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“We planned for two years, developed for three years, to create the Fengyun T7 global pure electric SUV. A global car cannot be rushed; it requires slow work for fine results.”
On August 12, these words by Li Xueyong, Executive Vice President of Chery, at the Fengyun T7 pre-sale launch event, sounded somewhat "out of place" in the current Chinese automotive context.
18 months to launch a car has become industry standard
In the traditional fuel vehicle era, developing a new model usually took 3 to 5 years. Now, 16 to 18 months is the norm in China, some even 12 months. Industry average dropped from ~60 months to ~24 months.
"Fast" became the core competition dimension. In 2025, over 230 new cars launched densely. Toyota, Nissan, etc., express looking up to China, shortening R&D cycles.
But the cost of "fast" is showing. In the first 11 months of 2025, EV iteration dispute complaints surged nearly 82 times YoY, about 39,300 cases. Some brands compress cycles, deleting validation projects, putting users at risk.
In this context, controversy over "quick-build cars" came to the forefront. Xinhua News Agency issued a warning on quick-build cars, sparking online debate.
Chery's choice was to simply slow down.
Where did Fengyun T7's 5 years go?
Fengyun T7 started pre-research in 2022, polished for nearly 5 years—2 years planning, 3 years forward R&D.
Li Xueyong said: "These 4 years of Fengyun T7 spent on three places that cannot be fast—R&D cannot be fast, products need repeated polishing; Validation cannot be fast, reliability needs real scene testing; Global user co-creation cannot be fast, need to hear voices from different markets."
Let's look at R&D first. Fengyun T7 is not "domestic exclusive", but a global model developed according to global standards from the start. Chery ranks first in Chinese brand passenger car exports for 23 consecutive years, global users exceeding 20 million. Behind Fengyun T7 are 8 global R&D design centers collaborating, 5000+ global users in surveys, 15 typical countries visited deeply. Body uses 80% high-strength steel, 18.84% hot-formed steel, 9 cross 5 longitudinal cage body structure, benchmarking 2026 E-NCAP 5-star safety standards design, functional safety reaches ASILD highest level. These parameters are not drawn on PPTs, but built line by line of code and collision simulations by engineers.
Look at validation. 81 dedicated durability test cars on-road test simultaneously, total vehicle cumulative mileage over 6 million km, durability special test 1.45 million km. Test environments cover SE Asia rainy season, Middle East high temp exposure, Indonesia high humidity, etc. Covers 95% of global road types—Brazil high speed bump, Mexico cobblestone road, Germany highway high curvature bend, South Africa unpaved muddy road. Global environment adaptation range covers minus 40°C to 55°C.
What is the concept of 6 million km? 150 circles around the earth. If the pace of one car in 18 months, these validations would not be finished.
What comes out of "slow"?
When Fengyun T7 started pre-sale at 109,900 RMB to 129,900 RMB, many found this "slow" built car has no "slow" in product power.
Standard equipment 65.05kWh Rhino Battery, CLTC range all locked at 600km, actual test 667km+. In 100,000 RMB level pure electric SUV market, many competitors use low range version to lower starting price, consumers wanting "enough" range have to add money for high spec. Fengyun T7 directly cancelled this "choice anxiety".
Safety level, 9 airbags, including 48L dual chamber far-end airbag and rear side airbag. Rhino Battery IP68 waterproof reaches national standard 96 times. Chery also promises: If battery itself causes thermal runaway damage, compensate with same model new car. This "backing" posture is rare in the industry.
Intelligence aspect, 4nm process Qualcomm SA8775 Cockpit Driving integrated chip, 72 TOPS computing power, 15.6 inch 2.5K large screen. Falcon 500 Driving assistance system equipped with 22 high precision sensors, supports 300+ scenarios automatic parking. These configurations placed in 100,000 RMB level, competitiveness is real.
Behind these product powers is 2 years planning, 3 years forward R&D investment. In other words, Fengyun T7 did not "steal time" in any key link.
When everyone rushes forward, isn't the person who dares to stop and fix the road more worthy of respect?
Fengyun T7's most special place is its launch path—run around the globe first, then return to domestic. Homologous model Lepas L6 has pre-sold in South Africa, launched in Thailand, next enter EU, Aus/NZ, UK, etc. markets. This is not a car made in domestic first then try to sell abroad, but a product from project initiation that followed global standards, validated around the globe, and returned to domestic with real feedback from overseas markets.
Southeast Asia rainy season forced engineers to consider water wading and sealing, Middle East exposure tested material aging and infotainment system cooling, Nordic low temp amplified thermal management issues. World's complex road conditions and extreme climate, pre-check problems for Chinese consumers. Use time to exchange reliability, use global validation to exchange user trust—this is "slow" commercial value.
Writing at the end:
Back to the initial question.
Industry average development cycle compressed from 60 months to 24 months, some brands take 18 months even 12 months as normal, Chery uses 5 years to polish one car, is this "falling behind the pace"?
Answer perhaps depends on how you define "competitiveness".
If competitiveness equals "speed to seize market window", then 5 years is indeed too slow. But if competitiveness equals "reliability of a car after 10 years". 5 years, might be just right.
In this era where "speed is invincible", Fengyun T7 itself is an attitude.
And attitude, sometimes is the hardest competitiveness.
In the Malaysian SUV market, many buyers compare Proton X50 and Chery Tiggo 7 PHEV when choosing a car. These two cars are quite close in price and positioning, today we will do a detailed comparison from multiple aspects to save you the time of doing research.
The Proton X50 OTR price in Malaysia is RM 89,800 - 113,300, with a total of 4 variants, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The Chery Tiggo 7 PHEV OTR price in Malaysia is RM 129,750 - 129,750, with a total of 2 variants, including 2025 1.5T 90km CSH (RM 129,750), What charging methods does the Tiggo 7 PHEV support? Can it be charged using a home power socket? (RM 117,478), etc.
From a pricing perspective, the Proton X50 starting price is indeed RM 39,950 cheaper than the Chery Tiggo 7 PHEV. If your budget is limited, Proton's entry-level version can already meet daily needs. But you should also note, that few thousand difference in price, there might be trade-offs in features, specifically depending on your needs.
Proton X50 is equipped with 1.5L 4-cyl, horsepower 105 hp. Official fuel consumption 6.0 L/100km.
Chery Tiggo 7 PHEV is equipped with Hybrid, horsepower 170 hp. Official fuel consumption 4.5 L/100km.
In terms of power, the Chery Tiggo 7 PHEV Hybrid has 65 more horsepower than the Proton X50 1.5L 4-cyl. However, for daily city driving, the power of both cars is sufficient, you won't feel underpowered.
Proton X50 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Chery Tiggo 7 PHEV safety rating is TBD, active safety systems include Basic.
In terms of safety features, both cars have received good ratings. However, Proton X50's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Chery Tiggo 7 PHEV's Basic have some differences in functions, if you value active safety more, you can compare the function lists of both.
Proton X50 vehicle length 4400 mm, trunk 400 L.
Chery Tiggo 7 PHEV vehicle length 4400 mm, trunk 400 L.
The dimensions of both cars are almost the same, interior space difference is not large. Cars of this class are completely sufficient for daily use.
Proton X50 warranty 5 years / 150,000km, service interval Every 10,000km or 6 months.
Chery Tiggo 7 PHEV warranty 3 years / 100,000km, service interval Every 10,000km or 6 months.
Overall, Proton X50 and Chery Tiggo 7 PHEV are both good models in the Malaysian market. Choosing which one depends on your personal needs and budget. We recommend everyone do their homework, compare quotes from several dealers, then go test drive to make a final decision. Buying a car is a big matter, spending time on research will definitely not be wrong.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Proton X50 同 Chery Tiggo Cross 嚟做比較。呢兩款車喺價位同定位上都幾接近，今日我就由多個方面做一個詳細嘅比較，幫你慳返做功課嘅時間。
Proton X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，一共 4 個版本，包括 1.5T Executive（RM 89,800）、1.5T Premium（RM 101,800）、1.5T Flagship（RM 113,300） 等。
Chery Tiggo Cross 喺馬來西亞嘅 OTR 售價係 RM 88,750 - 99,750，一共 2 個版本，包括 2025 HEV 1.5L CSH（RM 99,750）、2025 1.5T Standard（RM 88,750） 等。
從價錢嚟睇，Chery Tiggo Cross 嘅起步價比 Proton X50 平咗 RM 1,050。老實講，喺呢個價位段，幾千塊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
Proton X50 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Chery Tiggo Cross 嘅安全評級係 TBD，主動安全系統包括 Basic。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 Proton X50 嘅 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 同 Chery Tiggo Cross 嘅 Basic 喺功能上有啲差異，如果你比較重視主動安全嘅話，可以仔細對比吓兩者嘅功能列表。
Proton X50 車身長 4400 mm，行李廂 400 L。
Chery Tiggo Cross 車身長 4400 mm，行李廂 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差異唔大。呢個級別嘅車，日常使用完全夠用。
Proton X50 同 Chery Tiggo Cross 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更重視品牌口碑同二手價，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。最終始終建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，Proton X50 同 Chery Tiggo Cross 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵始終係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，再去做試駕做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
July 16, GAC Group held a special gratitude event at the Trumpchi Factory to commemorate its milestone of welcoming the 30 millionth user. On site, leaders from Guangdong Province, Guangzhou City, and Panyu District, Fu Bingfeng (Executive Vice President and Secretary-General of China Association of Automobile Manufacturers), GAC Group Chairman Feng Xingya, General Manager Ge Xianqing, and other management members, as well as representatives from the supply chain, channels, domestic and overseas car owners, employees, and media, gathered together to witness this historic moment.
From the first vehicle rolling off the production line to the delivery of the 30 millionth vehicle today, GAC has walked a full 29 years. Behind this number lies the trust of millions of users for the brand, reflecting GAC's long-standing obsession with quality and safety, and the determination to move forward decisively in the wave of electrification and intelligence. More profoundly, it is also a vivid footnote to the Chinese automobile industry evolving from large to strong, and shifting from scale expansion to value leap.
Global Connection, Intelligent New Energy Array Presents Transformation Foundation
At the event, GAC showcased GAC Honda P7, GAC Toyota bZ7, Qijing GT7, GAC Aion N60, and GAC Hyper S600 sequentially through global multi-base live connections, serving as the 29,999,995th to 29,999,999th vehicles off the line. Subsequently, the right-hand drive Trumpchi M8 PHEV officially appeared as the 30 millionth vehicle. This collective appearance of the full-line new energy vehicles intuitively presents GAC's acceleration rhythm on the electrification and intelligence tracks.
In the delivery segment, Feng Xingya personally handed the key of the 30 millionth vehicle to Thai owner Tony Jaa. This moment not only froze a number but also became an emotional footnote for GAC's "two-way rush" with global users.
This trust spanning national borders also constitutes the confidence for GAC to move forward steadily during the industry's deep adjustment period. Data shows that in the first half of this year, GAC Group's cumulative sales reached 773,100 units, a year-on-year increase of 2.35%, among which new energy vehicle sales increased by 68.8%; overseas exports broke 120,000 units, a surge of 132% year-on-year, running its own rhythm amidst changes.
Quality Establishes the Foundation, Building Confidence for Millions of Users' Travel
"Quality is the bottom line that GAC will never retreat on," Feng Xingya emphasized in his speech. In GAC's growth logic, scale expansion has never been detached from the cornerstone of quality. For years, the group has adhered to the policy of "Quality First," integrating Honda's Total Quality Management, Toyota's Lean Production Methods, and the essence of Lingnan culture, gradually forming a distinctive quality management model centered on "Integrated Innovation." The ultimate goal of all efforts points to only one thing — building cars that let users drive with peace of mind, use with ease, and ride with comfort.
From R&D to manufacturing, GAC has established a rigorous quality control system covering the entire chain: before the launch of every new car, it must undergo extreme environment verification such as extreme cold, high temperature, plateau, high humidity, high corrosion, mountainous areas, sand and dust, completing "Two Winters and One Summer" actual road tests; relying on test sites and laboratories, covering 12 major items and over 1,500 test sub-items, forming a systematic quality verification closed loop. And GAC Aion Smart Eco Factory, as the "world's first new energy vehicle lighthouse factory," ensures the stability of mass production quality through digital intelligent manufacturing systems.
In terms of core technology safety, the Xingling Security Guardian System builds four-dimensional protection dimensions, with eight key systems adopting dual redundancy design, cumulatively protecting nearly 2 million users and successfully avoiding 6.28 million potential travel risks; Prism Battery installations reached 1.5 million units, with safe driving mileage exceeding 160 billion kilometers. Service side also adds support, GAC was the first in the industry to launch the proprietary brand "Three Responsibility Guarantee" policy, actively providing bottom-line guarantees for user concerns related to batteries and intelligent driving assistance. It is these invisible safety lines of defense and visible service commitments that support the brand trust behind 30 million sales.
User First, Creating a Full-Cycle Warm Service System
"What users care about, we remember in our hearts; what users expect, we go all out for." Feng Xingya stated that the user-centric concept has long been integrated into GAC's development genes. The enterprise always follows the values of "People First, Integrity as the Way, Innovation as Priority," and the core of "People First" is being user-centric.
On one hand, GAC regularly holds "User All Microphone Open" activities, inviting users to the site for face-to-face communication, and establishes a full-process closed-loop management mechanism to ensure every suggestion is properly responded to, and common issues are optimized to all users immediately after going online. At the same time, the group has established a dedicated user insight department to promote full-chain transformation from problem discovery to solution, guaranteeing user demands are "answered for every item and implemented for every matter" at the organizational level.
On the other hand, the service network is also sinking fast. At the channel end, 1,000 county-level authorized stores are planned to be added this year; at the response end, launch "Super Butler" service, achieving 5-second response, 2-hour completion, allowing user demands to reach quick handling; at the energy replenishment end, build a "9 Vertical, 10 Horizontal" energy replenishment network, already covering 31 provinces and 213 cities in the country, realizing "1 kilometer straight line must have a station" in core urban areas, self-operated charging piles exceeding 27,000 units, of which supercharging piles exceed 20,000 units, providing efficient and convenient energy replenishment experience for new energy car owners.
The core of this gratitude event is precisely to express sincere thanks to the 30 million users for their long-term companionship. On site, Feng Xingya announced the launch of "GAC Group 30 Million Vehicles Off-Line · Renewal Gratitude Season" from today, GAC Honda, GAC Toyota, GAC Trumpchi, GAC Aion, GAC Hyper, and Qijing Motors six brands will respectively launch special policies for new purchase, replacement, additional purchase and other scenarios to reward every trust.
Technology Grounds, Letting Frontier Innovation Serve Real Travel
Starting from 30 million vehicles as a new starting point, GAC is using innovation as an engine, accelerating towards the future of electrification and intelligence, letting frontier technology truly convert into user-perceivable peace of mind and convenience.
In the power field, Star Source Power created by the "National Excellent Engineer Team" covers three technology routes: Star Source Range Extender, Star Source Plug-in Hybrid, and Star Source Super Dual Engine, which will be successively equipped on more mass production models. Each power product must pass 100,000 hours bench and whole vehicle verification, equivalent mileage over 10 million kilometers, ensuring performance remains stable and reliable in all scenarios and regions.
In terms of three-electrics, GAC continues to tackle pain points such as ultra-fast charging and low-temperature range, has built a full solid-state battery pilot production line, launched extreme energy consumption technology, mass-produced Quark Electric Drive motor highest efficiency exceeds 99%, reaching industry leading level.
In intelligent connected vehicle field, Super Brain Xingling Architecture continues to iterate, connecting intelligence driving, cockpit, power, chassis, body, vehicle networking six systems, realizing "One Brain Management", comprehensive performance increased by 40%; Star River Smart Cabin realizes end-cloud fusion, letting vehicles truly become "thinking, understanding human heart" travel partners. At the same time, GAC will join hands with Huawei, CATL, Didi, Tencent, Alibaba and other top partners to build a more powerful AI smart ecosystem.
As of now, GAC Group cumulative R&D investment exceeds 62 billion yuan, global R&D team scale exceeds 6,800 people. Continuous technical deep plowing is pushing GAC products to evolve comprehensively from commuting tools to intelligent travel partners, mobile smart spaces, and green energy ecosystems.
Facing the future, GAC will continue to take user needs as coordinates, quality as foundation, technological innovation as core driving force, and global layout as path, steadily advance towards ecological tech GAC, march shoulder to shoulder with more users, achieve each other, and jointly drive towards a smarter, greener, and broader new journey.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會用 Perodua Aruz 同 Mazda CX-5 嚟做比較。兩款車喺價錢同定位上都幾接近，我哋而家會從多個方面做一個詳細嘅比較，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，合共有 2 個版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900） 等。
Mazda CX-5 喺馬來西亞嘅 OTR 售價係 RM 135,469 - 166,760，合共有 3 個版本，包括 2025 2.0L AT 35th Anniversary（RM 316,154）、2025 2.0L AT（RM 296,154）、2025 2.0L MT（RM 294,154） 等。
由價錢睇嚟，Perodua Aruz 嘅起步價確實比 Mazda CX-5 平咗 RM 62,569。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，平嗰幾千塊，可能會喺配備上有所取捨，具體要睇你嘅需要。
Perodua Aruz 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括。
Mazda CX-5 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算畀好齊全了。而家嘅新車安全性都唔差，唔使太擔心這一點。
Perodua Aruz 採用 FWD 驅動方式。
Mazda CX-5 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。
Perodua Aruz 同 Mazda CX-5 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。
總括嚟講，Perodua Aruz 同 Mazda CX-5 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵都係要睇你嘅個人需要同預算。建議大家做足功課，多比較幾間車行嘅報價，再去試駕做最後決定。買車係件大事，花點時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Hyundai Santa Fe 同 BMW X1 嚟做比較。這兩款車喺價位同定位上都幾接近，今日我哋就由多個方面做個詳細嘅比較，幫你省返做足功課嘅時間。
Hyundai Santa Fe 喺馬來西亞嘅 OTR 售價係 RM 225,000 - 270,000，總共有 3 個版本，包括 2025 2.5T DCT 4WD Calligraphy 6 Seats（RM 270,000）、2025 HEV 1.6T AT 2WD Prestige 7 Seats（RM 245,000）、2025 HEV 1.6T AT 2WD Prime 7 Seats（RM 225,000） 等。
BMW X1 喺馬來西亞嘅 OTR 售價係 RM 252,800 - 252,800，總共有 2 個版本，包括 sDrive18i（RM 220,000）、sDrive20i（RM 250,000） 等。
從價格嚟睇，Hyundai Santa Fe 嘅起步價真係比 BMW X1 平咗 RM 27,800。如果你預算有限，Hyundai 嘅入門版已經可以滿足日常需求。但都要注意，平咗嗰幾千蚊，可能喺配備上面會有取舍，具體要睇返你嘅需求。
Hyundai Santa Fe 搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
BMW X1 搭載 2.0L Turbo，馬力 220 hp。官方油耗 9.5 L/100km。
動力方面，BMW X1 嘅 2.0L Turbo 比 Hyundai Santa Fe 嘅 2.0L 4-cyl 多咗 50 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得冇勁。
Hyundai Santa Fe 嘅安全評級係 TBD，主動安全系統包括 Basic。
BMW X1 嘅安全評級係 5★ (Euro NCAP)，主動安全系統包括 Premium ADAS。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 Hyundai Santa Fe 嘅 Basic 同 BMW X1 嘅 Premium ADAS 喺功能上面有少少差異，如果你比較重視主動安全嘅話，可以仔細睇返兩者嘅功能列表。
Hyundai Santa Fe 車身長 4400 mm，行李箱 400 L。
BMW X1 車身長 4400 mm，行李箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
Hyundai Santa Fe 採用 FWD 驅動方式。
BMW X1 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大區別。
總括嚟講，Hyundai Santa Fe 同 BMW X1 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係要睇返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，再去試駕先做最終決定。買車係件大事，花啲時間做足功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嗰陣都會揸 Chery Tiggo 7 PHEV 同 Hyundai Santa Fe 來做比較。今日我哋由多個方面做一個詳細嘅對比，幫你省咗做功課嘅時間。
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？可以用家用電源插座充電嗎？（RM 117,478） 等。
Hyundai Santa Fe 喺馬來西亞嘅 OTR 售價係 RM 225,000 - 270,000，一共有 3 個版本，包括 2025 2.5T DCT 4WD Calligraphy 6 Seats（RM 270,000）、2025 HEV 1.6T AT 2WD Prestige 7 Seats（RM 245,000）、2025 HEV 1.6T AT 2WD Prime 7 Seats（RM 225,000） 等。
由價錢睇嚟，Chery Tiggo 7 PHEV 嘅起步價確實比 Hyundai Santa Fe 平咗 RM 95,250。如果你預算有限，Chery 嘅入門版已經可以滿足日常需要。但都要留意，便宜嗰幾千蚊，可能會喺配備上有所取捨，具體要看你嘅需求。
Chery Tiggo 7 PHEV 嘅安全評級係 TBD，主動安全系統包括 Basic。
Hyundai Santa Fe 嘅安全評級係 TBD，主動安全系統包括 Basic。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心這一點。
Chery Tiggo 7 PHEV 車身長 4400 mm，尾箱 400 L。
Hyundai Santa Fe 車身長 4400 mm，尾箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
Chery Tiggo 7 PHEV 同 Hyundai Santa Fe 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。最後始終建議兩款都去試駕，親身體驗先至最重要。
總體嚟講，Chery Tiggo 7 PHEV 同 Hyundai Santa Fe 都係馬來西亞市場幾唔錯嘅車款。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，多比較幾間車行之嘅報價，再去試駕做最終決定。買車係一件大事，花啲時間做功課絕對唔會錯。
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。
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.
