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In the Malaysian SUV market, many buyers compare Proton X90 and Mazda CX-8 when choosing a car. These two models are quite close in price and positioning. Today, we will conduct a detailed comparison from multiple aspects to save you time on research.
The OTR price of Proton X90 in Malaysia is RM 106,800 - 122,800, with a total of 4 versions, including 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800), etc.
The OTR price of Mazda CX-8 in Malaysia is RM 165,360 - 201,360, with a total of 5 versions, including 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), etc.
In terms of price, the starting price of Proton X90 is indeed RM 58,560 cheaper than Mazda CX-8. If your budget is limited, Proton's entry-level version can already meet daily needs. However, note that the few thousand dollars saved might involve trade-offs in features, depending on your specific requirements.
The safety rating of Proton X90 is 5★ (ASEAN NCAP), and the active safety system includes ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The safety rating of Mazda CX-8 is 5★ (ASEAN NCAP), and the active safety system includes Brand ADAS.
Both cars have the same safety rating, and safety features are quite comprehensive for this segment. New cars these days generally have good safety standards, so there is no need to worry too much about this.
Proton X90 adopts FWD drive system.
Mazda CX-8 adopts FWD drive system.
Both cars have the same drive system, both are FWD, so there won't be a huge difference in daily driving feel.
Proton X90 warranty is 5 years/150,000km, maintenance interval is every 10,000km or 6 months.
Mazda CX-8 warranty is 5 years/150,000km, maintenance interval is every 10,000km or 6 months.
Both cars have the same warranty conditions, so there is no need to hesitate on this aspect. Actual maintenance costs also depend on the brand's service network and parts prices. It is recommended to ask real owners in car owner groups for their experience.
Both Proton X90 and Mazda CX-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 better reputation; if you care more about cost-performance ratio and features, choose the one with richer configuration. Ultimately, it is recommended to test drive both, as personal experience is the most important.
Overall, both Proton X90 and Mazda CX-8 are very good models in the Malaysian market. Which one to choose mainly depends on your personal needs and budget. It is recommended that everyone do their research, compare quotes from multiple dealerships, and then test drive to make the final decision. Buying a car is a big matter, taking some time to do research will never go wrong.
7月30日，香港，一场车辆交接仪式正在举行。
70岁的创维集团兼创维汽车创始人黄宏生亲自站在台上，担任主礼嘉宾。他的身旁，是首批50部“SKYWORTH K”纯电动SUV充换电出租车。
完成出牌程序后，这批车最快将于8月正式投入营运，这是国产纯电动出租车首次驶上香港街头。
黄宏生在仪式上放出一句豪言——希望三年内，国产电动的士完全取代日本燃油车。
他说，希望全球每年五千万来香港旅游、做生意的人，都能乘坐到创维的纯电动的士，“完全取代日本的燃油车”。他补充道：“这能让游客们很开心，零排放，呼吸健康，非常舒服，会让他们觉得香港这个国际化的城市非常环保。”
70岁老将亲自站台，目标直指统治香港出租车市场几十年的日本燃油车，这不仅是创维汽车的一步棋，或许也是黄宏生造车生涯的“最后一战”。
70岁，正是挑战日系车的年纪
黄宏生，这个名字在中国家电行业如雷贯耳——创维集团的创始人，被外界誉为“彩电大王”。
但在汽车行业，他是一个不折不扣的“新人”。2010年底，黄宏生在南京成立开沃汽车，通过重组南京金龙拿到造车入场券。他在个人自传中写道：“造新能源汽车是我攀登人生的第二座高山。”
2014年，南京金龙借势青奥会订单量猛增，实现盈利1.5亿元，纯电动客车销量位居全国第二。2017年，开沃获得新能源乘用车生产资质。2021年，创维汽车正式成立。
70岁的黄宏生，本可以安享晚年，但他选择亲自站在香港的交车仪式上，为一辆出租车站台。
香港出租车市场，长期被日系车垄断。从1968年起，日产出租车因价格实惠开始成为主流，日产“Cedric”系列曾风靡一时，在香港街头驰骋了近三十年。如今，创维汽车的到来，正在试图打破这一格局。
黄宏生看中的，不仅是香港市场本身，更是香港作为“国际化窗口”的辐射效应。他希望香港成为创维汽车出海的桥头堡，让全球来香港的人都能看到、坐上创维的纯电出租车。
“彩电大王”的造车梦不止香港
SKYWORTH K不是一款“随便拿来的车”，它是创维汽车针对右舵市场打造的核心产品，专为香港交通场景优化。
作为香港首批具备“充、换、储”电功能的电动出租车，SKYWORTH K搭载65.1 kWh大容量电池，续航里程达500公里。快充可在23分钟内由电量30%充电至80%，换电只需2分钟。
售价24.9万港元的首批50辆SKYWORTH K，已全数接获订单，预计年内能接获约300部订单，目标共引入2000台，并陆续在港开设换电站。
SKYWORTH K车内空间充裕，尾箱标准容量467公升，最多可扩展至1141公升，可放置最多4个28英寸行李箱，还整合了创维在家电、智能家居与大健康领域的生态优势。
进军香港出租车市场，只是创维汽车全球化战略的一环。
黄宏生早已为创维汽车锚定了差异化的市场策略，将核心发力方向聚焦于海外市场。“全世界其他地方的电动车，竞争力远没有中国大。”他直言。
创维汽车的海外布局重点覆盖美国、墨西哥、加拿大、南美、东南亚、中东及非洲等多个国家和地区。他希望创维汽车能借鉴消费电子领域“传音模式”的成功经验，做“汽车行业里面的传音”。
这一战略已初见成效。2024年起，创维汽车全球总销量中超过87.5%来自海外市场。目前，创维汽车已进入全球68个国家和地区。在中东，与沙特皇室背景企业签署十年战略协议，规划建设KD工厂；在印尼和哈萨克斯坦，实现本地化生产。
黄宏生的野心从来不只是卖几台车给香港的出租车司机。他的目标，是让创维汽车成为全球新能源汽车市场中不可忽视的力量。
国内惨淡，英国停摆，黄宏生带领创维汽车打“最后一战”
然而，现实是残酷的。
在国内市场，创维汽车已经走到了悬崖边缘。2026年上半年，创维汽车国内累计销量仅387台，其中5月单月销量低至38台，日均售出不足两台。2022年创维汽车全年销量曾达21916台，四年时间跌去了超过95%。
海外布局同样遭遇重挫。创维汽车曾重点开拓英国市场，推出纯电SUV BE11冲击欧洲高端市场。然而，近20个月仅完成了127台车辆登记。
更令人担忧的是，英国进口商创新汽车已于2026年6月停止运营，英格兰和威尔士所有16家合作经销商全部关停。英国十大保险公司中仅有一家愿意承保Skywell BE11，原因是对其可维修性及车辆残值存在担忧。
今年3月，黄宏生在接受采访时坦言，创维汽车天天面临“下一个倒闭的是不是创维汽车”的问题。为此，他选择聚焦海外市场，“分别在几大洲，除了美国没去以外，墨西哥、加拿大、南美洲、东南亚、中东、非洲都去了”。
在这个时间节点，香港市场的破局对创维汽车意义重大。
首批50台出租车订单虽然不大，但它证明了创维汽车在右舵市场仍然有竞争力。香港成熟的法治环境和国际化视野，是创维汽车向全球展示产品实力的窗口。
黄宏生曾为创维汽车定下2030年年销百万辆的宏伟目标。如今看来，这个目标已经遥不可及，但他没有放弃。毕竟，黄宏生从来就不是一个循规蹈矩的人。
70岁的他，亲自站台，亲自交车，亲自喊出“三年取代日本燃油的士”，这是黄宏生最后的倔强，也是创维汽车最后的倔强。而这，或许真的是他造车生涯的“最后一战”了。
喺馬來西亞嘅 SUV 市場，好多買家喺選車嘅時候都會拿 寶騰 X70 同 馬自達 CX-3 嚟做比較。這兩款車喺價位同定位上都蠻接近嘅，今日我哋就從多個方面做一個詳細嘅對比，幫你省下做功課嘅時間。
寶騰 X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 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。
馬自達 CX-3 喺馬來西亞嘅 OTR 售價係 RM 126,159 - 139,159，一共有 2 個版本，包括 2023 2.0L High（RM 139,159）、2023 2.0L Plus（RM 126,159） 等。
從價錢來看，寶騰 X70 嘅起步價確實比馬自達 CX-3 便宜咗 RM 19,359。如果你預算有限，寶騰嘅入門版已經可以滿足日常需求。但都要注意，便宜嘅嗰幾千蚊，可能喺配備上會有取捨，具體要看你嘅需求。
寶騰 X70 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
馬自達 CX-3 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
兩款車用嘅係同一套動力系統，日常開起嚟嘅感受基本沒有分別。油耗方面也差唔多，不用太糾結這一點。
寶騰 X70 車身長 4400 mm，後備箱 400 L。
馬自達 CX-3 車身長 4500 mm，後備箱 450 L。
空間方面，馬自達 CX-3 嘅車身比寶騰 X70 長咗 100 mm，乘坐空間更有優勢。不過寶騰 X70 喺城市入面停車會靈活少少，各有取捨。
寶騰 X70 同 馬自達 CX-3 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更看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，就選配置更豐富嗰款。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，寶騰 X70 同 馬自達 CX-3 都係馬來西亞市場幾唔錯嘅車款。揀邊一輛，關鍵都係睇你個人需求同預算。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，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Perodua Aruz 同 Hyundai Tucson 嚟做比較。呢兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細嘅對比，幫你慳返做功課嘅時間。
Perodua Aruz 喺馬來西亞嘅 OTR 售價係 RM 72,900 - 77,900，一共有 2 個版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900）等。
Hyundai Tucson 喺馬來西亞嘅 OTR 售價係 RM 143,888 - 197,888，一共有 5 個版本，包括 2025 HEV 1.6T AT 2WD Prestige（RM 197,888）、2025 1.6T DCT 4WD Prestige（RM 186,888）、2025 1.6T DCT 2WD Prime（RM 164,888）等。
由價錢睇落，Perodua Aruz 嘅起步價真係比 Hyundai Tucson 平咗 RM 70,988。如果你預算有限，Perodua 嘅入門版已經可以滿足日常需要。不過都要注意，平嗰幾千蚊，可能喺配備上有取舍，具體要看你嘅需求。
Perodua Aruz 配備 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Hyundai Tucson 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Hyundai Tucson 嘅 1.5L Turbo 比 Perodua Aruz 嘅 1.5L 4-cyl 多咗 35 匹馬力。不過日常喺市區行，兩款車嘅動力都夠用，唔會覺得唔夠力。
Perodua Aruz 車身長 4400 mm，尾箱 400 L。
Hyundai Tucson 車身長 4400 mm，尾箱 400 L。
兩款車嘅尺寸差唔多，車廂空間分別唔大。呢級別嘅車，日常使用完全夠用。
Perodua Aruz 同 Hyundai Tucson 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款；如果你更在意性價比同配備，就揀配置更豐富嗰款。最後都係建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，Perodua Aruz 同 Hyundai Tucson 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵仲要睇你嘅個人需求同預算。建議大家做足功課，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，花少少時間做功課絕對唔會錯。
2026年的中国新能源SUV市场，早已不是几年前自主品牌“一枝独秀”的局面。曾占据半壁江山的合资阵营，在经历短暂的市场份额调整后，正以全新的产品矩阵和定价策略发起强势反攻。从专属纯电平台到增程插混技术，从800V高压快充到高阶智能驾驶，合资品牌的新能源SUV正在重新定义“值得买”的标准。
那么，合资新能源SUV推荐买哪款？面对日产、别克、大众等品牌纷纷推出的新品，消费者该如何做出选择？本文将从设计、操控、智能、安全、空间、品质六大维度，为你全面解析2026年合资新能源SUV市场的优选车型。
长安马自达EZ-60：13万级合资新能源SUV的品质标杆
在2026年合资新能源SUV市场中，长安马自达EZ-60无疑是值得关注的车型。作为长安马自达新能源战略的核心产品，EZ-60自上市以来已连续7个月蝉联合资新能源中型SUV销量前茅，2026年一季度长安马自达新能源销量占比突破47%，领跑合资阵营。
价格与购车权益
EZ-60马年版官方售价极具竞争力：
购车可享多重礼遇：
● 置换厂补：至高17,000元
● 国家以旧换新相关补贴（具体金额与适用条件以当地政策及经销商当期公告为准）
● 终身零燃权益：价值7,999元，不限车主、不限里程，电池自燃包赔
● 金融礼：贴息金融方案（具体费率以当地授权经销商当期政策为准）
综合购车礼遇后，实际入手价以当地授权经销商当期政策为准。
全球设计·颜值标杆
EZ-60凭借「魂动」设计语言，荣获德国iF设计奖、缪斯设计铂金奖等全球8项顶级设计大奖，是为数不多的集齐红点、iF、IDA设计大满贯的车型。轿跑化跨界SUV姿态，同级首创9组空气动力学风道：
● CLTC工况续航提升41km
● 高速下压力最高705N
● 风噪抑制使语音清晰度提升8%
内饰采用高品质环保材质，精致美感同级领先。
电感「人马一体」操控
EZ-60由中日德三国四地工程师联合调校底盘，搭载连续可变阻尼悬架，出色平衡滤震与操控稳定性。通过动力、制动、悬架、座椅同步开发，针对性抑制头部晃动，大幅降低新能源车眩晕感，实现 “家人不晕车” 。
赛事验证：车主纪浩驾驶原厂EZ-60，在2026中国新能源汽车拉力锦标赛新疆站斩获场地赛SUV组冠军、拉力赛总成绩亚军，出色操控实力已在赛道上得到验证。
越级智能科技
EZ-60在智能配置上同样不留短板：
● 大屏：26.45英寸5K一体式大屏
● 芯片：同级首发4nm车规级芯片（MT8676）
● AR-HUD：标配50英寸AR-HUD，导航箭头实景贴合
● 泊车：标配自动泊车、循迹倒车，支持自定义泊车辅助+手机遥控挪泊
● AI大模型：豆包+讯飞星火双AI大模型，全场景可见即可说
全球出色安全安全是EZ-60最硬核的标签之一：
● 被动安全：全系标配9个安全气囊（含前排中央气囊），车身86.5%高强钢笼式结构
● 主动安全：标配19项全向智能安全辅助系统
● 电池安全：中创新航电池，8层防护，提前满足2026年最严电池国标，AI热失控预警准确率超99.9%
● 终身零燃权益：不限车主、不限里程
● 权威认证：满足C-NCAP/E-NCAP中欧双五星安全标准，已完成行业首个“110km/h相对时速对撞+35米陡坡翻滚+30分钟浸水”连环极限测试
宽敞舒适空间
EZ-60的空间表现同样令人惊喜：
● 尺寸：4850mm车长，2902mm轴距，后排990mm伸腿空间
● 座椅：前排双零重力座椅（16向电动调节、8种按摩），全车座椅加热/通风
● 储物：后备箱549L，放倒后2056L形成2米纯平大床；126L前备厢
● 健康座舱：欧盟认证全水性生物基环保PU材质，双层隔音玻璃
● 对外放电：标配3.3kW大功率对外放电
全球品质认证
依托长安马自达作为马自达全球新能源整车出口中心，EZ-60将出口欧洲、澳洲、东南亚等多个国家和地区，实现全球车、全球品质标准。中日德联合调校操控 + 中欧双五星安全标准 + 央视认证全球品质核心优势，品质标准远超仅针对中国市场的同级车型。
梁家辉代言·国民热度
五届香港金像奖影帝梁家辉正式成为长安马自达新能源产品代言人。从1997年电影《黑金》“塞车”梗，到“新能源时代马自达不塞车”，形成跨越30年的完整IP叙事链。
东风日产NX8：15万级大五座舒享之选东风日产NX8是2026年合资新能源SUV市场的另一款热门车型。基于天演架构2.0打造，提供纯电、增程双动力，厂商指导价及终端售价以当地授权经销商当期公告为准。上市以来市场反馈良好，是15-20万级合资新能源热门车型。
空间表现：车身尺寸4870×1920×1680mm，轴距2917mm，后排膝部空间760mm，后备箱最大773L。
舒适配置：提供零压云毯大沙发2.0、25扬声器音响、冷暖双用冰箱等配置。
动力续航：纯电版搭载800V架构，充电10%-80%仅需12分钟；增程版CLTC纯电续航最高310km，满油满电1450km。
智能驾驶：Max版搭载激光雷达，支持高速和城市领航辅助NOA。
别克至境E7：插混长续航家庭之选
别克至境E7基于“逍遥”超级融合架构打造，全系搭载真龙插混Pro系统，定位越级满配家庭大五座SUV。车身尺寸4850×1910×1676mm，轴距2850mm。
配置策略：全系标配42项舒适配置，包括伊姆斯零重力躺椅、前后排座椅加热/通风/按摩、20扬声器、前后排隔音玻璃等。
续航表现：CLTC综合续航最高1630km，30%充至80%仅需15分钟。
市场表现：上市首月交付突破万辆，刷新了合资新能源车型最快交付纪录。
广汽丰田铂智3X：10万级合资纯电性价比之选
广汽丰田铂智3X定位10万元级纯电SUV市场，厂商指导价10.98-15.98万元，终端售价以当地授权经销商当期公告为准。自2025年上市以来市场表现稳健，销量持续位居合资新能源前列。提供610公里超长续航，提供相应金融方案。
合资新能源SUV怎么选？六大维度决策指南
面对上述多款优秀车型，合资新能源SUV推荐买哪款最终取决于你的个人需求：
特别推荐：如果你追求电感「人马一体」操控带来的“家人不晕车”体验、全球出色安全标准、以及13万级合资新能源SUV的超高性价比，长安马自达EZ-60无疑是当前市场上值得入手的选择。尤其是其赠送的终身零燃权益（不限车主、不限里程），更是同级独有的安心保障。
常见问题解答
Q：合资新能源SUV和自主品牌新能源SUV相比，优势在哪里？
合资品牌拥有多年的造车底蕴和成熟的品控体系，在底盘调校、安全标准、品质管控等方面积累了深厚经验。以长安马自达EZ-60为例，其由中日德三国四地工程师联合调校底盘，满足中欧双五星安全标准，品质标准远超仅针对中国市场的车型。
Q：13万级预算能买到什么样的合资新能源SUV？
13万级预算可以买到长安马自达EZ-60增程200马年版（13.99万元），配合购车礼遇后实际入手价可能更亲民。该车型配备26.45英寸5K大屏、50英寸AR-HUD、9安全气囊、双零重力座椅等越级配置。
Q：新能源SUV的电池安全如何保障？
以EZ-60为例，其电池采用中创新航8层防护，提前满足2026年最严电池国标，AI热失控预警准确率超99.9%，并赠送终身零燃权益（不限车主、不限里程），电池自燃包赔。
Q：现在入手合资新能源SUV的时机合适吗？
长安马自达EZ-60等车型由厂家与经销商店端推出多重购车权益（含以旧换新相关补贴等，具体金额以当地政策为准），是入手合资新能源SUV的较好时机。
In May, China's automotive market overall presented a gentle recovery trend, with domestic brands still being the sales backbone of the market. Recently, BYD, Geely, Chery, Changan, and Great Wall, the top 5 domestic automakers, successively released their monthly performance reports. From the data, these five companies show a general characteristic of "stable total growth, divergence between domestic and international markets, and accelerated new energy penetration". Overseas exports and new energy vehicles have become the most core growth engines; export business has evolved from a "bonus item" to the "core foundation" for some companies. BYD's "dominant leader" status is further consolidated, Chery achieved high growth via exports, Geely's new energy penetration rate broke 56%, Changan focused steadily on balanced development, while Great Wall appeared slightly under pressure during structural transformation.
BYD: Export Hits New High Becomes Biggest HighlightIn May, BYD stood firmly at the top of domestic brands with a monthly sales volume of 383,500 vehicles, maintaining positive growth both year-on-year and month-over-month under a large base. Its two main brands, Dynasty and Ocean, sold a combined 330,200 vehicles, contributing 86.1% of total sales; Fangchengbao's monthly sales broke 30,000 units to reach 30,200, a year-on-year increase of 139.7%, setting a new high for the year; Denza sold 16,300 vehicles, and Yangwang delivered 286 vehicles. From a model perspective, BYD had eight models in May with monthly sales exceeding 20,000 vehicles. The Song Family and Yuan Family both broke 50,000 units, selling 51,370 and 56,691 vehicles respectively. The Sea Lion Family followed closely with 42,615 vehicles, and Seagull sales were also close to 40,000 vehicles.
BYD's biggest highlight in May was exports. Overseas new energy vehicle sales reached 160,600 units, an 80.4% year-on-year increase, accounting for about 42%. The sharp expansion of export scale effectively countered the phased weakness in domestic demand. Cumulative exports from January to May exceeded 620,000 vehicles. High export growth mainly benefited from continued ramping up of overseas factory capacity, improved ocean shipping capacity, and accelerated channel network expansion. In the domestic market, BYD promoted Megawatt Super Charging and intelligent strategies simultaneously—Megawatt charging achieved about 90% charge in 9 minutes; 20,000 super charging stations are planned to be built by 2026; all series models are available with Sky Eye B intelligent driving solutions and city navigation safety fallback plans, accelerating the popularization of high-level intelligent driving. As Gen 2 Blade Battery capacity gradually releases, the company's orders are expected to continue rising.
Chery: Sales Growth Leads the Top 5Chery Group's total sales volume in May was 247,800 vehicles, a significant year-on-year increase of 20.5%, ranking first in growth speed among the top 5. Exports remained its most core growth engine—May exports reached 181,900 vehicles, an 80.5% year-on-year increase, accounting for 73.4% of total sales that month, continuously breaking the single-month export record for Chinese brands for three months. In terms of new energy, Chery New Energy sold 100,300 vehicles, a 58.8% year-on-year increase. April and May consecutively saw monthly new energy sales breaking 100,000 vehicles.
The strong performance in exports benefited from Chery's long-term deep cultivation of overseas channel advantages and localized operation capabilities. While overseas orders continued to rise, high export growth formed a sharp contrast with domestic sales—Chery's domestic sales in May were only 60,000 vehicles, accounting for one-quarter of total sales. From cumulative data, Chery Group accumulated 1.101 million sales from January to May, but against the annual goal of 3.2 million vehicles, monthly averages need to reach about 420,000 vehicles later, and pressure remains significant.
Geely: New Energy Penetration Rate Breaks 56%Geely Auto's total sales volume in May was 237,600 vehicles, a 1% year-on-year increase, achieving month-over-month double growth for three consecutive months. In terms of structure, Geely's "New Four Transformations" transformation showed significant results: new energy vehicle sales reached 133,400 units, accounting for 56% of total sales, with new energy share exceeding 50% for four consecutive months.
From sub-brands, performance was significantly divergent. Zeekr brand sales in May reached 34,400 vehicles, a 82% year-on-year increase; Zeekr 9 Series and 8 Series models combined sales approached 50% of total sales, showing bright performance in the high-end market; Galaxy brand sales were 81,700 vehicles; Geely brand sales were 182,500 vehicles, among which China Star Series sales reached 100,800 vehicles; Lynk & Co brand sales were 20,700 vehicles, with new energy vehicle sales share rising to 71%.
In terms of exports, Geely's overseas vehicle exports in May reached 85,100 vehicles, a explosive 184% year-on-year increase, setting a brand single-month export record high. Among exported products, new energy vehicles reached 40,800 units, accounting for nearly half; hybrid and pure electric products have successively landed in Southeast Asia, Middle East, Latin America, and other markets, highlighting the results of global strategy implementation.
Changan: Multi-brand Matrix Balanced EffortChangan Auto's delivery volume in May was 209,100 vehicles, among which new energy deliveries were 92,400 vehicles, a 5.8% year-on-year increase, with new energy share about 44%. In terms of exports, overseas deliveries reached 70,700 vehicles, a 38% year-on-year increase, becoming another major growth highlight for Changan in May.
In the sub-brand matrix, Changan Qiyuan delivered 34,500 vehicles in May; All-New Q05 delivered 15,800 units, with orders breaking 3,000 units within three days of listing in Thailand; Deepal sales in May were 33,200 vehicles, a 30% year-on-year increase; January to May overseas cumulative sales were 28,700 vehicles, a significant 167% year-on-year increase; Avatr delivered 7,336 vehicles in May; Changan Auto (Gravity) delivered nearly 49,000 vehicles in May.
Changan Auto's balanced layout was fully reflected in May: the fuel car base remained stable, new energy brands Deepal and Qiyuan accelerated volume growth, high-end brand Avatr continued to break through in technical cooperation, and overseas markets simultaneously achieved breakthrough growth. The pattern of five brands working together, driven by both new energy and exports, is initially taking shape.
Great Wall: Overseas Sales Growth Year-on-Year 46.75%Great Wall Motor's sales in May were 100,400 vehicles, slightly down compared to last May's 102,200 vehicles, making it the only company among the top 5 to show a year-on-year negative growth. From sub-brands, Haval brand sales in May were 55,500 vehicles, remaining Great Wall's most important sales pillar; Tank brand sales were 17,100 vehicles; both Haval and Tank brand sales showed year-on-year declines; Wey brand sold 8,119 vehicles, a 31.78% year-on-year increase, achieving growth against the trend; Ora brand performance was most stunning, with sales of 6,018 vehicles, a significant 206.88% year-on-year increase. In terms of new energy, Great Wall sold 30,400 new energy vehicles in May, with new energy vehicle transformation gradually accelerating.
The overseas market became Great Wall's biggest highlight in May, with overseas sales growing 46.75% year-on-year. Against the background of pressure on the domestic market, strong growth in overseas business effectively made up for the decline in the domestic market. Great Wall Motor's current core contradiction lies in: Haval and Tank, the two traditional main-selling brands, face weak growth, while Wey and Ora brands, although growing notably, have relatively small volume and are not yet enough to support overall growth. How to complete the "relay" between old and new brands is the key issue Great Wall must solve subsequently.
Final ThoughtsFrom May data, the growth pattern of the top 5 domestic brands has clearly diverged, but there are three common trends worth noting: First, exports have become a key engine for domestic brands to seek stability and growth. Second, new energy transformation is still accelerating, but paths differ among enterprises. Third, technological innovation continues to deepen brand moats. Looking ahead to the second half of the year, competition in the automotive industry will continue to upgrade around these three trends. Although everyone has a common direction, these three trends are all competing for the entire enterprise's industrial chain strength, and the strong will remain strong, which has almost become an inevitable outcome.
Have you ever seen the roads in India?
I've seen them online.
The scene is usually like this: a sedan blocked behind a cow, motorcycles running wild nearby, even milk tea vendors nearby, so "clean and hygienic".
However, in a place where many feel physically uncomfortable after watching, Toyota, Suzuki, Honda and other Japanese car companies decided to bet on India.
According to the Indian "Brand Quality Foundation" website, the three car companies will invest nearly $11 billion to build factories, increase capacity, and develop exports in India.
Some netizens commented: Did the three Japanese car companies have too much money?
In fact, they didn't have endless money to spend, nor were they bewildered by Indian curry. These Japanese car executives are much clearer than us.
Current Japanese car revenue and market share are declining. Raw material costs are soaring. Looking at the world map, finding a market that can accommodate capacity, expand share, and has gentle competition is not easy.
So, it wasn't that Japanese car companies chose India, but because they had no choice.
The Pain of Japanese Car Companies
Past Japanese cars were truly the envy of others.
Ask old drivers who drove Japanese cars over ten years ago, talking about Japanese cars, almost no one doesn't give a thumbs up, cheap price, fuel saving, durable...
Even many Japanese cars needed to be bought at a markup, but who would think this iron fortress would be beaten out of sight in a few short years.
With the wave of new energy vehicles coming, electrification and intelligence became the goal for many domestic car companies to "leapfrog". Relying on China's strong new energy vehicle industry chain advantages and car companies' own persistence on R&D and technology, Chinese independent brands quickly achieved "leapfrogging".
Domestic cars once criticized are now becoming more and more common on the roads, even surpassing joint ventures in share.
According to CPCA data, in April 2026, the share of independent brands reached as high as 62.5%, far exceeding Japan's 13.1%.
You need to know, the Chinese car market is the largest car market in the world. Losing speed in the Chinese market is like losing a huge piece of cake.
Meanwhile, the main theme of the Chinese market in recent years is still price wars. Racing on configuration, price, and service has become a normal state, which also had a huge impact on Japanese cars' profits.
Apart from China, Japanese cars are also not doing well in the US.
On January 20, 2025, Trump swore in as the 47th US President, starting a series of chaotic operations, including imposing additional car tariffs in the name of national security, causing the tariff rate for imported Japanese cars to reach as high as 27.5% at one point. Although it decreased later, it was still far higher than the initial tax rate.
This operation directly led to a tariff loss of over 2 trillion yen for seven Japanese car companies in fiscal year 2025.
Looking at Japan itself, it is actually not easy either.
Middle East geopolitical conflicts blocked shipping in the Strait of Hormuz, transportation costs and raw material costs soared, Japanese car companies also had to suffer in silence.
Executives looking at the reports, their backs went cold, only to find a new growth curve.
So, Japanese car companies didn't fall in love with India, there was nowhere else to go.
Deep Thought on Choosing India
So, what magic does India have, to make Japanese car companies invest heavily?
The first advantage is big. In 2025, the Indian car market achieved 5.517 million new car sales, up 6% year-on-year, breaking the historical record, ranking as the third largest car market in the world, exceeding Japan for four consecutive years, second only to China and the United States.
The value of this doesn't need me to say much. India achieved this result mainly because India has been promoting tax reduction policies to promote consumption, which led to a significant increase in domestic consumption willingness.
The second advantage is close, meaning it is close to places where Japanese cars sell well, such as Africa.
So, India for Japanese car companies is more like a convenience store built in the center of a crossroad. You don't need to ship cars to eight countries separately, just build well at this stop in India, then unload ship by ship, and you can save a lot of costs.
The Nikkei also believes that India is expected to become its global car supply center.
The third advantage is stability. You know, Japanese cars' advantage is fuel cars, after all, the three major components of engines, gearboxes, and chassis, they have played for many years, technology accumulation is number one in the world.
But the Chinese car market has fully promoted electrification and intelligence development, leading to Japanese cars' advantage becoming weaker and weaker, impossible to play out. But India is different, it has the characteristics of few charging piles and slow electrification process. Indian old people buying cars still look for cheap, fuel saving, easy to fix, and these three points are exactly Japanese cars' old trade.
Especially Suzuki, always been India's car market evergreen, almost always sitting on the best-selling model throne, reputation of being worry-free, better than any advertisement.
So, Japanese car companies' vigorous layout of the Indian market is obviously carefully considered.
But, is the Indian market really that easy to mix?
The Hard-to-Bite Indian Market
Of course, India is not perfect like a hot commodity, its disadvantages are as obvious as its advantages, and every one is enough for Japanese car companies to face a hard time.
First talk about electrification. Yes, right now India has few charging piles and electric cars don't sell well, it is indeed a shelter for Japanese fuel cars. But you have to think, how long can this "shelter" avoid?
India previously shouted the slogan of 30% of new cars being electric vehicles by 2030. Although it sounds like bragging, but can't help but they really give subsidies, really build charging stations.
Imagine, what if one day India suddenly wakes up, starts vigorously promoting electrification, doing infrastructure, charging piles popping out like mushrooms after rain, then Japanese cars will be dumbfounded?
Isn't this a version of the Thai market?
Back then Japanese cars in Thailand won easily. The entire Southeast Asian market was called Japanese cars' backyard. Result Thailand took the lead in promoting electrification. Chinese electric vehicles came in, directly became a hot commodity. Look at Japanese cars again, share in Thailand falling down rapidly.
If India accelerates electrification, history will likely repeat, and this time, Japanese cars don't even have a place to flee, how to prevent will become the first problem for Japanese car companies.
Next talk about policy. India's policy is like a pot of curry, you never know if you will eat chicken or potato next time.
This magical country, today low tariff encourages building factories, tomorrow may fine you a huge amount. What's more annoying is mandatory joint venture. Foreign car companies want to sell cars in India, have to find local partners to partner up. When your factory is built, supply chain is done, India directly backstabs you. At that time whether adding money or withdrawing capital, what you get is heartache.
So you see, this market like India is like a mango that looks very sweet, bite the first mouth it's okay, chew two more mouths hit the hard core.
Japanese cars now is calculating, while the core hasn't bit the tooth, hurry up to nibble a few more mouths, but the core will bite sooner or later, just don't know which day.
Epilogue
Japanese cars this trip to India, not go for tourism, is go to make a living.
Chinese and Southeast Asian dining tables are more crowded, production and transportation costs have risen. Looking around the world, only this pot in India is still steaming, even if what is boiling inside is curry-flavored stones, have to bite hard and chew down.
Japanese car companies want to expand market, India wants to pull economy, solve employment, both sides have their own thoughts.
As for the ending is Japanese cars in India regain their glory, or like past competitors shamefully walk away, then is not known.
But no matter how, this play just started, we slowly watch is okay.
Anyway India's story, never bored.
唔知有幾多朋友最近期關注 10 萬內純電 SUV 市場？近段時間睇嚟，呢個細分市場好熱鬧。就講長安啟源全新 Q05 同零跑 A10，上個月銷量分別達 15814 輛同 14372 輛，全部挺進 2026 年 4 月銷量排行全品類前 10，長安啟源全新 Q05 甚至奪得緊緊湊型純電 SUV 市場嘅銷冠。
（長安啟源全新 Q05）
值得留意係，兩款大熱門產品亮點亦唔少，9 萬級可以得到 500km+嘅續航，零跑 A10 甚至配備激光雷達，有高級智駕輔助需求嘅朋友嚟講，呢架車吸引力的確唔低。但係喺價格上，同為高配嘅長安啟源全新 Q05 506Max+ 同零跑 A10 505 激光雷達版，終端價格分別係 9.59 萬同 8.68 萬，手握 9 萬左右預算嘅朋友都可以考慮。明顯係，又去到決賽圈二揀一環節。
（零跑 A10）
如果對預算比較敏感，咁喺長安啟源全新 Q05 同零跑 A10 之間，後者可能更受歡迎，畢竟終端價格實打實平咗幾千元。而且，高配 A10 配有激光雷達，市區/高速情況均能啟動領航輔助駕駛，呢個就係佢嘅優勢所在。當然，如果預算允許，揀長安啟源全新 Q05 高配，都有帶激光雷達嘅高級輔助駕駛。
（長安啟源全新 Q05）
但既然係買車前嘅橫評，唔少全方位對比。首先從尺寸睇，作為緊湊型 SUV，長安啟源全新 Q05 長寬高分別係 4435*1855*1595mm，軸距為 2735mm。而零跑 A10 車型級別就係小型 SUV，長寬高分別係 4270*1810*1635mm，軸距為 2605mm。
（零跑 A10）
如果只係考慮代步、通勤，零跑 A10 嘅細個嘅略有優勢，方便行街串巷。但實際上，好多人買車都要兼顧家用，10 萬內預算也多以剛需用車群體為主。既然係剛需，且有家用需求，嗰空間自然唔好掉鏈子。
（長安啟源全新 Q05）
（零跑 A10）
講返日常家庭出行嚟講，兩車之間 130mm 軸距差異，直接反映喺後排體驗。坐入長安啟源全新 Q05 後排，腿部空間平整兼寬敞，一齊坐 3 位成年人都唔會太擠；但係坐入零跑 A10 後排，無論坐寬定係腿部空間都會細少少。媽咪喺後排照顧孩子，長安啟源全新 Q05 後排更加寬敞嘅空間會更加方便佢操作，孩子都能有更大嘅活動空間。
（長安啟源全新 Q05）
（零跑 A10）
除咗空間，通勤黨同家庭用戶對舒適配置都比較關注。睇嚟對比，兩車都有配電動尾門、無匙進入、自適應遠近光等外部配置。但係從車廂內睇，零跑 A10 副駕無法電動調節，後排靠背都唔支援角度調節，同埋缺少後排空調出風口、車內 PM2.5 過濾裝置等。
（長安啟源全新 Q05）
（零跑 A10）
反觀長安啟源全新 Q05，除咗副駕支持電動調節，前排仲集成咗加熱/通風/按摩/副駕腿托功能，對比零跑 A10 只提供前排座椅加熱，佢嘅品質無疑更上一層樓。包括後排乘員都有少少照顧，例如靠背角度可調、配有後排空調出風口、後排中央扶手/杯架等，更加適合家人同行呢類場景。
（長安啟源全新 Q05）
（零跑 A10）
除咗舒享體驗，行駛系統嘅對比我哋都唔好忽略。首先從大家關注嘅續航睇，長安啟源全新 Q05 同零跑 A10 分別搭載 51.9kWh、53kWh 電池，CLTC 純電續航做到 506km、505km，差異大可忽略。但從電芯供應鏈睇，前者出自寧德時代，後者就係國軒高科/江蘇正力，若論品牌含金量，“寧王”順位自然靠前，更值得信賴。另外，兩車都有全球品質，按照全球嚴苛嘅標準打造，零跑 A10 符合國內、歐盟雙標準，長安啟源全新 Q05 已經喺泰國上市，未來仲會相繼落地多個國家地區，最終開拓歐洲區域，此外仲有央企背書，質量品質都好可靠。
因為本文討論嘅係 A10 嘅 505 版本，採用電池液冷技術，溫控較好，而如果係 403 版本，採用成本低嘅風冷技術，散熱效果較差。呢點上，全新 Q05 做得更好，入門就採用電池直冷技術，高配用嘅係液冷技術，能更好地實現熱管理，保證電池安全。
（長安啟源全新 Q05）
（零跑 A10）
動力方面，長安啟源全新 Q05 同零跑 A10 都係前置單電機佈局，電機最大動力輸出分別係 120kW/190N·m、90kW/150N·m，0-100km/h 加速時間分別做到 8.9 秒同 10.6 秒。坦率嚟講，兩款車喺純電陣營加速性能都中規中矩；但係相對嚟講，長安啟源全新 Q05 嘅 8 秒級零百加速，喺山路行駛、高速超車等情況下會比零跑 A10 更加分。
（長安啟源全新 Q05）
（零跑 A10）
總結嚟講，零跑 A10 505 激光雷達版優勢突出：價格更低、智駕輔助覆蓋範圍更廣，適合預算優先 + 科技嘗鮮嘅消費者。而長安啟源全新 Q05 更強調“全面”二字：加少少預算同樣可以獲得高級輔助駕駛，而且尺寸更大、舒適配置更高、採用頭部電芯供應鏈，動力亦更強，綜合表現更全能。總括嚟講，預算 9 萬級追求面面俱到嘅家用體驗，長安啟源全新 Q05 506Max+ 更加值得考慮。
