首頁潜水
搜尋歷史
熱門搜尋
經銷商登入 / 註冊
In the Malaysian SUV market, many buyers compare Proton X90 and GWM Haval H6 when choosing a car. These two cars are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to help you save time doing homework.
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 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.
In terms of price, Proton X90's starting price is indeed RM 32,950 cheaper than GWM Haval H6. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note, the few thousand ringgit cheaper might involve trade-offs in features, depending on your specific needs.
The safety rating of Proton X90 is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The safety rating of GWM Haval H6 is TBD, active safety systems include Basic.
Regarding safety features, both cars have received good ratings. However, Proton X90's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and GWM Haval H6's Basic have some differences in functionality. If you value active safety, you can compare the feature lists of both in detail.
Proton X90 body length is 4400 mm, trunk is 400 L.
GWM Haval H6 body length is 4400 mm, trunk is 400 L.
The dimensions of both cars are almost identical, with little difference in interior space. Cars in this class are more than sufficient for daily use.
Proton X90 adopts FWD drive type.
GWM Haval H6 adopts FWD drive type.
Both cars have the same drive type, both are FWD, so the daily driving feel will not differ too much.
Overall, Proton X90 and GWM Haval H6 are both very good models in the Malaysian market. Choosing which one ultimately depends on your personal needs and budget. It is recommended that you do your research, compare quotes from several dealerships, and then go for a test drive to make the final decision. Buying a car is a big matter, spending some time on research is never wrong.
In Malaysia's SUV market, many buyers compare the Proton X90 and MG MG HS when choosing a car. These two models are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to save you time doing research.
The OTR price of the 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 the MG MG HS in Malaysia is RM 130,450 - 146,450, with a total of 2 versions, including 1.5L Standard (RM 105,000), 1.5L Executive (RM 115,000), etc.
From a price perspective, the starting price of the Proton X90 is indeed RM 23,650 cheaper than the MG MG HS. If your budget is limited, Proton's entry-level version can already meet daily needs. However, keep in mind that the savings of a few thousand might involve trade-offs in features, it depends on your specific needs.
Proton X90 body length 4400 mm, trunk 400 L.
MG MG HS body length 4400 mm, trunk 400 L.
The dimensions of the two cars are almost the same, interior space difference is not large. For this level of cars, daily use is completely sufficient.
Proton X90 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
MG MG HS warranty 7 years/150,000km, maintenance interval every 10,000km or 6 months.
The Proton X90 and MG MG HS are both mainstream choices in the Malaysian market, suitable for family use, 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 equipment, then choose the one with richer configuration. Ultimately, it is suggested to test drive both, personal experience is the most important.
Overall, the Proton X90 and MG MG HS are both very good models in the Malaysian market. Choosing which one depends mainly on your personal needs and budget. It is recommended that everyone do their homework, compare quotes from several car dealers, and then test drive to make a final decision. Buying a car is a big matter, spending some time doing research will never be wrong.
In the Malaysian SUV market, many buyers compare Proton X90 and Chery Tiggo 8 PHEV 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.
Proton X90 OTR price in Malaysia is RM 106,800 - 122,800, with 4 versions in total, including 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800) and so on.
Chery Tiggo 8 PHEV OTR price in Malaysia is RM 159,750 - 159,750, with 2 versions in total, including 1.6L Turbo Standard (RM 130,000), 1.6L Turbo Premium (RM 145,000) and so on.
From the price perspective, Proton X90's starting price is indeed RM 52,950 cheaper than Chery Tiggo 8 PHEV. If your budget is limited, Proton's entry-level model can already meet daily needs. But be aware that the few thousand cheaper difference might involve trade-offs in features, depending on your needs.
Proton X90 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Chery Tiggo 8 PHEV 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 X90's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Chery Tiggo 8 PHEV's Basic. If you value active safety, you can compare their feature lists in detail.
Proton X90 body length 4400 mm, boot 400 L.
Chery Tiggo 8 PHEV body length 4400 mm, boot 400 L.
The dimensions of both cars are almost the same, the interior space difference is not significant. For cars in this class, daily use is completely sufficient.
Proton X90 warranty 5 years/150,000 km, service interval every 10,000 km or 6 months.
Chery Tiggo 8 PHEV warranty 3 years/100,000 km, service interval every 10,000 km or 6 months.
Overall, Proton X90 and Chery Tiggo 8 PHEV are both very good models in the Malaysian market. Which one to choose mainly depends on your personal needs and budget. It is recommended to do your research, compare quotes from multiple dealerships, and test drive before making a final decision. Buying a car is a big matter, spending some time on research will certainly not be wrong.
According to Gasgoo Automotive Research Institute data, in the first half of 2026, China's passenger car and new energy passenger car exports continued to maintain a growth trend, and the global market layout was further optimized. Traditional passenger car exports showed regional differentiation characteristics, with Russia and Brazil maintaining the lead, and the European market consolidating its core status; new energy passenger car exports continued the high momentum, with Brazil leading the way, while European and Asia-Pacific markets became the main growth engines. With the evolution of global market demand and the deepening of localization layout by Chinese automakers, overseas exports are moving from scale expansion to a more diversified and refined development stage.
Top 10 Destination Countries for China's Passenger Car Exports (January-June 2026)
NO.1 Russia, January-June 2026, exports of passenger cars to Russia were 432,698 vehicles, cumulative year-on-year growth of 154.2%.
NO.2 Brazil, January-June 2026, exports of passenger cars to Brazil were 394,410 vehicles, cumulative year-on-year growth of 158.6%.
NO.3 United Kingdom, January-June 2026, exports of passenger cars to the United Kingdom were 251,290 vehicles, cumulative year-on-year growth of 91.4%.
NO.4 Belgium, January-June 2026, exports of passenger cars to Belgium were 215,184 vehicles, cumulative year-on-year growth of 46.2%.
NO.5 Australia, January-June 2026, exports of passenger cars to Australia were 211,965 vehicles, cumulative year-on-year growth of 84.2%.
NO.6 Mexico, January-June 2026, exports of passenger cars to Mexico were 148,154 vehicles, cumulative year-on-year decline of 33.7%.
NO.7 Italy, January-June 2026, exports of passenger cars to Italy were 146,769 vehicles, cumulative year-on-year growth of 141.9%.
NO.8 United Arab Emirates, January-June 2026, exports of passenger cars to the United Arab Emirates were 135,713 vehicles, cumulative year-on-year decline of 36.4%.
NO.9 Spain, January-June 2026, exports of passenger cars to Spain were 115,264 vehicles, cumulative year-on-year growth of 55.0%.
NO.10 Malaysia, January-June 2026, exports of passenger cars to Malaysia were 103,745 vehicles, cumulative year-on-year growth of 38.7%.
According to Gasgoo Automotive Research Institute data, in the first half of 2026, the landscape of destination countries for China's passenger car exports adjusted further. Russia returned to the top export market with 432,698 vehicles, a year-on-year growth of 154.2%, surpassing Brazil to take the top spot, showing that the strong demand for Chinese cars in the local market is being continuously released. Brazil ranked second with 394,410 vehicles, a year-on-year growth of 158.6%. Driven by inventory buildup prior to the increase in complete vehicle import tariffs in July, it maintained high-speed growth in the first half, but with the implementation of policy adjustments, the subsequent export model may gradually transform towards KD (knock-down assembly) and local production.
From a regional distribution perspective, Europe remains the core growth pole for China's passenger car exports. The United Kingdom ranked third with 251,290 vehicles firmly, Belgium (215,184 vehicles), Italy (146,769 vehicles) and Spain (115,264 vehicles) all entered the top ten, of which Italy grew by 141.9% year-on-year, continuing the high-speed growth trend. However, the European market still faces challenges such as trade policies, anti-subsidy investigations, and intensified local competition. Future growth will rely more on brand power and local operation capabilities.
Latin American market differentiation intensified further. Brazil continued to maintain strong growth, while Mexico's export volume was 148,154 vehicles, a year-on-year decline of 33.7%, affected by tariff policy adjustments and tightening North American trade environment factors, market demand continues to be under pressure. The Middle East market also entered an adjustment phase, with United Arab Emirates exports of 135,713 vehicles, a year-on-year decline of 36.4%, high-speed growth momentum slowed down somewhat. In contrast, Asia-Pacific market maintained steady expansion, with Australia ranking fifth with 211,965 vehicles, a year-on-year growth of 84.2%, and Malaysia with 103,745 vehicles, a year-on-year growth of 38.7% first broke through 100,000 vehicles, showing Southeast Asia and Oceania markets still have considerable growth potential.
Overall, in the first half of 2026, China's passenger car exports continued to maintain high growth, but growth momentum is shifting from single market driven to multi-regional coordinated development. With changes in global trade environment and continuous promotion of local policies in various countries, Chinese automakers' overseas competition is also gradually shifting from export scale competition to comprehensive competition in brand building, channel operations and local system capabilities.
Top 10 Destination Countries for China's "New Energy" Passenger Car Exports (January-June 2026)
NO.1 Brazil, January-June 2026, exports of new energy passenger cars to Brazil were 293,032 vehicles, cumulative year-on-year growth of 158.8%.
NO.2 Belgium, January-June 2026, exports of new energy passenger cars to Belgium were 207,174 vehicles, cumulative year-on-year growth of 45.3%.
NO.3 United Kingdom, January-June 2026, exports of new energy passenger cars to the United Kingdom were 181,880 vehicles, cumulative year-on-year growth of 101.8%.
NO.4 Australia, January-June 2026, exports of new energy passenger cars to Australia were 154,305 vehicles, cumulative year-on-year growth of 199.7%.
NO.5 Germany, January-June 2026, exports of new energy passenger cars to Germany were 83,085 vehicles, cumulative year-on-year growth of 219.5%.
NO.6 Thailand, January-June 2026, exports of new energy passenger cars to Thailand were 80,914 vehicles, cumulative year-on-year growth of 84.0%.
NO.7 Italy, January-June 2026, exports of new energy passenger cars to Italy were 77,773 vehicles, cumulative year-on-year growth of 298.8%.
NO.8 South Korea, January-June 2026, exports of new energy passenger cars to South Korea were 73,940 vehicles, cumulative year-on-year growth of 161.5%.
NO.9 Spain, January-June 2026, exports of new energy passenger cars to Spain were 71,872 vehicles, cumulative year-on-year growth of 69.3%.
NO.10 United Arab Emirates, January-June 2026, exports of new energy passenger cars to the United Arab Emirates were 59,739 vehicles, cumulative year-on-year growth of 34.7%.
According to Gasgoo Automotive Research Institute data, in the first half of 2026, China's new energy passenger car exports continued to maintain high growth, and the landscape of destination countries further concentrated on European and Asia-Pacific markets. Brazil ranked first with 293,032 vehicles, a year-on-year growth of 158.8%, new energy models have become the absolute main force for Chinese car exports to the Brazilian market. Belgium and the United Kingdom ranked second and third with 207,174 vehicles and 181,880 vehicles respectively, exports to the United Kingdom exceeded 180,000 vehicles for the first time, year-on-year growth of 101.8%, while Belgium continued to play an important role as a European logistics and transshipment hub.
From a regional distribution perspective, the European market remains the core growth engine for China's new energy passenger car exports. Belgium, the United Kingdom, Germany, Italy and Spain entered the top ten, of which Germany grew by 219.5% year-on-year, Italy grew by 298.8%, and the United Kingdom also achieved double-digit growth, reflecting that Chinese new energy vehicles are continuously improving competitiveness in mainstream European markets. At the same time, European market competition will gradually shift from product introduction stage to comprehensive competition in brand, channel and local operation capabilities.
Asia-Pacific market continued rapid expansion. Australia ranked fourth with 154,305 vehicles, a year-on-year growth of 199.7%, becoming the largest new energy export market outside Europe; Thailand and South Korea exported 80,914 vehicles and 73,940 vehicles respectively, year-on-year growth of 84.0% and 161.5%, showing that Chinese new energy vehicles' penetration rate in Southeast Asian and Northeast Asian markets continues to improve. In the Middle East market, United Arab Emirates exported 59,739 vehicles, year-on-year growth of 34.7%, maintaining steady growth, but growth rate slowed somewhat compared to before.
Overall, in the first half of 2026, China's new energy passenger car exports continued to maintain high momentum, and market coverage extended from emerging economies to traditional automotive powerhouses. With continuous improvement of product competitiveness and global channels, local systems continuously improving, Chinese new energy vehicles are accelerating from scale expansion to high-quality globalization development.
In Malaysia's SUV market, many buyers compare the Proton X90 and Toyota Yaris Cross when choosing a car. These two cars are quite close in price and positioning. Today we will conduct a detailed comparison from multiple aspects to help you save time on research.
The Proton X90's OTR price in Malaysia is RM 106,800 - 122,800. There are a total of 4 versions, including the 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800), etc.
The Toyota Yaris Cross's OTR price in Malaysia is RM 99,900 - 109,900. There are a total of 2 versions, including the 2026 1.5L Standard (RM 99,900), 2026 HEV 1.5L Standard (RM 109,900), etc.
From the price perspective, Toyota Yaris Cross's starting price is RM 6,900 cheaper than the Proton X90. Honestly, at this price point, a difference of a few thousand is not really significant; the key is to look at overall cost-performance ratio and long-term usage costs.
The Proton X90 body length is 4400 mm, trunk 400 L.
The Toyota Yaris Cross body length is 4400 mm, trunk 400 L.
The dimensions of the two cars are almost identical, with little difference in interior space. For this class of car, it is more than enough for daily use.
Proton X90 warranty is 5 years/150,000km, service interval every 10,000km or 6 months.
Toyota Yaris Cross warranty is 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Proton X90 and Toyota Yaris Cross are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale price more, you can prioritize the one with better reputation; if you care more about cost-performance ratio and features, choose the one with richer configurations. In the end, it is suggested to test drive both, and experiencing it personally is the most important.
Overall, Proton X90 and Toyota Yaris Cross are both very good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. We suggest you do your research, compare quotes from several dealerships, and then test drive to make the final decision. Buying a car is a big matter, spending some time on research will never go wrong.
Originally, due to serious ideological differences between China and the United States regarding the "joint venture" matter, Thomas Murphy, the chairman of General Motors who first proposed the "joint venture" model and came to China for cooperation talks in 1978, eventually returned in defeat. But no one expected that 48 years later, history would turn the tables.
On August 5, SAIC Group and General Motors announced in Shanghai that their joint venture relationship would be renewed for another 20 years, extending to 2047. If the first joint venture between the two parties in 1997 was inevitable, this time the announcement to extend the joint venture term to 2047 appears somewhat special. The reason lies in the fact that the United States and China are entangled due to various industrial competitions. General Motors and SAIC, as the largest automotive enterprises of their respective sides, what does their cooperation at this moment truly mean?
First, let's see what the official statement says: Both sides stated that this cooperation renewal is based on the foundation of nearly 30 years of successful cooperation. Against the background of profound changes in the global automotive industry, SAIC Group and General Motors cast a vote of confidence in the long-term value of the Chinese automotive market and the transformation capabilities and development prospects of SAIC General Motors. The shareholders will further coordinate technical research and development, supply chain and global market resources, providing continuous support for the intelligent electrification transformation, local innovation, global layout, and long-term healthy development of SAIC General Motors.
Breaking down this statement, it mainly contains two meanings: one is to convey confidence; two, both parties will coordinate technical research and development, emphasize intelligent electrification transformation, and focus on the global market.
First, the point of confidence is obviously very important. Just on August 3, the United States even included our Chaqia Melon Seeds, Sinian Dumplings, Seven Wolves, etc., in the import restriction list, let alone new energy vehicles.
Second, regarding the technical coordination between both parties, SAIC General Motors' intelligent electrification transformation, in just two lines, the word "global" is mentioned twice: global market resources, global layout; recalling that Tesla, also from the United States, "became a global benchmark factory and main export center for Tesla", this might mean SAIC General Motors intends to leverage China's supply chain advantages, bypass various restrictions from the United States, and increase the "export" role of SAIC General Motors.
Export May Be an Important Development Strategy
Public data shows that as of September 2024, the Tesla Shanghai Factory cumulatively exported 1 million Teslas in less than 4 years; throughout 2025, the Tesla Shanghai Factory delivered 851,000 new cars globally, accounting for half of its global sales, of which 626,000 were domestic retail, meaning exports were approximately 220,000.
Since Tesla's localization rate is over 95%, this means that while Tesla earns significant profits for its own shareholders, it is also earning large amounts of foreign exchange for China. The original purpose set by the Chinese automotive industry for joint venture was that one of its core demands was to earn foreign exchange. Not to mention Tesla's contribution to building a complete new energy vehicle industrial chain in China after its growth. Therefore, even for wholly foreign-funded projects like Tesla, their importance to the Chinese automotive industry is self-evident.
Back to SAIC General Motors. From the first batch of 50 Buick GL10s exported to the Philippines in 2001 to July 2022, SAIC General Motors cumulatively exported over 1 million vehicles; by the end of November 2025, this figure exceeded 1.3 million. Besides whole vehicle exports, SAIC General Motors' contribution to the Chinese automotive industry chain is no less than Tesla's.
From a global market perspective, General Motors began to gradually contract since 2015, successively withdrew from the passenger car markets in Western Europe and India, sold Opel's German headquarters, all whole vehicle factories in Western Europe; local whole vehicle manufacturing business in Thailand, two whole vehicle factories in India, retaining only major core profitable markets in the US, China, South Korea, Canada, Mexico, and Brazil.
Looking at China, on one hand, SAIC and Great Wall Motor and other enterprises successively took over some of General Motors' overseas assets, helping General Motors avoid greater losses; meanwhile, Chinese cars have seen exports climb continuously year after year, achieving technological leaps, and becoming objects of cooperation and joint ventures sought after by overseas brands such as Audi, Volkswagen, Stellantis, etc. As an old partner of China's automotive industry, General Motors keeping the SAIC General Motors high-quality asset is clearly a wise move.
Regarding the SAIC General Motors joint venture project, if it was said that China and SAIC needed to borrow General Motors' technology and products to develop themselves, and General Motors also needed to borrow the demand and scale of the Chinese market to develop itself; nowadays China and SAIC do not need General Motors as much as back then, while General Motors, besides still needing the demand and scale of the Chinese market, also needs to leverage SAIC Group's intelligent electrification technology and China's automotive supply chain advantages, in order to retain SAIC General Motors as an important fortress for General Motors to continuously profit and expand in the global market. This change in strength and status between each other has also given today's SAIC General Motors a completely different meaning.
Zhijing Model: Export May Be the Short-Term Optimal Solution
At today's press conference on SAIC General Motors renewing the joint venture for 20 years, SAIC General Motors clearly stated that in the future, both sides will rely on the local R&D system and mature domestic supply chain accumulated by the R&D center jointly established by the two parties in China Pan Asia, and empowered by SAIC Group's leading intelligent electrification technology capabilities in recent years, while inheriting General Motors' century-old technological heritage and global rigorous standards, continuing to provide high-standard products and services to the market.
SAIC General Motors also cited a case: the Zhijing Model. As the new sub-brand Zhijing of SAIC General Motors, its core is SAIC Group's intelligent electrification technology, plus Pan Asia's R&D advantages and mature domestic supply chain, plus General Motors' global product standards, a new species combining multiple advantages.
SAIC General Motors specifically mentioned that according to the plan, the Buick Zhijing E7 will officially be exported to overseas markets in October of this year, becoming the first high-end new energy vehicle model from the Buick brand and SAIC General Motors to go overseas, marking a new chapter in corporate transformation and globalization strategy.
Buick Zhijing will not only become a benchmark for jointly developed local products re-exported overseas, but also provide a new model of local innovation, global sharing joint venture export for multinational automakers. With the support of both shareholders, SAIC General Motors will continue to expand into international markets in the Middle East, Africa, South America, Mexico, and the Asia-Pacific region in the future, further enhancing the influence of Chinese local innovation achievements in the global market.
From these descriptions, it seems that the focus of SAIC General Motors' future market may rely more heavily on overseas markets. Public information shows that since the Zhijing brand was released in April 2025, a total of three models have been launched: Zhijing Shijia, Zhijing L7, Zhijing E7, all of which are new energy vehicles. As a new brand, once born, the Zhijing brand must face the vast ocean of China's new energy vehicles, and the intensity of competition is several times stronger than the era of Buick Century and Buick Sail, SAIC General Motors' early star models. It is unrealistic to expect Zhijing's new cars to be as popular upon launch as Buick Century and Buick Sail did back then. Therefore, whether it is SAIC or General Motors, they need to find a completely different management path for Zhijing. Overseas markets is probably the most realistic answer today.
According to the consulting firm AlixPartners, China's automotive exports will reach 10 million units in 2026, a year-on-year increase of 41%, which is 2.5 times Japan's annual automotive export volume. By brand, taking Chery Group as an example, cumulative sales from January to July of this year were 1.6343 million units, among which exports reached as high as 70%.
In the international market, precisely due to continuous optimism about China's new energy vehicles, the globally ranked third Stellantis Group signed a cooperation agreement with China's Leapmotor. Not only did it directly invest in Leapmotor Automotive, but it also established the Leapmotor International Joint Venture, exclusively responsible for the sales and production business of Leapmotor Automotive products in markets outside Greater China.
In addition, including the cooperation between Volkswagen and XPeng, the new cooperation between Audi and SAIC, both have similarities with this new joint venture of SAIC General Motors. That is to say, regardless of what barriers exist between countries, the global automotive industry, which was originally entangled together, is expanding cooperation with a deeper impact in a posture where they cannot be separated from each other.
Perhaps, for industries and capital, politicians and national industrial policies may undergo major changes every four years, but joint venture cooperation for the purpose of mutual benefit is the real market theme. Looking at the current development situation of China's new energy vehicles, the joint ventures that exist in large numbers in the Chinese market may be making the global automotive industry take a new look. For enterprises that have hitched a ride on China, there is no one who does not secretly rejoice in their hearts, such as General Motors, Audi, etc. And for those enterprises that previously completely did not look well upon joint ventures, they may now regret it. From this perspective, this new cooperation between SAIC and General Motors undoubtedly represents the most mainstream industrial trend at present, and also reveals the wisdom, ability, and breadth of the joint venture parties in assessing the situation.
In the Malaysian SUV market, many buyers compare Proton X70 and Mazda CX-30 when choosing a car. These two models are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to help you save time on research.
Proton X70's 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.
Mazda CX-30's OTR price in Malaysia is RM 122,409 - 146,409, with a total of 4 versions, including 2025 2.0L High+ Premium (RM 146,409), 2025 2.0L High+ (RM 138,409), 2025 2.0L High (RM 130,409), etc.
From a price perspective, the Proton X70's starting price is indeed RM 15,609 cheaper than the Mazda CX-30. If your budget is limited, the Proton's entry-level version can already meet daily needs. But be aware that the difference of a few thousand might involve trade-offs in features, depending on your specific needs.
Proton X70 comes with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Mazda CX-30 comes with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Both cars use the same powertrain system, and the driving experience is basically the same. Fuel consumption is also similar, so no need to worry too much about this point.
Proton X70 body length 4400 mm, trunk 400 L.
Mazda CX-30 body length 4500 mm, trunk 450 L.
In terms of space, the Mazda CX-30 body is 100 mm longer than the Proton X70, offering an advantage in passenger space. However, the Proton X70 is a bit more flexible for parking in the city, each has its trade-offs.
Proton X70 adopts FWD drive mode.
Mazda CX-30 adopts FWD drive mode.
Both cars have the same drive mode, both are FWD, and the daily driving experience will not differ too much.
Both Proton X70 and Mazda CX-30 are mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, you can prioritize the one with better reputation; if you care more about cost-performance 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 X70 and Mazda CX-30 are very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. It is recommended to do your research, compare quotes from multiple dealerships, and then test drive to make the final decision. Buying a car is a big deal, spending some time on research will never be wrong.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Perodua Aruz 同 Chery Tiggo 7 PHEV 嚟做比較。呢兩款車喺價位同定位上都好接近，今日我哋就從多個方面做詳細對比，幫你節省做功課嘅時間。
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。
Chery Tiggo 7 PHEV 喺馬來西亞嘅 OTR 售價係 RM 129,750 - 129,750，一共有 2 個版本，包括 2025 1.5T 90km CSH（RM 129,750）、Tiggo 7 PHEV 支援邊種充電方法？可唔可以用家用插插座充電？（RM 117,478） 等。
由價錢睇，Perodua Aruz 嘅起價確實比 Chery Tiggo 7 PHEV 平咗 RM 56,850。如果你預算有限，Perodua 嘅入門版已經可以滿足日常需要。但都要注意，平既係唔少，可能喺配備上要有取捨，具體睇你需求。
Perodua Aruz 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括。
Chery Tiggo 7 PHEV 嘅安全評級係 TBD，主動安全系統包括基本。
Perodua Aruz 車身長 4400 mm，行李箱 400 L。
Chery Tiggo 7 PHEV 車身長 4400 mm，行李箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間分別唔大。呢個級別嘅車，日常使用完全夠用。
Perodua Aruz 保用 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Chery Tiggo 7 PHEV 保用 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Perodua Aruz 同 Chery Tiggo 7 PHEV 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更看重品牌聲譽同二手價，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。最後始終建議兩款都去試駕，親身試過先係最重要。
總括嚟講，Perodua Aruz 同 Chery Tiggo 7 PHEV 都係馬來西亞市場幾不錯嘅車型。揀邊輛，關鍵仲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，再去試駕做最後決定。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，好多買家喺揀車嗰陣都會拿 Perodua Aruz 同 Toyota Corolla Cross 嚟比較。呢兩部車喺價錢同定位上都好接近，今日我哋就從多個方面做個詳細比較，幫你省返做功課嘅時間。
Perodua Aruz 喺馬來西亞嘅 OTR 售價係 RM 72,900 - 77,900，總共有 2 個版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900） 等。
Toyota Corolla Cross 喺馬來西亞嘅 OTR 售價係 RM 133,800 - 148,800，總共有 3 個版本，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。
從價錢嚟睇，Perodua Aruz 嘅入門價確實比 Toyota Corolla Cross 平咗 RM 60,900。如果你預算有限，Perodua 嘅入門版已經可以滿足日常需要。但都係要注意，平嗰啲幾千蚊，喺配備上可能會有所取舍，具體要睇你嘅需要。
Perodua Aruz 採 FWD 驅動方式。
Toyota Corolla Cross 採 FWD 驅動方式。
兩部車嘅驅動方式一樣，都係 FWD，日常駕駛感覺唔會有太大分別。
Perodua Aruz 保養 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Toyota Corolla Cross 保養 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
Perodua Aruz 同 Toyota Corolla Cross 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，就揀配備更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，Perodua Aruz 同 Toyota Corolla Cross 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，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，再落去試駕做最後決定。買車係件大事，花啲時間做功課絕對無錯。
In the Malaysian SUV market, many buyers compare the Perodua Aruz and Proton X50 when choosing a car. These two cars are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to save you the time of doing research.
The OTR price of Perodua Aruz in Malaysia is RM 72,900 - 77,900, with a total of 2 versions, including 1.5L X (RM 72,900), 1.5L AV (RM 77,900), etc.
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.
From a price perspective, the starting price of Perodua Aruz is indeed RM 16,900 cheaper than Proton X50. If your budget is limited, Perodua's entry-level version is already sufficient for daily needs. However, be aware that the few thousand ringgit difference might involve trade-offs in equipment, depending on your specific requirements.
Perodua Aruz safety rating is 5★ (ASEAN NCAP), active safety systems include .
Proton X50 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The safety ratings for both cars are the same, and safety features in this segment are quite comprehensive. New cars nowadays generally have good safety, so there is no need to worry too much about this point.
Perodua Aruz uses FWD drive type.
Proton X50 uses 4WD drive type.
Perodua's FWD and Proton's 4WD will have different handling experiences, test drive comparison is recommended.
Perodua Aruz warranty is 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Proton X50 warranty is 5 years/150,000km, maintenance interval every 10,000km or 6 months.
The warranty conditions for both cars are the same, no need to worry about 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 enthusiast groups for experience.
Overall, both Perodua Aruz and Proton X50 are very good models in the Malaysian market. Which one to choose ultimately depends on your personal needs and budget. It is recommended to do your homework, compare quotes from multiple car dealers, and then go for a test drive to make a final decision. Buying a car is a big matter, spending some time doing research will never be wrong.
喺馬來西亞嘅轎車市場，好多買家喺揀車嘅時候都會拿 Lexus LS 同 Porsche Panamera 嚟做比較。呢兩款車喺價位同定位上都幾接近嘅，今日我哋就從多個方面做一個詳細比較，幫你省返做功課嘅時間。
Lexus LS 喺馬來西亞嘅 OTR 售價係 RM 1,250,000 - 1,531,000，合共有 2 個版本，包括 2021 500 Executive Kiriko（RM 1,531,000）、2021 500 Luxury（RM 1,250,000） 等等。
Porsche Panamera 喺馬來西亞嘅 OTR 售價係 RM 1,340,000 - 1,340,000，合共有 2 個版本，包括 2026 Panamera 2.9T（RM 1,340,000）、DCT（RM 1,200,800） 等等。
從價錢嚟睇，Lexus LS 嘅起步價的確比 Porsche Panamera 平咗 RM 90,000。如果你預算有限，Lexus 嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千塊，可能喺配備上會有取舍，具體要看你嘅需要。
Lexus LS 採用 FWD 驅動方式。
Porsche Panamera 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分別。
Lexus LS 保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Porsche Panamera 保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
兩款車嘅保養條件一樣，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，建議去車友群問吓真實車主嘅經驗。
Lexus LS 同 Porsche Panamera 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。最終都建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，Lexus LS 同 Porsche Panamera 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵仲係要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，再而去試駕做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
BYD officially released the May 2026 production and sales flash report, with new energy vehicles from all brands reaching a monthly sales volume of 383,453 vehicles, a slight increase of 0.26% year-on-year, achieving year-on-year positive growth in monthly sales after ten months; among them, passenger car deliveries reached 376,990 units, surging 19.4% month-on-month, wiping out the pain of previous model iterations, presenting a new pattern where the domestic base is stable, overseas sales are soaring, and high-end brands are scaling up across the board. Amidst the market environment of intensified competition in the domestic new energy sector, Tesla FSD entering China, and an intense launch of independent new products, it has forged a unique structural growth path.
The Dynasty and Ocean main brands combined sold 330,215 vehicles in May, accounting for over 80% of the group's total sales, remaining the stabilizer for BYD's sales volume. The full series had 8 models exceeding 20,000 units in monthly sales, covering products from 50,000 entry-level commuter to 200,000 home SUV.
Inside the Dynasty Network, the Yuan family sold 56,691 units, and the Song family 51,370 units. Both crossed the 50,000 threshold, becoming two major sales pillars for the brand, catering to home commuter and urban-rural travel needs; the Qin family followed closely with a stable performance of 28,360 units. The Han and Tang series maintained a volume in the six-thousand range, deeply cultivating the mid-to-large home sedan and SUV niche markets; the brand new model Xia is in the market cultivation phase, delivering 1,810 units monthly, with potential for steady volume growth as channels expand.
The Ocean Network's growth momentum is even more rapid, with 5 models entering the 20,000 club across the series: Sealion 42,615 units, Seal 34,117 units, Seagull 39,919 units, Dolphin 22,260 units, and Song PLUS 27,755 units. Among them, Seagull remains the best-selling entry-level commuter model thanks to its affordable pricing of 60,000-80,000. Sealion, as a new volume model, stands firm at the 40,000 level upon launch, filling the mid-size SUV product gap in the Ocean Network and perfecting the Ocean product tier layout. From commuter small cars to compact SUVs, the two main brands rely on DM-i hybrid and pure electric dual-line technologies to牢牢锁住 the mainstream home market share within 150,000 domestically.
Fang Cheng Bao Year-on-Year Surges 139.7%, Brand Upward Positioning Takes EffectThe high-end matrix of Denza, Fang Cheng Bao, and Yangwang sold a combined 46,489 vehicles in May, officially breaking away from the niche positioning to become a new pivot for BYD's brand premium and profit growth, breaking the industry curse of difficulty in high-end breakthrough for domestic brands.
The off-road brand Fang Cheng Bao sold 30,186 units monthly, surging 139.7% year-on-year, creating a new high in monthly sales since the brand launched. Its Titanium 7 model sold 18,280 units monthly, while Leopard 5 and Leopard 8 output remained stable, continuously squeezing the survival space for joint venture and imported models in the 250,000-400,000 hardcore off-road niche market.
Denza delivered 16,303 units in May, with the MPV benchmark D9 selling 6,721 units, and the Z9 series close to 6,000 units. MPV and mid-to-large sedan dual-line efforts helped them stand firm in the luxury new energy track; the million-level ultra-luxury brand Yangwang continued its steady climb, delivering 286 units that month, a year-on-year increase of 105.8%, completing market verification of the domestic brand ceiling product and forming a full price range product layout from 100,000+ home, 300,000-400,000 off-road, 500,000 luxury MPV to million-level flagship.
In May, BYD's overseas sales of passenger cars and pickup trucks reached 160,177 units, surging 80.7% year-on-year. Exports accounted for over 42% of the full series total sales, setting a new historical high for brand export and becoming the core driving force to stabilize May overall sales and achieve year-on-year positive growth.
Southeast Asia, Europe, and Latin America became the main incremental markets. Seagull, Song PLUS, and Yuan series continued to top new energy best-seller lists in multiple countries; the SHARK pickup truck exceeded 4,000 units in monthly exports for two consecutive months. Relying on the completion of localization production in Thailand, Brazil, Hungary, and Uzbekistan with four overseas vehicle factories, localized production continues to land, avoiding tariffs while rapidly penetrating terminal channels. Against the background of stock market competition in the domestic auto industry and normalized price wars, the rapidly expanding overseas market effectively counteracts sales volatility brought by domestic model iterations, officially upgrading from a supplementary market to BYD's core growth engine. As of now, BYD's global cumulative new energy vehicle sales have exceeded 16.5 million units, with the globalization map continuously broadening.
Intelligent Driving Empowers Product Iteration, H2 New Products Prepare to Surge VolumeMay marked a key node in BYD's intelligent driving landing, with the God's Eye intelligent driving system becoming a core bonus point for models: the number of vehicles with advanced intelligent driving across all brands exceeded 3.15 million, with daily road test data exceeding 200 million kilometers; that month, BYD implemented City Pilot and Smart Parking dual safety backup services, becoming the world's first auto manufacturer to achieve dual intelligent driving backups. Three days after policy implementation, the activation rate of models equipped with the God's Eye system in cities surged 50%. Intelligent driving experience upgrades directly drove in-store order conversion, solidifying product competitiveness for subsequent models to continue volume sales, and facing the intelligent driving market shock brought by FSD entering China.
From data details, BYD's cumulative sales from January to May 2026 were 1,405,039 units, down 20.32% year-on-year. The core reason is that the full series of main models were concentratedly iterated, and the capacity ramp-up of the 2nd Gen Fast Charge Blade Battery was restricted. The new Flash Charge Battery upgraded fast charging and low-temperature performance. Full series iteration models prioritized installing new batteries, but production line retrofitting dragged down capacity release. Order backlogs on popular models and delayed deliveries compressed the May delivery volume to a certain extent.
As the end of the second quarter approaches and the 2nd Gen Blade Battery capacity continues to release, coupled with new models such as Denza N8L, Fang Cheng Bao Titanium 7 Pure Electric Version, Sealion 05, and Xia L landing the market, the industry generally predicts that BYD's full brand sales in June are expected to exceed 400,000 vehicles. Relying on the four-dimension development logic of low-end volume locking share, high-end raising profit, overseas pushing volume, and intelligence improving product power, amidst the intensified new energy elimination round in the domestic market, BYD's full category layout advantage continues to amplify, securing its status as the domestic new energy leader, accelerating steadily towards global top auto manufacturers.
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.
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.
6 月 13 日，2026 重慶車展，長安馬自達以“依然馬自達”為主題，攜經典傳奇跑車 MX-5、全球戰略新能源車型 MAZDA EZ-6、MAZDA EZ-60 以及 4 月上市嘅 EZ-60 馬年版亮相，全面展現企業新能源轉型嘅最新成果，並同步公布一系列用戶共創活動。
同時，長安馬自達推出 618 年中鉅惠，喺至高 20,000 元國家補貼同 17,000 元廠方補貼基礎上，購指定車型可享有價值 7,999 元專屬尊榮套裝（原廠充電樁 + 龍膜太陽膜 + TPE 腳墊 / 行李廂墊），享零首期 5 年低息（年均費率 1.99%）及價值 7,999 元嘅終身零燃權益。
此外，所有到店試駕新能源車型用戶均可獲贈國家級非物質文化遺產金陵金箔。
全球車實力背書 樹立新能源價值標杆
EZ-6 同 EZ-60 從產品開發之初就以全球標準打造。
設計上，EZ-6 奪得“2026 世界年度設計車”大獎，成為首個獲此殊榮嘅中國新能源車型，EZ-60 更係全球唯一同時奪得 8 項世界頂級設計大獎嘅 SUV。
安全方面，兩款車型均嚴格按照中歐雙五星標準打造，EZ-6 拿下 C-NCAP、E-NCAP 等 5 項權威安全認證，EZ-60 電池安全提前滿足新國標同歐標，長安馬自達更向所有新能源用戶承諾“電池終身自燃包賠，不限里程、不限車主”。
操控方面，EZ-60 成功摘取中國新能源汽車拉力錦標賽場地賽 SUV 組冠軍、拉力賽總成績亞軍，驗證極致操控實力。
車展現場，長安馬自達車主，同時亦係冠軍車手嘅紀浩，分享咗佢駕駛原廠未改裝純電 EZ-60 征戰中國新能源汽車拉力錦標賽嘅心路歷程，喺 6 日 910 公里嘅魔鬼賽程中，面對絕大多數增程 / 插混參賽車型嘅競爭，憑藉 EZ-60 極致嘅品質穩定性同“人馬一體”調校，從 27 個品牌 100 輛參賽車中突圍，完成咗對 EZ-60 原廠量產車性能嘅極限驗證。
而家，長安馬自達已成功獲得歐盟、英國、澳大利亞三大市場整車認證，成為國內首個同時拿下這三項認證嘅合資新能源車企。
過硬嘅全球品質贏得咗國際市場嘅廣泛認可，5 月底，80 幾位來自歐洲、澳洲、泰國嘅海外經銷商專程考察南京工廠，對生產工藝與品控體系給予高度評價。
而家，EZ-6 同 EZ-60 海外銷售及預售態勢持續向好，國內市場 EZ-60 已连续 7 個月蟬聯合資新能源中型 SUV 銷量冠軍。
長安馬自達汽車銷售分公司執行副總經理吳旭曦表示：“長安馬自達已成為馬自達全球新能源整車設計、研發、製造基地同出口中心。我哋鄭重承諾，每一位馬自達新能源用戶擁有嘅都係一款真正嘅全球車。”
堅守「用戶 +」思維 構建品牌與用戶嘅價值共同體
深耕中國市場 21 年，500 萬中國用戶係長安馬自達最寶貴嘅資產。2026 年，長安馬自達持續踐行“用戶 +”思維上，心願之旅、車主故事薈、悅馬創作家、全民經紀人、粉絲盛典、青苗計劃第二季，並持續踐行企業社會責任，由情感連結、價值共創到責任共擔，構建起全維度、全生命週期嘅用戶生態體系，令品牌同百萬馬粉雙向奔赴、悅馬同行。
未來長安馬自達將繼續以全球標準打造好每一款產品，用真誠連結每一位用戶，令更多人感受到「人馬一體」嘅駕駛樂趣。
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.
