the industry chain out is where the competitiveness of Chinese enterprises for future overseas development lies." This judgment correlates with the trend of parts manufacturers collectively "moving": The upper limit of going global does not depend on how many cars are sold, but on how deep the industry chain goes out.
Meanwhile, intelligent solutions are also being output in reverse. Huawei Qiankun has cooperated with over 25 brands and more than 50 models, including international brands like Audi and Toyota, with total intelligent driving installations exceeding 1.9 million vehicles.
Image Source: Horizon Robotics
In the fuel vehicle era, Chinese automakers bought Bosch and Continental chassis solutions; in the smart vehicle era, overseas automakers are now buying Chinese intelligent driving solutions. Horizon's Journey series chips have received over 25 automaker and over 100 model confirmations. Even international Tier 1 giants like ZF began confirming domestic chip solutions, just to shorten development cycles and reduce costs.
The significance of this "reverse output" is that overseas increments are expanding from "complete vehicle exports" to "technology exports", the latter's growth ceiling is much higher than the former. As Chen Shihua said at the 2026 China Auto Forum: "Chinese-made new energy intelligent connected cars show strong competitiveness in overseas markets."
The deeper contest is standards. Jia Jianxu, President of SAIC Motor, made a clear judgment at the 2026 China Auto Forum: China's automotive industry is shifting from simple product output to comprehensive industry chain collaborative going global, upgrading from trade exports to full value chain local deep diving. He summarized this shift with one sentence: "China's automotive industry needs to change from going out to going in. Truly going to this country to deeply dive into this market, roots must be planted deep."
Jia Jianxu also particularly emphasized compliance awareness in local operation. He gave an analogy: "Going into someone's home as a guest, guests must follow the host's rules. If entering the host's home and not following the host's rules, you will be kicked out by the host sooner or later." Behind this is a deeper judgment: The endpoint of going global is not "selling more cars", but for China's automotive industry to change from "rule takers" to "rule makers".
Conclusion
5.096 million vehicles exported in half a year are just the tip of the iceberg of this industrial big going global.
The growth momentum of China's automotive industry on the overseas expansion line in the coming years is not linear, but stacked upward — from complete vehicles to brands, from brands to technology, from technology to standards. Each level of leap will push the growth ceiling up another tier.
Of course, this road is not smooth, but the direction is already clear.
When the domestic market falls into stock game, going global has become the most certain incremental direction. This increment is not exchanged by low-price dumping, but is the natural result of China's automotive industry capability overflow. The 2026 export breaking through 10 million vehicles is likely to become reality, but more worth paying attention than numbers is that in the overseas wave, China's automotive industry has truly completed the leap from "quantity" to "quality".
Dalam pasaran SUV di Malaysia, ramai pembeli semasa memilih kereta akan membandingkan Proton X90 dengan Mazda CX-30. Kedua-dua kereta ini mempunyai harga dan kedudukan yang agak dekat, hari ini kita akan buat perbandingan terperinci dari pelbagai aspek untuk membantu anda menjimatkan masa membuat kajian.
Proton X90 Harga OTR di Malaysia adalah RM 106,800 - 122,800, terdapat 4 varian, termasuk 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800) dan lain-lain.
Mazda CX-30 Harga OTR di Malaysia adalah RM 122,409 - 146,409, terdapat 4 varian, termasuk 2025 2.0L High+ Premium (RM 146,409), 2025 2.0L High+ (RM 138,409), 2025 2.0L High (RM 130,409) dan lain-lain.
Dari segi harga, harga permulaan Proton X90 memang lebih murah RM 15,609 berbanding Mazda CX-30. Jika bajet anda terhad, varian masuk Proton sudah boleh memenuhi keperluan harian. Namun perlu diingat, beberapa ribu ringgit yang lebih murah itu mungkin ada kompromi dalam peralatan, bergantung kepada keperluan anda.
Penilaian keselamatan Proton X90 adalah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Penilaian keselamatan Mazda CX-30 adalah 5★ (ASEAN NCAP), sistem keselamatan aktif termasuk i-Activsense.
Penilaian keselamatan kedua-dua kereta adalah sama, dalam tahap ini peralatan keselamatan dianggap cukup lengkap. Keselamatan kereta baharu sekarang tidak buruk, tiada perlu terlalu bimbang tentang perkara ini.
Proton X90 menggunakan cara pemanduan FWD.
Mazda CX-30 menggunakan cara pemanduan FWD.
Kedua-dua kereta mempunyai cara pemanduan yang sama, iaitu FWD, pengalaman memandu harian tidak akan berbeza jauh.
Proton X90 jaminan 5 tahun/150,000km, selang penyelenggaraan setiap 10,000km atau 6 bulan.
Mazda CX-30 jaminan 5 tahun/150,000km, selang penyelenggaraan setiap 10,000km atau 6 bulan.
Syarat jaminan kedua-dua kereta sama, tidak perlu bimbang mengenai ini. Kos penyelenggaraan sebenar bergantung kepada rangkaian servis jenama dan harga bahagian, disarankan bertanya pengalaman pemilik sebenar di kumpulan pemilik kereta.
Secara keseluruhan, Proton X90 dan Mazda CX-30 adalah model yang sangat bagus di pasaran Malaysia. Memilih mana satu, kunci utamanya adalah melihat keperluan peribadi dan bajet anda. Disarankan membuat kajian terlebih dahulu, bandingkan beberapa sebutan harga daripada agensi kereta, kemudian buat ujian memandu untuk membuat keputusan akhir. Membeli kereta adalah perkara penting, meluangkan masa membuat kajian tidak akan salah.
Dalam pasaran SUV di Malaysia, ramai pembeli membuat perbandingan antara Perodua Ativa dan Proton X70 semasa memilih kereta. Kedua-dua kereta ini mempunyai harga dan penjenamaan yang agak hampir, hari ini kita akan membuat perbandingan terperinci dari pelbagai aspek untuk membantu anda menjimatkan masa membuat kajian.
Harga OTR Perodua Ativa di Malaysia adalah RM 62,500 - 73,400, terdapat 3 varian, termasuk 1.0L Turbo X (RM 62,500), 1.0L Turbo H (RM 67,300), 1.0L Turbo AV (RM 73,400) dan lain-lain.
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.
Dilihat dari segi harga, harga permulaan Perodua Ativa memang RM 44,300 lebih murah daripada Proton X70. Jika bajet anda terhad, varian permulaan Perodua sudah boleh memenuhi keperluan harian. Namun, perhatikan juga, perbezaan harga beberapa ribu itu mungkin melibatkan pengorbanan pada ciri-ciri, bergantung pada keperluan anda.
Perodua Ativa menggunakan cara pemacu FWD.
Proton X70 menggunakan cara pemacu FWD.
Kedua-dua kereta mempunyai cara pemacu yang sama, iaitu FWD, pengalaman memandu harian tidak akan terlalu berbeza.
Perodua Ativa mempunyai jaminan 5 tahun/150,000km, selang penyelenggaraan setiap 10,000km atau 6 bulan.
Proton X70 mempunyai jaminan 5 tahun/150,000km, selang penyelenggaraan setiap 10,000km atau 6 bulan.
Kedua-dua kereta mempunyai syarat jaminan yang sama, tidak perlu bimbang mengenai hal ini. Kos penyelenggaraan sebenar bergantung pada rangkaian servis jenama dan harga komponen, disyorkan bertanya kepada pemilik kereta sebenar di kumpulan mereka untuk pengalaman.
Perodua Ativa dan Proton X70 kedua-duanya merupakan pilihan utama di pasaran Malaysia, sesuai untuk kegunaan keluarga dan perjalanan harian. Jika anda lebih mengutamakan reputasi jenama dan harga jualan semula, boleh utamakan model dengan reputasi lebih baik; jika anda lebih mementingkan nisbah harga dan ciri-ciri, pilih model dengan ciri lebih lengkap. Akhir sekali disyorkan kedua-dua model diuji memandu, pengalaman langsung adalah yang paling penting.
Secara keseluruhannya, Perodua Ativa dan Proton X70 kedua-duanya adalah model kereta yang sangat baik di pasaran Malaysia. Memilih yang mana satu, penting bergantung pada keperluan peribadi dan bajet anda. Disyorkan kepada anda membuat kajian terlebih dahulu, bandingkan harga dari beberapa dealer kereta, kemudian uji memandu untuk membuat keputusan akhir. Membeli kereta adalah urusan besar, meluangkan masa untuk membuat kajian tidak akan salah.
在马来西亚的SUV市场，很多买家在选车的时候都会拿 Hyundai Santa Fe 和 Mercedes-Benz GLC 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。
Hyundai Santa Fe 在马来西亚的 OTR 售价是 RM 225,000 - 270,000，一共有 3 个版本，包括 2025 2.5T DCT 4WD Calligraphy 6 Seats（RM 270,000）、2025 HEV 1.6T AT 2WD Prestige 7 Seats（RM 245,000）、2025 HEV 1.6T AT 2WD Prime 7 Seats（RM 225,000） 等。
Mercedes-Benz GLC 在马来西亚的 OTR 售价是 RM 336,888 - 336,888，一共有 2 个版本，包括 GLC 200（RM 290,000）、GLC 300（RM 340,000） 等。
从价钱来看，Hyundai Santa Fe 的起步价确实比 Mercedes-Benz GLC 便宜了 RM 111,888。如果你预算有限，Hyundai 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。
Hyundai Santa Fe 的安全评级是 TBD，主动安全系统包括 Basic。
Mercedes-Benz GLC 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 Hyundai Santa Fe 的 Basic 和 Mercedes-Benz GLC 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。
Hyundai Santa Fe 采用 FWD 驱动方式。
Mercedes-Benz GLC 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。
Hyundai Santa Fe 保修 5年/300,000km，保养间隔 每10,000km或6个月。
Mercedes-Benz GLC 保修 3年/100,000km，保养间隔 每10,000km或6个月。
Hyundai Santa Fe 和 Mercedes-Benz GLC 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，Hyundai Santa Fe 和 Mercedes-Benz GLC 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。
在马来西亚的SUV市场，很多买家在选车的时候都会拿 Toyota Corolla Cross 和 Chery Tiggo 8 Pro 来做比较。这两款车在价位和定位上都蛮接近的，今天我们就从多个方面做一个详细的对比，帮你省下做功课的时间。
Toyota Corolla Cross 在马来西亚的 OTR 售价是 RM 133,800 - 148,800，一共有 3 个版本，包括 2026 HEV 1.8L GR Sport（RM 148,800）、2026 HEV 1.8L Standard（RM 140,800）、2026 1.8L Standard（RM 133,800） 等。
Chery Tiggo 8 Pro 在马来西亚的 OTR 售价是 RM 159,750 - 159,750，一共有 2 个版本，包括 1.6L Turbo Standard（RM 130,000）、1.6L Turbo Premium（RM 145,000） 等。
从价钱来看，Toyota Corolla Cross 的起步价确实比 Chery Tiggo 8 Pro 便宜了 RM 25,950。如果你预算有限，Toyota 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。
Toyota Corolla Cross 搭载 1.5L Turbo，马力 140 hp。官方油耗 7.0 L/100km。
Chery Tiggo 8 Pro 搭载 2.0L 4-cyl，马力 170 hp。官方油耗 8.0 L/100km。
动力方面，Chery Tiggo 8 Pro 的 2.0L 4-cyl 比 Toyota Corolla Cross 的 1.5L Turbo 多了 30 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。
Toyota Corolla Cross 保修 5年/无限制里程，保养间隔 每10,000km或6个月。
Chery Tiggo 8 Pro 保修 3年/100,000km，保养间隔 每10,000km或6个月。
Toyota Corolla Cross 和 Chery Tiggo 8 Pro 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，Toyota Corolla Cross 和 Chery Tiggo 8 Pro 都是马来西亚市场很不错的车型。选择哪一辆，关键还是要看你的个人需求和预算。建议大家做好功课，多比较几间车行的报价，再去试驾做最终决定。买车是件大事，花点时间做功课绝对不会错。
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