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In Malaysia's SUV market, many buyers compare Proton X70 and Chery Tiggo 7 Pro when choosing a car. These two cars have quite similar prices 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.
Chery Tiggo 7 Pro's OTR price in Malaysia is RM 123,750 - 123,750, with a total of 2 versions, including 1.6L Turbo Standard (RM 125,000), 1.6L Turbo Premium (RM 140,000), etc.
From a price perspective, Proton X70's starting price is indeed RM 16,950 cheaper than Chery Tiggo 7 Pro. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note, the few thousand cheaper, there might be trade-offs on equipment, specifically depending on your needs.
Proton X70 is equipped with a 1.5L Turbo, 140 hp horsepower. Official fuel consumption 7.0 L/100km.
Chery Tiggo 7 Pro is equipped with a 1.5L Turbo, 140 hp horsepower. Official fuel consumption 7.0 L/100km.
Both cars use the same power system, the driving feeling in daily use is basically no difference. Fuel consumption is also about the same, no need to worry too much about this point.
Proton X70 body length 4400 mm, trunk 400 L.
Chery Tiggo 7 Pro body length 4400 mm, trunk 400 L.
Both cars' dimensions are almost the same, interior space difference is not large. For this level of cars, daily use is completely sufficient.
Proton X70 adopts FWD drive method.
Chery Tiggo 7 Pro adopts FWD drive method.
Both cars' drive methods are the same, all FWD, daily driving feeling will not have too big a difference.
Proton X70 and Chery Tiggo 7 Pro 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 and equipment, then choose the one with richer configuration. In the end, it is still suggested to test drive both models, personal experience is the most important.
Overall, Proton X70 and Chery Tiggo 7 Pro are both quite good car models in the Malaysian market. Which one to choose, the key is still to see your personal needs and budget. Everyone is advised to do homework well, compare quotes from several car dealers, then go test drive to make the final decision. Buying a car is a big matter, spending some time doing homework absolutely will 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寶騰 X70 同馬自達 CX-3 嚟做比較。呢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一個詳細嘅對比，幫你省咗做功課嘅時間。
寶騰 X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 3 個版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300）等。
馬自達 CX-3 喺馬來西亞嘅 OTR 售價係 RM 126,159 - 139,159，一共有 2 個版本，包括 2023 2.0L High（RM 139,159）、2023 2.0L Plus（RM 126,159）等。
由價錢睇落，寶騰 X70 嘅起步價真係比馬自達 CX-3 平咗 RM 19,359。如果你預算有限，寶騰嘅入門版已經可以滿足日常需求。但要注意，平嗰幾千蚊，可能喺配備上面會有取舍，具體要看你嘅需求。
寶騰 X70 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
馬自達 CX-3 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
兩款車用住同一套動力系統，日常開嘅感覺基本冇乜分別。油耗方面都差不多，唔使太糾結這一點。
寶騰 X70 車身長 4400 mm，後備箱 400 L。
馬自達 CX-3 車身長 4500 mm，後備箱 450 L。
空間方面，馬自達 CX-3 嘅車身比寶騰 X70 長咗 100 mm，乘坐空間更有優勢。不過寶騰 X70 喺城市入面泊車會靈活啲，各有取舍。
寶騰 X70 採用 FWD 驅動方式。
馬自達 CX-3 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。
寶騰 X70 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
馬自達 CX-3 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
兩款車嘅保修條件一樣，呢方面唔使糾結。實際保養成本仲要睇品牌嘅服務網絡同零件價格，建議去車友群問吓真實車主嘅經驗。
總嚟講，寶騰 X70 同馬自達 CX-3 都係馬來西亞市場好唔錯嘅車型。揀邊部，關鍵仲係要睇你嘅個人需求同預算。建議大家做足功課，多比較幾間車行嘅報價，再去做試駕先做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
In the SUV market in Malaysia, many buyers compare the Proton X70 and Toyota Yaris Cross when choosing a car. These two cars are quite close in terms of price and positioning. Today, we will do a detailed comparison from multiple aspects to help you save time on research.
The OTR price for the Proton X70 in Malaysia is RM 106,800 - 122,300, with a total of 3 versions, including 1.5L Standard 2WD (RM 106,800), 1.5L Executive 2WD (RM 115,800), 1.5L Premium 2WD (RM 122,300), etc.
The OTR price for the Toyota Yaris Cross in Malaysia is RM 99,900 - 109,900, with a total of 2 versions, including 2026 1.5L Standard (RM 99,900), 2026 HEV 1.5L Standard (RM 109,900), etc.
From a price perspective, the starting price of the Toyota Yaris Cross is RM 6,900 cheaper than the Proton X70. Honestly, at this price range, the difference of a few thousand is not actually significant; the key is to look at the overall value for money and long-term usage costs.
The Proton X70 uses FWD drive configuration.
The Toyota Yaris Cross uses FWD drive configuration.
The drive configuration for both cars is the same, both are FWD, so there shouldn't be a huge difference in daily driving experience.
Proton X70 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Toyota Yaris Cross warranty 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
Both the Proton X70 and Toyota Yaris Cross 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 value for money and features, choose the one with richer configurations. Finally, it is recommended to test drive both, as hands-on experience is the most important.
Overall, both the Proton X70 and Toyota Yaris Cross are quite good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. It is recommended to do your research, compare quotes from several car dealerships, and then test drive to make the final decision. Buying a car is a big matter, spending some time doing research will definitely not be wrong.
喺马来西亚嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Proton X50 同 Kia Sportage 嚟做比較。這兩款車喺价位同定位上都幾接近，今日我就從多個方面做一個詳細嘅比較，幫你省下做功課嘅時間。
Proton X50 喺马来西亚嘅 OTR 售價係 RM 89,800 - 113,300，一共有 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。
Kia Sportage 喺马来西亚嘅 OTR 售價係 RM 129,639 - 179,320，一共有 4 個版本，包括 2025 1.6T DCT 4WD High（RM 179,320）、2025 1.6T DCT 2WD High（RM 159,320）、2025 2.0L AT 2WD High（RM 139,639） 等。
從價錢來看，Proton X50 嘅起步價確實比 Kia Sportage 便宜咗 RM 39,839。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但都要注意，便宜嗰幾千蚊，可能喺配備上面會有取捨，具體要看你嘅需求。
Proton X50 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Kia Sportage 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Kia Sportage 嘅 1.5L Turbo 比 Proton X50 嘅 1.5L 4-cyl 多咗 35 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
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)。
Kia Sportage 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Drive Wise。
兩款車嘅安全評級一樣，喺呢個級別裡面安全配備都算俾得好齊全。而家嘅新車安全性都唔差，唔使太擔心這一點。
Proton X50 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Kia Sportage 保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，Proton X50 同 Kia Sportage 都係马来西亚市場好唔錯嘅車型。揀邊一輛，關鍵都要睇你嘅個人需求同預算。建议大家做好功课，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花啲時間做好功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Proton X50 同 Chery Tiggo 9 做比較。這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一個詳細嘅比較，幫你省返做功課嘅時間。
Proton X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，一共有 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 9 喺馬來西亞嘅 OTR 售價係 RM 166,800 - 179,800，一共有 1 個版本，包括 2026 2.0T Standard（RM 179,750） 等。
從價錢嚟睇，Proton X50 嘅起步價真係比 Chery Tiggo 9 平咗 RM 77,000。如果你預算有限，Proton 嘅入門版已經可以滿足日常需要。但都要留意，平嗰幾千蚊，可能喺配備上會有取舍，具體就要睇你嘅需求。
Proton X50 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Chery Tiggo 9 搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，Chery Tiggo 9 嘅 2.0L 4-cyl 比 Proton X50 嘅 1.5L 4-cyl 多咗 65 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠勁。
Proton X50 車身長 4400 mm，後備箱 400 L。
Chery Tiggo 9 車身長 4400 mm，後備箱 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，日常使用完全足夠。
Proton X50 採用 4WD 驅動方式。
Chery Tiggo 9 採用 FWD 驅動方式。
Proton 嘅 4WD 同 Chery 嘅 FWD 喺操控上會有唔同感受，建議試駕比較。
Proton X50 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Chery Tiggo 9 保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
總括嚟講，Proton X50 同 Chery Tiggo 9 都係馬來西亞市場好唔錯嘅車型。揀邊架，關鍵仲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，再去試駕先至做最後決定。買車係件大事，花啲時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Proton X50 同 Mazda CX-5 嚟做比較。
Proton X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，一共有 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。
Mazda CX-5 喺馬來西亞嘅 OTR 售價係 RM 135,469 - 166,760，一共有 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。
由價錢睇落，Proton X50 嘅起步價確實比 Mazda CX-5 平咗 RM 45,669。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但都要注意，平嗰幾千塊，喺配備上可能會會有取捨，具體就要睇你嘅需求。
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)。
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給得好齊全。而家嘅新車安全性都唔差，唔使太擔心這一點。
Proton X50 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Mazda CX-5 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
兩款車嘅保修條件一樣，呢方面唔使糾結。實際保養成本仲要睇品牌嘅服務網絡同零件價格，建議去車友群問吓真實車主嘅經驗。
Proton X50 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，就揀配置更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。
總嘅嚟講，Proton X50 同 Mazda CX-5 都係馬來西亞市場好唔錯嘅車型。揀邊輛，關鍵都係要睇你嘅個人需求同預算。建議大家做足功課，多比較幾間車行嘅報價，再落去試駕先做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Proton X50 同 Honda HR-V 嚟做比較。呢兩款車喺價位同定位上都差唔多，我地而家就從多個方面做一次詳細嘅對比，幫你省返做功課嘅時間。
Proton X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，一共有 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。
Honda HR-V 喺馬來西亞嘅 OTR 售價係 RM 115,900 - 143,900，一共有 4 個版本，包括 2026 e:HEV 1.5L RS（RM 143,900）、2026 1.5T V（RM 137,900）、2026 1.5T E（RM 130,900） 等。
從價錢睇，Proton X50 嘅起步價確實比 Honda HR-V 平咗 RM 26,100。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但都係要留意，平嗰幾千蚊，可能喺配備上面會有取舍，具體要看你嘅需求。
Proton X50 裝載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Honda HR-V 裝載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Honda HR-V 嘅 1.5L Turbo 比 Proton X50 嘅 1.5L 4-cyl 多咗 35 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
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)。
Honda HR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING (ACC, CMBS, LKAS, RDM)。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算給得好齊全。而家嘅新車安全性都唔差，唔使太驚呢一點。
Proton X50 採用 4WD 驅動方式。
Honda HR-V 採用 FWD 驅動方式。
Proton 嘅 4WD 同 Honda 嘅 FWD 喺操控上面會有唔同感受，建議試駕比較。
Proton X50 同 Honda HR-V 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，那就揀配置更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。
總嘅嚟講，Proton X50 同 Honda HR-V 都係馬來西亞市場好唔錯嘅車型。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，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
Exports are surging, but the domestic market is leaking.
Sales of 1.8085 million in half a year! This would be enough for any Chinese automaker to stand head and shoulders above the rest.
However, for BYD today, behind this report card is not a victory lap, but a touch of anxiety.
Just like all Chinese listed automakers, overseas performance is soaring, while the domestic market faces harsh conditions; technology keeps breaking through, but profits are bleeding non-stop.
With the "single dominance" pattern broken, how can this technology-focused new energy vehicle giant turn the tide?
01
From an absolute sales figure perspective, BYD's single-month sales of 403,500 in June make it the only automaker to break the 400,000-vehicle mark that month. Within the Chinese independent brand camp, it still firmly holds the top spot.
In the first half of this year, with sales of 1.8085 million, BYD continued to secure the champion title among independent brands; however, the luster of this "champion" has slightly faded. With a significant gap of 236,800 vehicles, BYD lost to SAIC Group and failed to retain the sales crown among Chinese listed automakers.
More critically, the signal of being overtaken by SAIC Group is far more alarming than the numbers themselves. It means BYD no longer possesses a "crushing" competitive barrier; some rivals have already found ways to crack it.
Not only that, but the footsteps of followers are constantly drawing closer. Geely and Chery achieved sales of 1.423 million and 1.2751 million respectively in the first half of the year, both maintaining positive growth. Rivals that BYD once left so far behind they couldn't even see the taillights are now appearing in its rearview mirror, closer than ever.
It cannot be ignored that while others are chasing, BYD is merely slowing the rate of decline.
Among the 18 Chinese automakers registered in "AutosKline" statistics, BYD's 15.72% year-on-year decline was only better than FAW Group, Changan Automobile, and XPeng Group.
02
Starting this year, the pattern of BYD's single dominance has been broken, replaced by the new normal of "fierce competition among rivals".
More worrying is the domestic market. In the first half of this year, BYD's domestic sales were 1.0191 million, a 39% decrease year-on-year.
Wang Chuanfu stated at the shareholder meeting in December last year, "Declining technology leadership and industry homogeneity." These few words summed up BYD's passive situation in the domestic market.
As Wang Chuanfu said, such rivals as Geely, Chery, and even SAIC Group continue to launch competitor products against BYD at the product level, whether pure electric or plug-in hybrid, almost completely erasing BYD's first-mover advantage.
However, it needs to be clarified that this 39% decline is not entirely "blood loss". The same period of 2025 saw an explosive growth in new energy vehicle penetration rates, which set a huge base. BYD is also actively undergoing structural adjustments, compressing low-profit ride-hailing and low-price orders, and tilting capacity towards high-end models and overseas markets.
Therefore, BYD's passive situation in the domestic market also has components of active contraction.
However, this passivity is now transmitting from "sales" to "profits".
03
On April 28, BYD disclosed its 2026 Q1 report: Operating revenue was 150.225 billion yuan, a 11.82% year-on-year decline; Net profit attributable to the parent company was 4.085 billion yuan, plummeting 55.38% year-on-year; Deducted non-recurring net profit was 4.148 billion yuan, a 49.24% year-on-year decline.
Behind the profit being cut in half, foreign exchange losses were also a fatal "black swan". First-quarter financial expenses reached 2.1 billion yuan, while the same period last year saw 1.908 billion yuan in foreign exchange gains. One step forward, one step back, the exchange factor alone swallowed a scissors difference of about 4 billion yuan.
In its globalization process, BYD holds a large USD exposure. A weakening dollar caused this technology-focused automaker to pay a heavy price on the financial battlefield.
What is the concept of 4 billion yuan? BYD's full-year net profit in 2025 was about 30 billion yuan; one quarter evaporated profits equivalent to over 13% of the whole year.
Of course, a weakening dollar also reduced the import costs of some raw materials (such as lithium mines, chips), but this dividend is far from enough to offset the direct impact of foreign exchange on the income statement.
At the same time, the decline in revenue and profits is also directly related to the domestic price war and falling sales.
So, where does its growth momentum come from?
04
The answer, like almost all Chinese listed automakers, still points overseas.
In the first half of this year, BYD's cumulative overseas sales reached 789,400, a year-on-year surge of 67.92%; single-month exports in June were 174,900, a year-on-year explosion of 95%, setting a new historical high.
Meanwhile, the proportion of overseas sales in total sales has broken 43%, and the completion rate of the 1.5 million overseas target for the year has reached 52.62%.
"AutosKline" believes that against the background of overall sales decline, the strong growth in the overseas market is almost the only support for listed automakers' confidence in the capital market.
From the start of production in Thailand and Uzbekistan factories, to the first car rolling off the line in Brazil, to the confirmation that the Hungary factory will start assembly in the fourth quarter, BYD is completing the qualitative change from product export to industry export.
Bank of Communications International even stated directly that "the overseas market remains one of the most certain sources of growth for BYD".
However, there is an inescapable problem. BYD's 789,400 overseas incremental volume in half a year, minus the approximately 670,000 domestic decline year-on-year, results in a net increase of only about 120,000 vehicles.
The overseas market is indeed galloping, but more so to fill the gap left by falling domestic sales. This is BYD's current most realistic situation.
Furthermore, behind the high growth overseas lie hidden worries. New regulations in Malaysia have stalled local factories, European tariff barriers remain, and the huge foreign exchange losses in the first quarter exactly exposed BYD's financial risk management shortcomings in its global layout.
These issues remind us: is the overseas market the cure or the new lesion? The answer depends on whether BYD can win on both battlefields simultaneously.
However, even if there are many uncertainties overseas, BYD still has another card in its hand—technology.
05
In March, BYD officially launched the second-generation Blade Battery and Flash Charging technology. Under normal temperature, charging from 10% to 70% takes only 5 minutes, and from 10% to 97% takes only 9 minutes. This is undoubtedly one of the most impactful technology breakthroughs in the new energy vehicle field in 2026.
With the release of the new batteries and flash charging technology, BYD's orders also exploded in growth. On the launch day of Datang EV, cumulative orders broke 150,000.
Problems emerged as well: capacity cannot keep up.
Wang Chuanfu admitted at the shareholder meeting: "This year, BYD's sales will depend on battery production volume."
Currently, the production capacity of the second-generation Blade Battery is climbing by 20,000 to 30,000 units per month, but distant water cannot solve near fire. Deliveries of popular models need to wait several months, and a large number of orders face the risk of being lost while waiting.
Technology leadership but losing to capacity ramp-up, this is a happy dilemma. Even for BYD, it is inevitable to fall into a temporary stalemate in supply chain management and mass production rhythm control. The time gap between technology launch and capacity release has discounted the first-mover advantage.
Facing triple pressure from sales, profits, and capacity, BYD's choice is, rather than passively taking a beating, to actively transform.
06
Since mid-June, BYD has launched the largest-scale whole-vehicle business organizational transformation since its inception.
The four brands—Dynasty, Ocean, Denza, and Fang Cheng Bao—are fully implementing independent operations, implementing market-based mechanisms for independent accounting and self-responsibility. Each brand calling upon group production lines, batteries, core technologies and other shared resources will be settled separately according to internal pricing mechanisms.
At the same time, the Group Engineering Research Institute has been split into five, establishing five brand-specific research institutes. This is completely different from the current industry consolidation and reorganization for mutual aid.
The core logic of this combination punch is only one—breaking the "big pot" mentality. In the past, the group's unified backup mode made each brand lack profit awareness, product homogeneity was serious, and internal resource competition was intense; now, profits go to the team, losses are borne by themselves.
However, carrying out internal partitioning on the eve of sales decline and profit cut is inevitable to experience pain. Independent accounting for each brand means a temporary decline in collaboration efficiency. If internal collaboration costs rise significantly in the short term, BYD may face the pain period of big enterprise disease.
Splitting the research institute into five, if coordination is not handled well, common platforms such as chassis and intelligent driving may face the risk of reinventing the wheel.
The effect of this transformation will not be immediate, but the direction is clear: farewell to extensive growth, return to the essence of operations.
07
After the disclosure of BYD sales data, multiple institutions released research reports. The overall view is optimistic, generally acknowledging that overseas sales exceeding expectations is the biggest highlight, and看好 flash charging technology + second-generation Blade Battery building differentiated barriers; at the same time, it is believed that the company is gradually coming out of the bottom of the fundamental situation, and domestic sales are being repaired month by month.
Among them, Oriental Securities maintained a "Buy" rating, believing that overall sales improved year-on-year and month-on-month, and overseas sales hit a new high; Huachuang Securities gave a "Strong Push" rating and raised the annual export expectation to over 1.8 million.
However, there are also different voices. CLSA lowered the full-year sales forecast from 4.9 million to 4.6 million, and the target price from 130 HKD to 120 HKD, to reflect sales lower than expected and domestic recovery slowing. However, CLSA still gave BYD a "High Confidence Outperform" rating.
This divergence essentially reflects the difference in the market's judgment on "whether BYD can stop bleeding domestically". No matter how strong the overseas market is, if the domestic market continues to lose blood, the overall growth ceiling remains clear.
Views of AutosKline:
From barbaric growth to stock competition, BYD has found incremental volume overseas, built barriers in technology, and turned the knife inward in organization. These actions show that Wang Chuanfu's team is fully aware of the problems.
But strategic clarity does not equal tactical smoothness. Shortcomings in exchange rate risk management led to 4 billion profits vanishing; ramp-up rhythm out of control, orders in hand but cars cannot be delivered; trapped in a price war quagmire, brand premium ability is being continuously diluted...
Wang Chuanfu said, "The worst time is over", but this does not mean "the good times are coming".
From hitting bottom to rebounding, there is a long road of capacity ramp-up, continuous consumption of domestic price wars, and periodic threats of foreign exchange risks in between.
SAIC, Geely, Chery... will not give BYD time to catch its breath. The competition in the second half of the year will be even more cruel.
Content is original from [AutosKline], content reference material originates from listed company announcements and industry public information (relevant companies and institutions should have the obligation to be truthful and responsible); some pictures are from the internet, copyright belongs to the original author.
This account articles, without authorization, cannot be reprinted, and will be prosecuted. At the same time, the article content does not constitute investment advice for anyone! Stock market risk is high, investment must be cautious!
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 嚟比較。呢兩部車喺價位同定位上都幾相近，今日我哋就由多個方面做一個詳細比較，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 - 77,900，一共有 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）、支持咩充電方法？可唔可以用家用插座充電？（RM 117,478）等。
從價錢睇落，Perodua Aruz 嘅起步價確實比 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。但都需要注意，平嗰幾千蚊，可能喺配備上要有取舍，具體睇你嘅需要。
Perodua Aruz 裝載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Chery Tiggo 7 PHEV 裝載 Hybrid，馬力 170 hp。官方油耗 4.5 L/100km。
動力方面，Chery Tiggo 7 PHEV 嘅 Hybrid 比 Perodua Aruz 嘅 1.5L 4-cyl 多咗 65 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
Perodua Aruz 車身長 4400 mm，車尾箱 400 L。
Chery Tiggo 7 PHEV 車身長 4400 mm，車尾箱 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。
Perodua Aruz 採用 FWD 驅動方式。
Chery Tiggo 7 PHEV 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大分別。
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。如果你更睇重品牌口碑同二手價，可以優先考慮口碑好嗰款；如果你更在意性價比同配備，就揀配置更豐富嗰款。最終都建議兩款都去試駕，親身體驗先係最重要。
總體嚟講，Perodua Aruz 同 Chery Tiggo 7 PHEV 都係馬來西亞市場好唔錯嘅車型。揀邊部，關鍵都要睇你個人需求同預算。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，花少少時間做功課絕對唔會錯。
In the Malaysian SUV market, many buyers compare the Perodua Aruz and Honda WR-V 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.
The Perodua Aruz OTR price 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 Honda WR-V OTR price in Malaysia is RM 89,900 - 107,900, with a total of 4 versions, including 2023 1.5L V (RM 99,900), 2023 1.5L E (RM 95,900), 2023 1.5L S (RM 89,900), etc.
From a price perspective, the Perodua Aruz starting price is indeed RM 17,000 cheaper than the Honda WR-V. If your budget is limited, Perodua's entry-level version can already meet daily needs. But also note, the few thousand cheaper difference might involve trade-offs in features, depending on your specific needs.
The Perodua Aruz safety rating is 5★ (ASEAN NCAP), active safety systems include .
The Honda WR-V safety rating is 5★ (ASEAN NCAP), active safety systems include Honda SENSING.
Both cars have the same safety rating, and safety features are quite complete within this class. New cars nowadays generally have good safety, no need to worry too much about this point.
Perodua Aruz body length is 4400 mm, trunk 400 L.
Honda WR-V body length is 4400 mm, trunk 400 L.
The dimensions of both cars are almost the same, and the interior space difference is not significant. For cars in this class, daily use is fully sufficient.
Both Perodua Aruz and Honda WR-V 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 configurations. Finally, it is recommended to test drive both, experiencing them personally is the most important.
Overall, both Perodua Aruz and Honda WR-V are quite good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. We suggest doing your research, comparing quotes from several car dealerships, and then test driving to make the final decision. Buying a car is a big matter, spending some time doing research will never be wrong.
Countless business histories prove that the moment everyone recognizes the landscape is unbreakable, the true breaker-out will grow in the cracks.
When a mature market truly undergoes qualitative change, it is often not because a new product appeared, but because the name of the number one changed. Tesla in the automotive industry, Apple in smartphones, DJI in drones, all are like this.
Against the backdrop of countless box-style products emerging and the light off-road track becoming increasingly crowded, such moments of symbolic significance are also arriving successively.
In June 2026, the BJ30 Traveller achieved a monthly sales volume of 8,609 units, topping the sales list of the 100,000-level light off-road box-style market under the same caliber statistics; in the same month, the 150,000th vehicle officially came off the line, becoming the model in China's light off-road SUV that reached 150,000 sales fastest.
The BJ30 Traveller accumulated 150,000 units of sales in less than two years, such a growth speed is not common even in the entire box-style track. But if understanding these merely as an overtake, it undoubtedly underestimates its significance.
Just as BJ40 firmly stays first in the hardcore off-road market, and BJ40 EREV also dominates the EREV box-style market similarly, on a track where competition continues to heat up, true overtaking has never been about chasing opponents, but redefining the endpoint of competition.
BJ40 precisely cracked the 'scenario fragmentation' pain point long existing in the hardcore off-road market, while BJ30 Traveller redefines, not the ceiling of a single parameter, but what kind of user a 100,000-level light off-road SUV should be for, what kind of problems to solve, and what kind of value to create. Along with this, it also redefines the relationship between off-roading and family—they have never been an either-or choice, but a lifestyle that can achieve each other and empower each other.
Therefore, the peak of the BJ30 Traveller is an even clearer signal that under the iteration of competition logic, the light off-road box-style market has entered a new competition cycle.
A New Interpretation of Energy Conservation in Light Off-roading
In the light off-road track of the past few years, it seems to adhere to an iron rule: the stronger the off-road parameters, the higher the product value.
But under the iteration of consumer groups, the track logic has welcomed a fundamental shift. For the vast majority of users, off-roading is just going wild occasionally, not climbing mountains every week. The value standard deciding light off-road is not simply how high the limit of off-road capability is, but whether it can achieve balance among various scenarios like off-roading, urban commuting, and family travel.
On June 12, at the BAIC Zhuzhou Super Factory, the BJ30 Traveller used an all-network public teardown to hand in a set of brand new problem-solving ideas.
Under the live streaming lens, the key component status of this car was laid bare before the audience one by one: engine turbo carbon deposits are extremely few, transmission casing has no oil leakage, internal gears have no wear pits, battery pack has no bulging, liquid leakage, or degradation, sub-frame and suspension arms have no rust or oil seepage.
What the teardown truly validates is not just the mechanical status after 150,000 kilometers, but the balance of a HEV light off-road model in long-term, multi-scenario usage.
Currently, the light off-road market has multiple technical routes. Pure electric power is quiet, smooth, and responds directly, but energy replenishment highly relies on charging facilities; for plug-in hybrid vehicles, after the battery runs out, fuel consumption performance and driving texture will both show obvious slumps.
In comparison, HEV is actually a more balanced choice. No charging piles needed, no range anxiety, fuel up and go; at low speed the motor startup is light and quick with direct response, during cruising the engine runs efficiently, balancing fuel economy.
This balance, in essence, is a response to users' real life scenarios. Not performing outstanding only in one scenario, but able to switch freely between daily life and distance—no awkwardness on workdays, no nervousness on holidays.
Of course, we must also avoid a 'concept trap'.
The 'Light' in 'Light Off-roading', many mistakenly think means reducing off-road performance. In fact, the 'Light' here lowers the experience threshold, not product capability. Although consumers may not challenge extreme road conditions every day, they still hope the vehicle has reliable passability in complex scenarios like muddy ground, gravel roads, wet slippery tracks.
Just as BJ30 chose 'Triple Power', instead of the more common 'Double Power' on the market, it also lies in the understanding of off-road capability.
Double power hybrid systems represented by Toyota THS, Honda i-MMD are already mature enough in urban commuting scenarios, but for a light off-road positioned SUV, the double power architecture with only front drive motors, when facing low adhesion road conditions like cross-axles, mud, gravel roads, still has certain limitations in power response and four-wheel drive distribution.
The Triple Power Four-Wheel Drive Six-Mode HEV Hybrid System equipped on BJ30 Traveller, the whole system consists of a hybrid dedicated engine with thermal efficiency reaching 41%, front drive motor and rear axle drive motor. The three power sources each have their own duties: engine responsible for high-speed cruising and continuous output, front motor bears daily driving like startup, acceleration, rear motor is when vehicle needs recovery, climbing, or driving on unpaved roads, provides stronger low-speed torque and rear-wheel drive power.
Matching the only 'Three Major Components for Travelling Off-roading' in the same class: Electric 4WD, Energy Center Lock, ATS All-Terrain Control System, equivalent to equipping the vehicle with a 'Smart Brain', can automatically identify slipping wheels and transfer power instantly to wheels with adhesion, achieving easy recovery, making the journey worry-free.
Off-roading is capability, Life is the Purpose
Regardless of which route, the power form is never the goal, but the means.
In the auto circle of these few years, it always gives people a feeling of 'over-hyped', more and more technologies, configurations and concepts are stacked endlessly, but may not truly solve users' actual needs. But humans are the measure of all things, truly top-tier technology never obsesses over so-called 'Disruption', but without needing users to bow down to accommodate, whether power form, space configuration, like electric power, they are quietly and deeply supporting, proactively holding up our lives.
Especially for family users, an excellent light off-road, besides answering which technical route is more balanced, also needs to answer three more realistic questions: whether it saves more when driving, whether it's more comfortable when sitting, whether it carries more.
Solving these is the most powerful annotation of 'Disruption'.
Previously, BJ30 Traveller conducted real-world fuel consumption tests in multiple countries overseas, participated by auto bloggers from five countries: South Africa, Indonesia, UAE, Poland, Mexico. Test scenarios included urban congestion, highway cruising, unpaved roads, long-distance self-driving and complex weather, far more close to light off-road users' daily life than standard conditions. Finally, BJ30 Traveller's measured 100km fuel consumption in every country was all below 5L.
Converting this measured data into usage costs, calculated based on driving 15,000 kilometers a year, BJ30 Traveller compared to same-level fuel SUV, can save about 4,000 yuan in fuel costs annually—even compared with many A0-class small cars, its usage cost is still more advantageous.
If low usage cost lowers the ownership threshold, then space determines whether a car can truly integrate into family life.
Family users' demand for space, is not 'big enough', but 'flexible enough'. This also redefines what truly valuable space means: not just dimensional advantages, more in letting families, when facing various 'planned' and 'unplanned', have stronger calm response ability.
The BJ30 Traveller's thinking style is very direct: rather than making space a book advantage, better to turn it into an experience advantage. 2820mm wheelbase, 3-row 7-seat layout and 66% usable space ratio, ensures that every family member can have reasonable seating space when fully loaded; 978mm rear legroom combined with more spacious third row, as much as eliminate the compromise feeling of traditional 7-seat SUV 'Third row is only for emergency'.
Scenarios most commonly encountered by family cars, often are sudden large item moving, temporarily increased travel numbers, or spontaneous short-term camping.
After BJ30 Traveller second row seats folded down, can form 1496L flat loading space. Whether large furniture, appliances during moving, or camping gear, skiing equipment, can easily accommodate; return trip parents stuffed local specialties, Sam's Club etc. warehouse store purchased large items also no need to worry about loading space. Whole car 38 storage spaces, let water cups, umbrellas, documents, computers etc. daily items each have their place.
The recently launched BJ30 Traveller Highlight Edition, is another extension of product value boundaries.
The Highlight Edition adds exclusive paint, fashion modification kit, Star ring hubcaps and orange interior, further emphasizing youthfulness and personalized expression; seat heating and ventilation, steering wheel heating, rain sensing auto window close, 64-color ambient lights, HiFi audio etc. comfort config additions, further improved daily usage quality feeling.
And when a car truly integrates into life scenarios, in every high-frequency usage moment making people feel 'chose right', recognition will naturally precipitate into word of mouth, word of mouth further converts into recommendation. Looking further out, it changes not only a product's market value, but also upgrading consumers' value cognition on light off-roading, a new life travel mode.
The Endgame of Products is Always User Value
Everyone says in this impetuous era, mindshare is the last battle. What is mindshare? Traffic recedes, noise dissipates, the precipitated value is probably mindshare.
Currently, total traffic peaks, per capita attention continues to be scarce, user perception of marketing information also becomes increasingly fatigued. Truly able to cross cycles, continuously growing brands, often are not brands most good at chasing traffic, but those able to continuously occupy user mindshare.
In the final analysis, it is standing with users.
Many people think a car's word of mouth starts after listing. But for BJ30 Traveller, its word of mouth, actually started brewing before the product was born.
Several years ago, box-style started becoming market hot spot, at that time each car enterprise almost put attention on larger sizes, stronger 4WD, higher passability on, industry competition constantly upgrading to 'Harder'.
However, in auto forums, social platform comment sections, users discussed another matter.
'If only box-style cars could save fuel like hybrid cars.' 'Why can't there be a box-style that doesn't need charging, has 4WD, and low fuel consumption?'
These voices seem scattered, but reflect a newly forming new demand: what consumers want is not a more extreme off-road vehicle, but a light off-road SUV that can truly integrate into daily life.
BJ30 Traveller choosing the HEV route, launching domestic first HEV hybrid box-style, is precisely a response to this demand—in other words, it is not defining demand, but discovering demand.
Beijing Off-road did not treat product launch as the end point, but regarded it as the beginning of continuous iteration.
There is user feedback, hope to further improve battery durability during long-term vehicle use. Less than a product cycle, this suggestion was reflected on BJ30 Traveller Highlight Edition—new car upgraded mounting long-life dedicated AGM battery, cycle life reaches 3 times of ordinary battery.
Such changes seem like just a component upgrade, behind which reflects the change of product development ideas: not enterprise defining what users need, but letting users participate in product growth.
This continuous 'listen to advice' ability, also gradually precipitated into BJ30 Traveller's word of mouth asset. According to data released by China Automobile Dealers Association, BJ30 Traveller with 69.5% retention rate ranks first among 100,000-150,000 yuan independent compact SUV retention rate.
BJ30 Traveller is also continuously extending user experience. At the purchasing link, Beijing Off-road launched '30,000 Super Trade-in Policy', trade-in users and new purchase users can both enjoy. BJ30 Traveller whole series super trade-in price as low as starting at 69,900 yuan, pulling hardcore box-style SUV entry threshold to 70,000-level price range.
Looking back, BJ30 Traveller's growth trajectory, actually formed a clear development logic: insight real demand, quickly respond demand, continuously iterate product, then through user word of mouth complete value precipitation. Sales, retention rate and user recognition, seem to be three independent results, essentially are answers after the same set of product logic constantly verified by market.
This path, might become the whole industry's reference template, therefore worth deconstructing, continue to focus.
After all, number one will eventually constantly replace, but truly able to change industry, has always been that set of new value standards behind the list. And this, might be BJ30 Traveller ascending 100,000-level light off-road box-style market, most weighty era significance.
喺馬來西亞嘅轎車市場，好多買家在揀車嗰陣都會拿本田思域同馬自達 3 來做比較。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一個詳細嘅比較，幫你節省做功課嘅時間。
本田思域喺馬來西亞嘅 OTR 售價係 RM 133,900 - 167,900，一共有 5 個版本，包括 2025 e:HEV 2.0L RS（RM 167,900）、2025 1.5T RS（RM 149,900）、2025 1.5T V（RM 144,900）等。
馬自達 3 喺馬來西亞嘅 OTR 售價係 RM 119,620 - 175,059，一共有 2 個版本，包括 1.5L SkyActiv-G（RM 135,000）、2.0L SkyActiv-G（RM 155,000）等。
由價錢睇，馬自達 3 嘅起步價比本田思域平咗 RM 14,280。講句老實話，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
本田思域搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
馬自達 3 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
兩款車用緊同一套動力系統，日常開嘅感受基本冇分別。油耗方面都差唔多，唔使太糾結呢一點。
本田思域車身長 4450 mm，車尾箱 470 L。
馬自達 3 車身長 4400 mm，車尾箱 400 L。
空間方面，本田思域嘅車身比馬自達 3 長咗 50 mm，車內乘坐空間會稍微闊少少，尤其係後座腳部空間。如果你經常載家人或者需要放嬰兒車，大少少嘅車身確實更實用。
本田思域同馬自達 3 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更看重品牌口碑同二手價，可以優先考慮口碑好少嗰一款；如果你更在意性價比同配備，就揀配備更豐富嗰款。最後仲係建議兩款都去試駕，親自體驗先係最重要嘅。
總嚟講，本田思域同馬自達 3 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嘅時候都會將 Mazda CX-80 同 Volvo XC40 做比較。今日我哋從多個方面做一個詳細嘅比較，幫你節省做功課嘅時間。
Mazda CX-80 喺馬來西亞嘅 OTR 售價係 RM 296,610 - 296,610，合共有 1 個版本，包括 2025 2.5L 65km High Plus（RM 296,610）等。
Volvo XC40 喺馬來西亞嘅 OTR 售價係 RM 278,888 - 278,888，合共有 1 個版本，包括 2025 2.0T Plus（RM 278,888）等。
由價錢睇落去，Volvo XC40 嘅起步價比 Mazda CX-80 平咗 RM 17,722。老實講，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
Mazda CX-80 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Brand ADAS。
Volvo XC40 嘅安全評級係 5★ (Euro NCAP)，主動安全系統包括 Pilot Assist, City Safety (標準)。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 Mazda CX-80 嘅 Brand ADAS 同 Volvo XC40 嘅 Pilot Assist, City Safety (標準) 喺功能上有些分別，如果你比較看重主動安全嘅話，可以仔細對比下兩者嘅功能清單。
Mazda CX-80 車身長 4500 mm，行李箱 450 L。
Volvo XC40 車身長 4400 mm，行李箱 400 L。
空間方面，Mazda CX-80 嘅車身比 Volvo XC40 長咗 100 mm，車內乘坐空間會稍微寬鬆啲，尤其係後座腳部空間。如果你經常載家人或者需要放嬰兒車，大少少嘅車身確實更加實用。
Mazda CX-80 採用 FWD 驅動方式。
Volvo XC40 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。
總體嚟講，Mazda CX-80 同 Volvo XC40 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵仲係睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕先至做最終決定。買車係一件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嗰陣都會拿 Hyundai Tucson 同 Mercedes-Benz GLA 做比較。今日我哋由多個方面做一個詳細嘅對比，幫你省返做功課嘅時間。
Hyundai Tucson 喺馬來西亞嘅 OTR 售價係 RM 143,888 - 197,888，一共有 5 個版本，包括 2025 HEV 1.6T AT 2WD Prestige（RM 197,888）、2025 1.6T DCT 4WD Prestige（RM 186,888）、2025 1.6T DCT 2WD Prime（RM 164,888） 等。
Mercedes-Benz GLA 喺馬來西亞嘅 OTR 售價係 RM 258,888 - 295,888，一共有 1 個版本，包括 Standard（RM 258,888） 等。
從價錢嚟睇，Hyundai Tucson 嘅起步價的確比 Mercedes-Benz GLA 平咗 RM 115,000。如果你預算有限，Hyundai 嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千蚊，可能喺配備上會有取捨，具體要睇你嘅需要。
Hyundai Tucson 車身長 4400 mm，尾箱 400 L。
Mercedes-Benz GLA 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。
Hyundai Tucson 保養 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
Mercedes-Benz GLA 保養 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Hyundai Tucson 同 Mercedes-Benz GLA 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更重視品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，就揀配置更豐富嗰款。最終仲係建議兩款都去試駕，親自體驗先係最重要嘅。
總括嚟講，Hyundai Tucson 同 Mercedes-Benz GLA 都係馬來西亞市場幾唔錯嘅車型。揀邊一部，關鍵仲係睇你嘅個人需要同預算。我哋建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嗰陣都會拿 Hyundai Palisade 同 Porsche Macan 嚟比較。今日我哋從多個角度做詳細比較，幫你慳返做功課嘅時間。
Hyundai Palisade 喺馬來西亞嘅 OTR 售價係 RM 368,838 至 399,838，合共 4 個版本，包括 2023 3.8L 2WD Luxe 7 Seats Petrol（RM 399,838）、2023 2.2T 4WD Executive 7 Seats Diesel（RM 389,838）、2023 3.8L 2WD Luxe 8 Seats Petrol（RM 378,838）等等。
Porsche Macan 喺馬來西亞嘅 OTR 售價係 RM 469,000 至 469,000，合共 4 個版本，包括 2025 55 quattro S line（RM 467,285）、2025 50 quattro Advanced（RM 361,135）、PMT 1874, Lorong IKS BukitTengah 14000 Bukit Mertajam（RM 296,610）等等。
由價錢睇，Hyundai Palisade 嘅起步價確實比 Porsche Macan 平咗 RM 100,162。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，平嗰幾千蚊，可能喺配備上有取捨，具體要睇你嘅需求。
Hyundai Palisade 車身長 4400 mm，行李箱 400 L。
Porsche Macan 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，日常使用完全足夠。
Hyundai Palisade 保養保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
Porsche Macan 保養保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Hyundai Palisade 同 Porsche Macan 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更睇重品牌口碑同二手價，可以優先考慮口碑更好嗰款；如果你更在意性價比同配備，就揀配置更豐富嗰款。最後始終建議兩款都去試駕，親身體驗先係最重要。
總體而言，Hyundai Palisade 同 Porsche Macan 都係馬來西亞市場幾不錯嘅車型。揀邊輛，關鍵始終要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
6月30日，香港联交所网站披露，阿维塔科技已完成香港联交所主板挂牌上市申请资料的更新与递交。同日，香港联交所网站刊登了本次发行上市的更新申请资料。
招股书更新数据显示，阿维塔2025年销量突破12万台，同比实现接近翻倍增长；全年营收达256.31亿元，同比增长68.7%。毛利自2024年首次转正后，2025年进一步扩增至24.17亿元，毛利率升至9.4%，盈利能力稳步增强。
现金流层面同样释放积极信号。阿维塔经营性现金流亦于2024年转正，2025年持续扩大至23.15亿元，盈利质量同步改善。此外，阿维塔于2025年以115亿元战略入股引望、持有10%股权，首年即实现正向投资收益，2025年分占联营公司利润1.82亿元，为长期价值增长开辟新空间。
海外方面，阿维塔正加速向全球市场拓展。2025年海外收入13.98亿元，收入占比达5.5%；海外市场平均售价超30万元，以高价值出海实现盈利。截至2025年12月31日，阿维塔已在东南亚、中东非、欧亚、中南美等38个国家和地区布局超80个销售网点，并计划于2026年正式进军欧洲市场。
2026年阿维塔海外增长势头延续，1至5月海外销量较2025年同期增长33.4%；截至5月31日，海外市场已拓展至43个国家和地区，分销网点增至95个，全球销售网络持续提质升级。
面向未来，阿维塔将加速产品扩容与产品力提升，覆盖中大型及大型SUV等增长强劲的细分市场，计划于今年三季度发布智美大五座豪华SUV阿维塔07L，并于年内推出旗舰大六座SUV。同时，依托与引望的深度联合共创，阿维塔后续车型将全面搭载新一代智能化技术，并成为首批采用华为乾崑下一代辅助驾驶系统的品牌。
海外拓展方面，阿维塔将加速扩大在中东、东南亚及欧洲等地区的业务版图，计划于2030年进入超110个国家和地区，以本地化产品与服务体系把握海外高端市场增长机遇，迈向更广阔的全球舞台。
車型概覽
哈弗H6 PHEV 值唔值得睇，第一步唔係望牌子或者外形，而係睇佢能唔能夠配合你嘅香港日常。 呢篇會集中講充電節奏同日常通勤，幫你用買家角度篩走唔適合嘅選擇。
售價仍待確認，買家可以先把佢放入候選名單，等價格落實後再同同級車逐項比較。
購車價格指南
哈弗H6 PHEV 目前售價仍未清晰，較理性嘅做法係先睇版本、車身大小同動力形式，等價格落實後再決定值唔值得落訂。
如果有幾個版本可揀，可以先將 2022 1.5T 55km 前驅版（價格待確認）、2022 1.5T 110km 前驅版（價格待確認） 放喺同一張清單。日常通勤重視舒適同易用，家庭買家就要優先睇後排、尾箱同安全配置。
核心規格重點
睇 哈弗H6 PHEV 嘅規格，重點唔係背數字，而係理解佢喺香港用車場景會帶嚟咩分別。
9.4/19.9 kWh 嘅電池容量，真正意義係可以幫你估算一星期通勤同周末出車要唔要中途補電。 154 Ps / 113 kW / 130 kW、233/300 N·m 嘅輸出，令高速併線同短距離超車更有信心。 車長 4683 mm、車闊 1886 mm、車高 1730 mm、軸距 2738 mm 可以幫你預判商場停車場、屋苑車位同後排腿部空間。 混合動力專用(DHT)、前置前駆 會影響起步順滑度、濕地穩定感同長途巡航性格。
優缺點分析
哈弗H6 PHEV 嘅優點唔需要講到天花龍鳳，真正有價值係佢能唔能夠令日常用車更省心：電池同續航資訊有助安排通勤同補電、動力輸出對高速同上斜更有底氣、空間同車身尺寸方便家庭買家預判實用性。
要留意嘅係，要先確認屋苑、公司或常去商場嘅充電條件、香港停車場同窄路使用要留意車身闊度。呢啲唔一定係缺點，但係落訂前應該先諗清楚。
買家常見問題
買 哈弗H6 PHEV 之前，真正要問嘅唔係單一規格，而係佢可唔可以融入你每日嘅生活節奏。
常見疑問係「哈弗 H6 PHEV 支持快充嗎？」簡單講，110 公里續航版支持快充，由 30% 充到 80% 大約需要 30 分鐘。 放到實際用車，就係要睇佢對通勤、泊車、家庭乘坐同長期成本有幾大幫助。
同級對比內容
將 哈弗H6 PHEV 放入同級車清單時，唔建議只用外形或者品牌光環決定。比較順序可以係：先等售價落實，再決定佢應該同邊個級距比較、再睇動力係咪足夠應付高速併線同滿載、再比較能源成本同補能便利、最後睇車身大小、座位同尾箱是否適合家人。
咁樣篩選會貼近香港買家真實生活：平日塞車、商場泊車、周末去新界、甚至一家人出入，先係一部車每日要面對嘅考驗。
用車全周期指南
擁有 哈弗H6 PHEV 最重要係先諗清楚充電節奏。屋苑、公司或者常去商場只要有穩定充電選項，電動化用車就會容易相處好多。
如果你主要喺市區行，視野、低速順滑度同泊車輔助會好影響心情；如果經常行高速或跨區，座椅舒適度、隔音同動力從容感會更重要。
車型概覽
吉利豪越Pro 值唔值得睇，第一步唔係望牌子或者外形，而係睇佢能唔能夠配合你嘅香港日常。 呢篇會集中講保險、輪胎、保養同能源開支，幫你用買家角度篩走唔適合嘅選擇。
售價仍待確認，買家可以先把佢放入候選名單，等價格落實後再同同級車逐項比較。
購車價格指南
吉利豪越Pro 目前售價仍未清晰，較理性嘅做法係先睇版本、車身大小同動力形式，等價格落實後再決定值唔值得落訂。
如果有幾個版本可揀，可以先將 2025 1.5T 雙離合版（價格待確認）、2024 1.5T 雙離合版（價格待確認） 放喺同一張清單。日常通勤重視舒適同易用，家庭買家就要優先睇後排、尾箱同安全配置。
核心規格重點
睇 吉利豪越Pro 嘅規格，重點唔係背數字，而係理解佢喺香港用車場景會帶嚟咩分別。
渦輪增壓、4 個 汽缸、1499 mL 排量 嘅動力底子，重點係市區跟車夠唔夠順、高速巡航會唔會吃力。 181 Ps / 133 kW、290 N·m 嘅輸出，對滿載、上斜同超車都比單睇馬力數字更有意思。 車長 4518 mm、車闊 1834 mm、車高 1715 mm、軸距 2666 mm 可以幫你預判商場停車場、屋苑車位同後排腿部空間。 濕式雙離合(DCT)、前置前駆 會影響起步順滑度、濕地穩定感同長途巡航性格。
優缺點分析
吉利豪越Pro 嘅優點唔需要講到天花龍鳳，真正有價值係佢能唔能夠令日常用車更省心：動力輸出對高速同上斜更有底氣、空間同車身尺寸方便家庭買家預判實用性。
要留意嘅係，香港停車場同窄路使用要留意車身闊度、售價未清晰前唔應該太早用性價比落結論。呢啲唔一定係缺點，但係落訂前應該先諗清楚。
買家常見問題
買 吉利豪越Pro 之前，真正要問嘅唔係單一規格，而係佢可唔可以融入你每日嘅生活節奏。
常見疑問係「吉利 Geely 豪越 Pro 適合長途揸嗎？」簡單講，適合，吉利 Geely 豪越 Pro 嘅人體工學座椅可以減輕長途駕駛嘅疲勞。 放到實際用車，就係要睇佢對通勤、泊車、家庭乘坐同長期成本有幾大幫助。
同級對比內容
將 吉利豪越Pro 放入同級車清單時，唔建議只用外形或者品牌光環決定。比較順序可以係：先等售價落實，再決定佢應該同邊個級距比較、再睇動力係咪足夠應付高速併線同滿載、最後睇車身大小、座位同尾箱是否適合家人。
咁樣篩選會貼近香港買家真實生活：平日塞車、商場泊車、周末去新界、甚至一家人出入，先係一部車每日要面對嘅考驗。
用車全周期指南
擁有 吉利豪越Pro 唔係買車一刻就完結，之後仲有保險、輪胎、保養、泊車同日常能源成本要處理。
如果你主要喺市區行，視野、低速順滑度同泊車輔助會好影響心情；如果經常行高速或跨區，座椅舒適度、隔音同動力從容感會更重要。
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.
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.
