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 豐田 Corolla Cross 來做比較。呢兩款車喺價位同定位上都幾接近，而家我哋就由多個方面做一個詳細嘅比較，幫你節省做功課嘅時間。

價錢同版本

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） 等等。

豐田 Corolla Cross 喺馬來西亞嘅 OTR 售價係 RM 133,800 - 148,800，一共有 3 個版本，包括 2026 HEV 1.8L GR Sport（RM 148,800）、2026 HEV 1.8L Standard（RM 140,800）、2026 1.8L Standard（RM 133,800） 等等。

由價錢睇落嚟，寶騰 X70 嘅起步價確實比 豐田 Corolla Cross 平咗 RM 27,000。如果你預算有限，寶騰嘅入門版已經可以滿足日常需要。但都要留意，便宜嗰幾千塊，可能喺配備上會有取捨，具體要睇你嘅需要。

安全配備

寶騰 X70 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。

豐田 Corolla Cross 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 TSS (PCS, LDA, ACC, LTA)。

兩部車嘅安全評級一樣，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，唔使太擔心呢一點。

配備同科技

寶騰 X70 採用 FWD 驅動方式。

豐田 Corolla Cross 採用 FWD 驅動方式。

兩部車嘅驅動方式一樣，都係 FWD，日常駕駛感覺唔會有太大分別。

適合邊種人

寶騰 X70 同 豐田 Corolla Cross 都係馬來西亞市場嘅主流選擇，適合家庭用車、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；如果你更在乎性價比同配備，嗰就揀配備更豐富嗰款。最後都係建議兩部車都去試駕，親身體驗先係最緊要。

總結

總體嚟講，寶騰 X70 同 豐田 Corolla Cross 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。

喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Proton X50 同 Chery Tiggo 9 嚟做比較。呢兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細比較，幫你省下做功課嘅時間。

價錢同版本

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。

由價錢睇，Proton X50 嘅起步價確實比 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，便宜嘅幾千蚊，可能喺配備上有取捨，具體要睇你嘅需要。

安全配備

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 9 嘅安全評級係 TBD，主動安全系統包括 Basic。

安全配備方面，兩款車都攞到唔錯嘅評級。不過 Proton X50 嘅 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 同 Chery Tiggo 9 嘅 Basic 喺功能上有啲差異，如果你比較重視主動安全嘅話，可以仔細比較吓兩者嘅功能列表。

配備同科技

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。

保養同維護

Proton X50 保固 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。

Chery Tiggo 9 保固 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。

適合邊類人

Proton X50 同 Chery Tiggo 9 都係馬來西亞市場嘅主流選擇，適合家庭用、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，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。

總結

總括嚟講，Proton X50 同 Chery Tiggo 9 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵都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。

In Malaysia's SUV market, many buyers compare Proton X50 and Toyota Yaris Cross when choosing a car. These two models have very similar pricing and positioning, today we will make a detailed comparison from multiple aspects to help you save time doing research.

Price and Versions

Proton X50's OTR price in Malaysia is RM 89,800 - 113,300, there are 4 versions in total, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.

Toyota Yaris Cross's OTR price in Malaysia is RM 99,900 - 109,900, there are 2 versions in total, including 2026 1.5L Standard (RM 99,900), 2026 HEV 1.5L Standard (RM 109,900), etc.

From a pricing perspective, Proton X50's starting price is indeed RM 10,100 cheaper than Toyota Yaris Cross. If your budget is limited, Proton's entry-level version can meet daily needs. But also note, that few thousand difference may have trade-offs in features, it depends on your specific needs.

Power and Fuel Consumption

Proton X50 is equipped with 1.5L 4-cyl, horsepower 105 hp. Official fuel consumption 6.0 L/100km.

Toyota Yaris Cross is equipped with 1.5L 4-cyl, horsepower 105 hp. Official fuel consumption 6.0 L/100km.

Both cars use the same powertrain, the driving experience in daily use is basically the same. Fuel consumption is also similar, no need to worry too much about this point.

Space and Comfort

Proton X50 body length 4400 mm, boot 400 L.

Toyota Yaris Cross body length 4400 mm, boot 400 L.

The dimensions of both cars are almost the same, the interior space difference is not large. Cars in this class are completely sufficient for daily use.

Configuration and Technology

Proton X50 adopts 4WD drive system.

Toyota Yaris Cross adopts FWD drive system.

Proton's 4WD and Toyota's FWD will have different handling experiences, a test drive comparison is recommended.

Summary

Overall, Proton X50 and Toyota Yaris Cross are both very good models in the Malaysia market. Choosing which one depends on your personal needs and budget. It is recommended to do your research, compare quotes from several dealerships, and go for a test drive to make the final decision. Buying a car is a big matter, spending some time doing research will definitely not be wrong.

7 月 16 日，廣汽喺傳祺工廠舉行 3000 萬用戶感恩活動。車企達成里程碑，喺而家唔算咩新鮮事，但呢場活動釋放嘅信號，遠遠比 3000 萬呢個數字更有份量。

唔少人嘅印象，或許仲停留喺合資優等生，但係今次下線儀式可以話刷新認知，第 29999995 至 29999999 輛下線車款，廣本 P7、廣豐铂智 7、啟境 GT7、埃安 N60、昊铂 S600 清一色新能源。最終定格第 3000 萬輛嘅，係一輛右軚版傳祺 M8 PHEV，交付俾泰國明星 Tony Jaa。答案好明確，廣汽嘅下一個千萬時代，主角係新能源，戰場係全球。

從首車下線到突破 3000 萬輛，廣汽行咗 29 年。但係呢 3000 萬唔係順境入面躺出嚟嘅，係行業最卷嘅週期度打拼出嚟嘅。今年上半年車巿價格戰貫穿始終，合資普遍承壓，新勢力仍喺盈虧線徘徊，廣汽卻跑出穩健節奏，總銷量 77.31 萬輛，同比增 2.35%；新能源銷量同比大漲 68.8%；海外出口破 12 萬輛，同比增幅 132%。

合資基本盤冇輸，自主新能源衝出嚟，海外市場快速起勢。冇孤注一擲嘅豪賭，亦冇猶豫不決嘅觀望，呢種穩中有進嘅打法，喺浮躁嘅車巿入面反而變成稀缺品。說到底，3000 萬唔單止係銷量數字，係 29 年千萬用戶信任嘅結果，選擇過剩嘅當下，能夠持續贏得信任，本身就係硬實力。

活動上馮興亞話品質係廣汽永遠唔會讓渡嘅底線，呢句說話嘅含金量，估計只有熟悉廣汽嘅朋友先至知道。

廣汽嘅品質體系，脫胎於合資時代沉澱，融合本田 TQM、豐田精益生產與嶺南務實文化，形成咗獨有嘅質控邏輯。人哋喊質量第一係口號，廣汽係由研發到製造全鏈條卡死標準。每款新車上市前，必須跑完五高一山一塵極端環境測試，完成兩冬一夏實地路試，整車驗證覆蓋 12 大項、1500 餘子項，埃安燈塔工廠仲用數字化智能製造把量產穩定性拉滿。

安全層面同樣唔玩虛，星靈安全體系八大系統雙冗餘，已守護近 200 萬用戶，規避超 628 萬次潛在風險。彈匣電池裝車 150 萬輛，安全行駛超 1600 億公里。更加難得嘅係服務兜底，自主品牌率先推出三擔責政策，用戶最焦慮嘅電池、智駕問題，廠家直接扛起。用戶忠誠度高，本質就係一句說話，我哋擔心嘅，佢提前諗到。我哋在乎嘅，佢幫我哋兜住。

如果話品質係基本功，呢兩年廣汽最明顯嘅變化，係將用戶思維真正落咗實處。

燃油車時代交車就係服務終點，新能源下半場拼嘅係全週期體驗。廣汽嘅做法好務實，對內常態化辦用戶全開麥，面對面聽意見，設專屬用戶洞察部門，由機制上保證訴求件件有回應；對外加速渠道下沉，年內計劃新增 1000 家縣域門市，下沉市場亦能享受標準化服務。

響應與補能同步跟住，超級管家 5 秒響應、2 小時辦結，唔使重複扯皮。9 縱 10 橫補能網覆蓋 213 座城市，核心城區一公里必有站，自營超充樁破 2 萬枝，實打實緩解補能焦慮。同步啟動嘅煥新感恩季，六大品牌覆蓋新購、置換、增購全場景讓利，本質就係對用戶嘅正向回饋——商業嘅核心永遠係雙向奔赴。

好多人覺得廣汽穩，但穩唔代表保守。累計研發投入超 620 億元，全球研發團隊超 6800 人，技術投入一直好堅定。

星源動力覆蓋增程、插混、雙擎三大路線，經過 10 萬小時台架驗證；全固態電池建成中試產線，夸克電驅效率突破 99%；星靈架構打通六大整車系統，綜合性能提升 40%。同時廣汽唔閉門造車，華為、寧德時代、騰訊等頂尖企業都係生態夥伴，共建智能出行生態。

從造車集團向生態型科技企业進階，係廣汽嘅明確目標。回望中國汽車工業，廣汽係極具代表性嘅樣本，從合資學技術，到自主掌核心，再到新能源出海，正係中國汽車從大到強嘅縮影。

寫喺最後，行業洗牌加速嘅今日，激進擴張摔跟頭嘅品牌唔少，守住存量躺平嘅玩家都好多。反而係廣汽呢種守得住品質、拿得出技術、放得開格局嘅打法，叫人踏實。29 年磨一劍，3000 萬只係新開始，新能源下半場，呢張穩牌仲會打出更多驚喜。

当国内车市深陷近两成跌幅泥潭时，广汽集团却逆势突围。公司7月10日预告称，依托海外与新能源两大引擎，上半年销量同比增长2.35%，毛利率亦有改善。

行业层面，国内车市竞争白热化，不过公司经营端出现正向信号：上半年整体销量小幅提升，毛利率同比小幅改善。7月2日发布的6月产销公告显示，今年1至6月全集团累计汽车销量达77.31万辆，同比增长2.35%。根据乘联会数据，今年1至5月国内乘用车累计销量为709.9万辆，同比下降19.5%。在全行业接近两位数下滑的背景下，广汽集团守住了正增长底线，跑赢大市。从销量结构来看，节能与新能源车销量占比提升至62.82%，新能源汽车销量达26.02万辆，同比暴涨68.80%，产品结构持续向新能源化转型。

海外市场成为核心增长亮点，自主品牌出口达12.15万辆，同比增长132%，半年出口规模已接近2025全年水平。从区域分布来看，美洲、亚太、中东、非洲及欧洲全球五大区域同步实现高速增长。在美洲，墨西哥市场埃安UT和ES分别位居B级和C级纯电市场前三，玻利维亚市场广汽接连多月蝉联中国品牌乘用车销冠，巴西6月销量环比大增1129%；在亚太，中国香港1至5月电动车市占率突破11%，泰国6月环比劲增207%，新加坡环比增长77%；在欧洲，广汽已建立从本地化生产到核心市场终端销售的全链路运营体系，上半年正式进入英国、意大利、西班牙等国，埃安UT已在奥地利KD工厂投产。海外市场已成为广汽集团最重要的增长引擎之一。

作为中国汽车行业的领军者之一，广汽集团近年来在新能源领域的布局逐渐开花结果。此次公布的半年度业绩预告再次验证了这一点。可以预见，在不久的将来，广汽将成为推动中国乃至世界汽车产业变革的重要力量。

喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拎 Perodua Aruz 同 Mazda CX-3 嚟做比較。呢兩款車喺價錢同定位上都幾接近，而家我哋就從多個方面嚟做一個詳細比較，幫你省咗做功課嘅時間。

價錢同版本

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。

Mazda CX-3 喺馬來西亞嘅 OTR 售價係 RM 126,159 - 139,159，一共有 2 個版本，包括 2023 2.0L High（RM 139,159）、2023 2.0L Plus（RM 126,159） 等。

從價錢嚟睇，Perodua Aruz 嘅起步價的確比 Mazda CX-3 平咗 RM 53,259。如果你預算有限，Perodua 嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千蚊，可能喺配備上會有取捨，具體要看你嘅需要。

動力同油耗

Perodua Aruz 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。

Mazda CX-3 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。

動力方面，Mazda CX-3 嘅 1.5L Turbo 比 Perodua Aruz 嘅 1.5L 4-cyl 多咗 35 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。

安全配備

Perodua Aruz 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括。

Mazda CX-3 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 i-Activsense。

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。

保養同維護

Perodua Aruz 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。

Mazda 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。實際保養成本仲要看品牌嘅服務網絡同零件價格，建議去車友群問問真實車主嘅經驗。

總結

總體嚟講，Perodua Aruz 同 Mazda CX-3 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵都係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，再嚟試駕做最終決定。買車係件大嚿事，花少少時間做功課絕對唔會錯。

喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拎 Perodua Aruz 同 Proton X50 嚟做比較。呢兩部車喺價位同定位上都幾接近，而家我哋就從多個方面做個詳細嘅比較，幫你縮減做功課嘅時間。

價錢同版本

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。

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。

從價錢嚟睇，Perodua Aruz 嘅起價確實比 Proton X50 平咗 RM 16,900。如果你預算有限，Perodua 嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千塊，可能喺配備上有取捨，具體要睇你嘅需要。

空間同舒適度

Perodua Aruz 車身長 4400 mm，車廂 400 L。

Proton X50 車身長 4400 mm，車廂 400 L。

兩部車嘅尺寸幾乎一樣，車內空間分別唔大。呢級別嘅車，日常使用完全夠用。

保養同維修

Perodua Aruz 保養 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。

Proton X50 保養 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。

兩部車嘅保養條件一樣，呢方面唔使糾結。實際保養成本仲要睇品牌嘅服務網絡同零件價格，建議去車友群問吓真實車主嘅經驗。

適合邊種人

Perodua Aruz 同 Proton X50 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你好睇重品牌口碑同二手價，可以優先考慮口碑更好嗰款；如果你好在意性價比同配備，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。

總結

總體嚟講，Perodua Aruz 同 Proton X50 都係馬來西亞市場幾不錯嘅車型。揀邊一輛，關鍵係要睇你嘅個人需要同預算。建議大家做好功課，多比較幾間車行嘅報價，再試駕先做最後決定。買車係件大事，花少少時間做功課絕對唔會錯。

喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拎 Chery Tiggo 7 PHEV 同 MG MG HS 嚟做比較。這兩款車喺價位同定位上都好接近，而家我哋就由多個方面做一个詳細嘅比較，幫你節省做功課嘅時間。

價錢同版本

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 支援邊啲充電方法？佢可以喺家居電源插座度充電嗎？（RM 117,478） 等。

MG MG HS 喺馬來西亞嘅 OTR 售價係 RM 130,450 - 146,450，一共有 2 個版本，包括 1.5L Standard（RM 105,000）、1.5L Executive（RM 115,000） 等。

由價錢嚟睇，Chery Tiggo 7 PHEV 嘅起步價確實比 MG MG HS 平咗 RM 700。如果你預算有限，Chery 嘅入門版已經可以满足日常需求。但亦要留意，平嗰幾千蚊，可能喺配備上會有取捨，具體要睇你嘅需求。

動力同油耗

Chery Tiggo 7 PHEV 搭載 Hybrid，馬力 170 hp。官方油耗 4.5 L/100km。

MG MG HS 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。

動力方面，Chery Tiggo 7 PHEV 嘅 Hybrid 比 MG MG HS 嘅 1.5L Turbo 多咗 30 匹馬力，中段加速更有信心，尤其係行高速路超車嘅時候。不過 MG MG HS 嘅油耗可能更友好，日常市區通勤分別唔會太大。

安全配備

Chery Tiggo 7 PHEV 嘅安全評級係 TBD，主動安全系統包括 Basic。

MG MG HS 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，喺呢個級別裡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。

配置同科技

Chery Tiggo 7 PHEV 採用 FWD 驅動方式。

MG MG HS 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。

適合邊種人

Chery Tiggo 7 PHEV 同 MG MG HS 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。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。

總結

總體嚟講，Chery Tiggo 7 PHEV 同 MG MG HS 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵都係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。

車型概覽

標緻Partner 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。 呢篇會集中講每日相處是否輕鬆，幫你用買家角度篩走唔適合嘅選擇。

可用資訊集中喺車型定位、圖片同版本名稱，現階段更適合先做候選名單，再等價格同詳細規格落實。

購車價格指南

標緻Partner 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。

未有清楚版本資訊時，唔建議單靠外形下決定；先諗清楚你需要代步、家庭出行、長途巡航，定係想要更有個性嘅座駕。

核心規格重點

睇 標緻Partner 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。

標緻Partner 現階段最值得留意係車型定位同版本方向，詳細取捨應該等價格同規格更清楚再作決定。

優缺點分析

標緻Partner 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：車型定位清楚，適合作為同級比較起點。

要留意嘅係，要先確認屋苑、公司或常去商場嘅充電條件、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 標緻Partner 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「標緻 Peugeot Partner 適合送貨嗎？」簡單講，非常適合，標緻 Peugeot Partner 車身短小，好適合喺香港狹窄嘅街道同停車場穿梭。 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 標緻Partner 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：先由用途、品牌售後、車身大小同版本定位開始比較。

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 標緻Partner 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

鴻蒙智行問界M9 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

鴻蒙智行問界M9 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 EREV 266km 四驅版（價格待確認）、2025 EREV 290km 四驅版（價格待確認）、2025 BEV 605km 四驅版（價格待確認）、2025 BEV 630km 四驅版（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 鴻蒙智行問界M9 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。

52/100 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。 266/290/605/630 km 嘅續航參考，對住喺新界、九龍同港島之間跨區行車嘅用家會更實際。 24.9/23.3/18.1 kWh/100km 嘅耗電表現，會影響你去快充站或者屋苑充電位嘅頻率。 160 Ps / 118 kW / 365 kW / 390 kW、205/675/673 N·m 嘅輸出，令高速併線同短距離超車更有信心。

優缺點分析

鴻蒙智行問界M9 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：日常能源成本有基本參考、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。

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 鴻蒙智行問界M9 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「問界 AITO M9 係一款咩級別嘅 SUV？」簡單講，問界 AITO M9 定位係一款全景智慧旗艦全尺寸 SUV。 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 鴻蒙智行問界M9 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 鴻蒙智行問界M9 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。

当东方匠心的极致追求，邂逅法国超跑的艺术灵魂——一场关于“何为巅峰”的叩问，终于迎来答案。高端高尔夫球具与生活方式品牌HONMA携手全球顶奢超跑传奇布加迪BUGATTI重磅发布联名高尔夫球杆，秉承HONMA“掌控，毫不费力”的核心理念，划时代地将极致工艺与优雅运动融为一体，重新定义奢华运动的边界。

两大顶奢品牌的灵魂共鸣

两个品牌虽分属不同领域，却共同追求艺术与技术的极致融合。自1959年创立于日本横滨，HONMA始终秉承“打造具有艺术美感的高尔夫球杆”的使命，以匠人之手，追求量产所无法企及的精度与美感。而诞生于1909年的法国超跑百年传奇-布加迪，遵循着创始人埃托里·布加迪的格言——“如若可比，便不再是布加迪”，让速度与艺术性并存，将工程技术升华为对机械美学的极致诠释。正是这种对巅峰体验的共同执着，促成了此次划时代合作。

“掌控，毫不费力”（Effortless Control）—— 作为本次联名的精神共鸣。正如布加迪以空气动力学优化气流路径，让驾驶者在风驰电掣中依然从容不迫；HONMA以毫厘级精度的匠艺，让拥有者无需苦练，成就每一位球友自信从容地打出漂亮一球。

本次联名共推出两大系列：BERES Super Premium Collection典藏系列，Tour World Premium Collection性能系列。

BERES典藏系列：奢华匠艺，传世珍藏

典藏系列延续了BERES系列一贯的奢华风格与艺术基因，同时汲取布加迪超跑陀飞轮的设计灵魂，以典藏价值与匠艺奢华为核心，推出三星、四星、五星共三款星级套杆，其中，奢华无双的五星套杆，限量20套。三星和四星球杆选用冰蓝色和竞速蓝作为主色调，采用与陀飞轮车身一致的双色车漆工艺。秉持超跑设计中完美运用的空气动力学原理，球杆将马蹄格栅、C字形侧轮廓、穹顶导流槽及文丘里隧道、陀飞轮仪表盘等标志性元素都融入杆头细节。挥杆之间，一场关于速度与美学的对话于方寸间优雅展开。

发球木搭载空气导流槽结构，通过优化气流路径提升初速。内嵌轮缘高效聚合杆面应力，有效减轻偏心击球时的距离损失。声音肋条实现舒适而爽快的击球音。此外，四桥强力杆面抗击打点偏差，稳定发挥出高初速与远距性能。球道木针对各号别独立优化的内部配重系统，实现了理想的低重心设定。不等厚杆面结构有效抑制因打点偏差造成的距离损失，稳定发挥出优异的性能表现。

铁杆组采用高强度C300钢杆面，通过提升杆面整体的反弹性能，实现稳定的球初速与优异的远距表现。杆头内部搭载的吸振3D铭板，有效抑制击球瞬间产生的多余振动。此外，扩大接地面积的宽幅杆底设计具备出色的容错能力，在各种球位下均能实现稳定的击球表现。

推杆集易打性、功能性与设计感三位一体，以布加迪超跑标志性空气动力学结构“车顶双侧穹顶导流槽”为核心设计元素，杆头中央配置高可视度的校准线，兼顾了瞄准的便捷性与方向的易出性。

BERES典藏系列推杆：果岭上的超跑美学

本次联名推出了单独售卖的典藏系列推杆，共有四星与五星两款。杆头整体造型巧妙借鉴布加迪陀飞轮的车尾轮廓，杆底则以布加迪转速表为灵感，将超跑的机械美学凝练于方寸之间。瞄准之时，杆头轮廓令人联想起布加迪跑车流畅的引擎盖曲线。削出式杆头传递上乘的打感反馈，与专属握把形成高度一体化握感。

Tour World性能系列：竞技之选，制胜于形

如果说典藏系列是值得珍藏的艺术品，那么性能系列便是球场上“疾驰的布加迪“。性能系列以实战性能为核心导向，集合了HONMA专业竞技系列TW777的性能基因与布加迪的经典设计元素，为追求极致表现的球手打造无懈可击的制胜利器。

发球木采用钛碳合金配合碳纤维环结构，强化杆面的挠曲刚性，实现高初速与扎实稳定的打感。后部碳纤维主体带来深低重心设计，兼顾高起飞角与优异的直线性。趾部与跟部搭载可调配重螺丝，球手可根据自身挥杆特点，精细调整杆面开扣程度与弹道表现。

铁杆的杆面上缘采用斜面研磨的精密切割工艺，大型杆头配合全杯型杆面，兼顾高容错性与远距性能。软铁锻造本体搭载振动吸收铭板，带来柔和而扎实的击球手感。

推杆融入布加迪“B”字标识设计元素，黑色IP镀层表面呈现高级质感，高精度锻造CNC一体铣削工艺，提供上乘的击球手感与澄澈的击球音。

掌控，毫不费力

顶奢联名，HONMA × BUGATTI联名系列球杆，给出了全新注解。依托布加迪百年顶级超跑的操控哲学，搭配 HONMA 近70年制杆的精湛技艺 —— 全场尽在掌控，挥杆举重若轻。这份浑然天成的驾驭感，正是独属于顶尖玩家的尊贵。

“运动、性能与健康生活是布加迪客户生活方式的重要组成部分，我们很高兴能推出真正契合他们热情与兴趣的产品系列。HONMA × BUGATTI联名系列以超凡的精准度与精湛工艺打造，完美呼应了布加迪的设计基因，体现出两大品牌共同坚守的毫不妥协的标准。作为各自领域巅峰之上的领导者，这次合作是我们对卓越、创新与永恒匠心共同承诺的自然表达。”布加迪国际经理 Wiebke Stahl 表示。

HONMA高尔夫市场营销总监Echo Wu吴寅敏也分享了此次合作的意义：极致工艺、跨界交融，稀缺价值。HONMA此次把超跑顶尖技术融入球杆打造，实现了速度匠心与高尔夫手工艺术的破圈相融。 它不只是一款联名球杆，更是打通两大品牌客户圈层，串联起精英用户出行、运动等高端生活方式的价值纽带。限量典藏的设定，既守住两大品牌的高端壁垒，也让这件作品兼具实战、收藏等多重价值，也是多年来HONMA持续升维高端运动赛道的重要一步。

HONMA X BUGATTI典藏系列，将于2026年6月16日全球正式发售，性能系列将于 2026 年 6 月下旬在全球上市，可通过HONMA高尔夫全球直营店、授权经销商及官方线上电商平台购买。

关于HONMA高尔夫

HONMA高尔夫成立于1959年，是一家久负盛名且具有标志性的高尔夫品牌，以生产高端、高科技、巅峰性能的高尔夫球杆而著称。HONMA高尔夫融合创新科技与日本传统匠艺，提供丰富多样的装备系列，以满足全球高尔夫球手的不同偏好与技术水平。从奢华的BERES系列到经巡回赛验证的T//World系列，HONMA高尔夫始终致力于打造当今市场上最高品质的高尔夫产品。HONMA高尔夫已在中国香港联交所主板上市（股票代码：6858.HK）。了解更多信息，请访问 honmagolf.com。

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.

In 2025, BYD Yuan family cumulative sales exceeded 430,000 units, accounting for about 9.3% of BYD's total annual sales, contributing greatly to BYD reaching the top five globally.

After entering 2026, BYD needed to find a carrier for the second-generation Blade Battery and new-generation Flash Charge technology within the Yuan family, so the Third-Generation Yuan PLUS was born.

This product with the largest iteration range in the history of the BYD Yuan family has maintained high discussion levels since its debut at the Beijing Auto Show.

At the same time of the new car launch, the 2025 model Yuan PLUS dropped prices wildly. Now, the naked car price has lowered to over 70,000 yuan. Comparing vertically with the previous generation Yuan PLUS and horizontally with competitors from other car companies, is the Third-Generation Yuan PLUS truly more worth buying?

When I arrived at the BYD store to experience the Third-Generation Yuan PLUS, coincidentally, a previous generation Yuan PLUS owner also came to see the car. Their car was parked next to the new model. In front of the massive body of the Third-Generation Yuan PLUS, the previous generation Yuan PLUS looked like an "elderly leisure vehicle".

(Image Source: EV Tong Photography)

The Third-Generation Yuan PLUS, with a 210mm increase in length and a 50mm increase in wheelbase, has a more majestic appearance, with an aura comparable to a mid-size SUV. The interior space has also increased significantly, with ample legroom in the rear and acceptable trunk capacity. It is worth noting that the Third-Generation Yuan PLUS supports an electric sunshade, protecting us from sunlight intrusion during hot summers.

"Large" is the most intuitive feeling the Third-Generation Yuan PLUS gives EV Tong (ID: dianchetong233), but as a product with huge upgrades, its highlights go far beyond this.

Although the experience time was not long, the details of the Third-Generation Yuan PLUS still made EV Tong very satisfied. For example, the front memory seats can adjust automatically, facilitating users getting on and off. The passenger leg rest, 12-inch HUD, hot and cold refrigerator, and other configurations show BYD's sincerity everywhere.

Regarding range, chassis suspension, power, etc., the Third-Generation Yuan PLUS has also been comprehensively upgraded. The downshift of DiSus-C, range up to 630 kilometers, and optional DiPilot 300 (except for the lowest trim) make its experience compared to the previous generation undergo a qualitative leap.

(Image Source: EV Tong Photography)

As the BYD Yuan family, and even the entire Dynasty series, the product with the largest upgrade range, Yuan PLUS performs better than the previous generation in all aspects. Especially after experiencing the comfort brought by large space, even though the previous generation product price dropped by tens of thousands of yuan directly, EV Tong still more recommends consumers buy the new generation product.

Moreover, the Third-Generation Yuan PLUS has no real cars in the showroom of this store, the only display car is the test drive car. Combining this car's orders breaking through 10,000 units in the first week of launch and orders breaking through 50,000 units in less than a month, EV Tong has reason to believe that BYD is too late to lay out more display cars in the store to deliver to consumers as soon as possible.

Both the experience of EV Tong (ID: dianchetong233) and the hot orders can prove the strength and market performance of the Third-Generation Yuan PLUS.

The Third-Generation Yuan PLUS perfectly carries the new generation of BYD's three-electric technology and flash charge technology, making up for the Yuan family's long-standing product shortcomings, enabling this popular home SUV to complete the transformation from "Qualified Commuter EV" to "All-around Home Pure Electric SUV". This car is expected to carry the sales banner of the Yuan family, continuously consolidating BYD's dominant position in the 100,000-150,000 RMB mainstream home pure electric SUV market.

Perhaps some people are curious, even if only upgrading size, battery, fast charging, Yuan PLUS is still highly competitive in the 100,000-150,000 price segment, why does BYD want to comprehensively upgrade this car from start to finish, even to the extent of downshifting DiSus-C, advanced intelligent driving, HUD, and other configurations. In the view of EV Tong, BYD might also want to make money lying down, but market changes are forcing BYD to change.

BYD's Seagull, Dolphin, Yuan UP, Yuan PLUS and other models once had a dominant position in the A00 to A-class new energy vehicle market. However, the situation changed this year. Geely Galaxy Star Wish, Leapmotor A10, Changan Qiyuan Q05 and other products, relying on the characteristics of good quality and cheap price, conquered the mid-to-low-end market.

Not only that, joint venture brands also showed their fangs. Some joint venture models, using Chinese suppliers such as Momenta and Huawei, improved product hardness, and Volkswagen ID.3, Bozhi 3X and other products became increasingly competitive.

BYD is facing a double-sided clamp from independent brands and joint venture brands, needing stronger products to consolidate its dominant position in the 100,000-150,000 RMB SUV market. Although the previous generation Yuan PLUS had no inferior competitiveness, it showed weakness facing larger and smarter competitors.

(Image Source: EV Tong Photography)

Taking Bozhi 3X as an example, this car is equipped with Momenta intelligent driving technology, and the car length is as high as 4600mm, slightly higher competitiveness compared to the previous generation Yuan PLUS. The Third-Generation Yuan PLUS not only surpassed in size and led in range, but the price was also relatively affordable, capable of suppressing most peer products.

BYD's overseas strategy also needs the Third-Generation Yuan PLUS as a mainstay. Yuan PLUS is named ATTO 3 overseas, with excellent performance in many countries and regions such as South Korea, Thailand, Brazil, UK, New Zealand, etc., and is BYD's main export model.

After entering 2026, the domestic car market size declined year-on-year. Many car companies chose to break the game overseas. Changan, Geely, Great Wall, Li Auto, Leapmotor, Xiaomi and other car companies are all accelerating their layout of the overseas market. Multiple foreign-funded and joint venture brands will also use China as a production base, using China's complete industrial chain advantage to build cars and then transport them to the overseas market for sale.

In the past, BYD could use China's industrial chain advantage to form dimensional striking attacks in the overseas market. But with domestic car companies collectively accelerating the overseas layout pace, BYD will also face competition from independent brands in the overseas market.

For this reason, whether domestically or overseas, BYD needs products with stronger competitiveness to cope with models from global car companies. EV Tong (ID: dianchetong233) believes that the Third-Generation Yuan Plus is just the beginning. When BYD's other products are updated and iterated in the future, the upgrade range will also increase.

(Image Source: EV Tong Photography)

In the mid-to-high end and high-end markets, BYD is already laying out through the launch of new cars rather than upgrading original products, such as the Ocean Series's Seal 08, Sea Lion 08, Dynasty Network's Tang, Han models. In the mid-range market, Han, Tang, Song and other family mid-range models are expected to have comprehensive upgrades in configurations during the next update iteration.

What might make BYD feel the most tricky is the low-end market. The 100,000 yuan and below market, product profit space is small, but competition intensity is very high. BYD's Seagull, Dolphin, Yuan UP domestic market competitiveness continues to decline. Geely Galaxy Star Wish, Leapmotor A10 and other models have such high cost-performance ratio that BYD is helpless.

The reason why the Third-Generation Yuan PLUS upgrade range is unprecedented is mainly that BYD needs to respond to market changes through product configuration changes. The current 100,000 yuan to 150,000 yuan pure electric SUV track competition is white-hot, independent new cars continue to press down, joint venture models make up for intelligent shortcomings. The shortcomings of the old Yuan PLUS size, chassis, energy replenishment, intelligent driving are gradually exposed. The terminal can only rely on large price reductions to exchange for sales. The Third-Generation Yuan PLUS faces overseas and domestic dual competition through comprehensive upgrades with stronger product power.

BYD Dynasty Network Sales Division General Manager Lu Tian stated on Weibo that in May this year, the Yuan family cumulative delivery was 56,691 vehicles, among which Yuan PLUS delivered 15,277 vehicles, Yuan UP delivered 41,414 vehicles. Compared with the peak monthly delivery of over 40,000 units, even with overseas market assistance, Yuan PLUS sales still declined significantly.

The comprehensively upgraded Third-Generation Yuan PLUS is expected to achieve BYD's expected goals, defeating many competitors at home and abroad, but it is difficult to help Yuan PLUS return to the state of monthly delivery over 40,000 units.

On the one hand, new cars from other car companies are launched continuously, constantly competing with Yuan PLUS for the market. On the other hand, there is relatively obvious competition within BYD. Above is Song PLUS, Song Pro, below is Yuan UP. Many of Yuan PLUS's crises come from its own products.

(Image Source: EV Tong Photography)

It can also be seen from the sales released by Lu Tian that the Yuan family cumulative delivery is still very high, but among them, most delivery models are cheaper Yuan UP. In addition to improving product competitiveness, BYD may also need to re-organize the product line, reduce internal competition, and avoid internal friction.

Now the new energy market is no longer the era of BYD's exclusive dominance. Externally, competitors continue to engage in close-quarters combat, internally, its own models flow up and down. Even if product power fully crosses levels, Yuan PLUS is unlikely to replicate the brilliant sales of monthly breakthrough 40,000. After all, consumers are increasingly rational in buying cars now. Low-price commuter needs will directly choose the lower threshold Yuan UP. Pursuing larger space and higher specifications will directly choose the Song series step by step. Yuan PLUS exactly stays in the awkward interval in the middle.

The greater value of this car lies in undertaking two major tasks of technology popularization and overseas offensive: Internally, put the second-generation Blade Battery, 800V Flash Charge, DiSus-C and other high-end technologies down to mainstream home models, letting ordinary people also experience BYD's top-tier car building technology; Externally, iterate the overseas version ATTO 3, relying on stronger comprehensive product power, hold on to core overseas markets such as Southeast Asia, Europe, Japan & Korea, etc. In the wave of collective overseas rolling of independent brands, stabilize its own overseas basic disk.

Folks, today let's talk about big news on going global—not selling cars, but selling "drivers". On June 2, WeRide and Uber jointly announced a plan: to launch the country's first commercial Robotaxi pilot service in Madrid, Spain. In other words: Spanish residents will soon be able to hail a driverless taxi via Uber. This is the first time WeRide and Uber are partnering to enter the European market. Madrid also becomes the 12th city globally where WeRide's Robotaxi arrives.

According to official news, with the support of the Madrid regional government, this service will officially launch within this year. At that time, friends in Madrid can open the Uber App and call WeRide's Robotaxi with one click. It's just like calling an ordinary ride-hailing service, the difference is the arriving car has no driver—at least initially, there is still a difference. In the initial operation phase, a professionally trained safety monitor will be on board, as it's just launched, safety comes first.

This company, WeRide, you might have heard of it, or you might not. A brief introduction: Established in 2017, it has been dedicated to Robotaxi technology R&D and commercialization. Currently, its Robotaxis cover Guangzhou, Beijing, Singapore, Abu Dhabi, Dubai, Riyadh, Zurich... plus Madrid now, totaling 12 cities. Spain is also the 5th European market WeRide has entered—previously entered Switzerland, France, Belgium, Slovakia. According to the plan agreed by WeRide and Uber in May 2025, they plan to deploy Robotaxi services in 15 new international cities within five years, deploying tens of thousands of Robotaxis globally. With the Madrid launch, the deployment in 4 cities has been completed, and 11 more will be covered successively before 2030.

To be honest, it's not the first time Chinese autonomous driving companies are going global, but the combination of Chinese technology + global mobility platform + European market is quite interesting. Madrid is one of the European Robotaxi markets with the most commercial potential, with a large population, high travel demand, and friendly local policies. Being able to take root in this market is a significant milestone for WeRide. For Uber, introducing Robotaxis is also a way to reduce costs—after all, drivers don't need salaries. For Madrid residents, hailing a taxi might be cheaper in the future.

[June 15, 2026, Shangrao, Jiangxi News] Today, CFMOTO achieved a historic top speed breakthrough in China's motorcycles at the CCCC Automotive Comprehensive Test Site in Shangrao, Jiangxi. Its 1000cc superbike, CFMOTO V4 SR-RR, equipped with a fully self-developed V4 core power platform, challenged by two generations of top Chinese riders, Dupont and Huang Shizhao, achieved a measured top speed of 315.82 km/h*, successfully breaking the top speed record for domestic motorcycles. With this extreme performance, CFMOTO has helped China become the fourth country globally to break the 300 km/h+ threshold, declaring that Chinese brands have officially entered the ranks of global motorcycle top performance.

300 km/h+ is a major technical efficiency watershed in the global high-performance motorcycle field. Liter-class superbikes have historically been the track with the highest technical barriers and strictest R&D thresholds in the global motorcycle industry. CFMOTO's V4 SR-RR broke this monopoly this time, marking that China's motorcycle self-developed power technology has crossed the world-class threshold, refreshed the performance boundaries of the Chinese motorcycle industry, and established new industry benchmarks for Chinese brands to participate in global high-end competition. This challenge was monitored and recorded by the National Motorcycle Quality Inspection and Testing Center (Chongqing) and the National Notary Office of Hangzhou City, Zhejiang Province throughout, ensuring the authenticity and validity of the measured data.

CFMOTO Vice President Chen Zhiyong stated on site: "This top speed breakthrough of the V4 SR-RR stems from CFMOTO's long-term persistence in self-development and refining technology through global top-level events. Today's success means that Chinese motorcycles have officially realized a role shift from technical catch-up to leadership. Now, our self-developed liter-class models have successfully joined the ranks of world-class top performance technology, representing that Chinese strength is beginning to deeply participate in and reshape the global high-performance motorcycle industry landscape. For this, CFMOTO feels deeply honored and proud."

CFMOTO V4 SR-RR Measured Top Speed 315.82 km/h*, Successfully Breaks Top Speed Record for Domestic Motorcycles

This challenge was monitored and recorded by the National Motorcycle Quality Inspection and Testing Center (Chongqing),

Hangzhou City, Zhejiang Province

National Notary Office throughout, ensuring the authenticity and validity of the measured data

From "Manufacturing" to "Innovation", Hardcore Self-Development Breaks Core Technical Barriers

This top speed breakthrough broke the long-term technical monopoly of Japan and Europe's high-end brands, reflecting a systematic leap in the Chinese motorcycle industry in core technology areas. For a long time, liter-class motorcycles have been considered the "peak of the pyramid" technology area of the global power industry, involving complex system engineering capabilities such as engine thermal management, high-rpm stability, aerodynamics, and electronic control coordination, long dominated by a few overseas brands. The CFMOTO V4 SR-RR that created this record, as an engineering prototype before formal mass production, is neither a special edition nor a race-spec version; it represents the pinnacle of Chinese fuel power technology. And its realized 300 km/h+ top speed breakthrough means that Chinese motorcycle brands have truly mastered the core password of world-class top performance power platforms.

As the core of the vehicle, the V4 SR-RR is equipped with CFMOTO's self-developed 997cc 90-degree V4 water-cooled four-cylinder engine, MotoGP racing-sourced technology, with a maximum RPM of 15,000. Maximum power is 157 kW (over 210 hp), vehicle dry weight controlled at around 180 kg, dry weight to horsepower ratio of only 0.86, matching global top superbikes in key indicators such as power output, weight reduction control, and high-speed stability. Related patents for this engine have exceeded 40, with core components to system integration all being forward self-developed.

More importantly, the breakthrough represented by the V4 SR-RR this time is by no means a single-point display of skills, but is based on a complete independent technology system: The V4 SR-RR is equipped with MotoGP World Motorcycle Championship sourced counter-rotating crankshaft technology, the first application of this technology on a domestic model, effectively suppressing wheelies at start, greatly improving agility in corners. At the same time, the V4 SR-RR is also equipped with an active electronic control adaptive wing system. As one of the first global mass-produced active aerodynamic kits, this system can automatically adjust angle according to vehicle speed, reducing 12% aerodynamic drag during acceleration, and increasing 45% downforce on the front wheel at high speeds.

In addition, the vehicle is equipped with a full-dimensional electronic safety system e-CBS (combined front and rear braking), bi-directional quickshifter, hill start (VHC), 6-axis IMU sensor, cornering ABS (cornering anti-lock braking system), full-function TCS (full-function traction control system), cruise control, and other multiple intelligent protection functions, achieving comprehensive safety backup while unlocking extreme performance, providing multiple safeguards for Chinese riders to create this top speed achievement.

Chinese riders Dupont and Huang Shizhao drove CFMOTO V4 SR-RR to break China's Top Speed Record

Promote Research Through Racing, Tempering Chinese Technology from World-Class Tracks

Top speed breakthrough was not accomplished overnight, but is a concentrated result of CFMOTO's long-term persistence in the strategy of "promoting research through racing and combining research and use". Continuous high-intensity R&D investment is the fundamental guarantee to break technical barriers. In 2025, CFMOTO's R&D investment was 1.22 billion yuan, accounting for 6.18% of operating revenue. As of the end of 2025, the enterprise has cumulatively obtained 2,119 authorized valid patents, including 242 invention patents, and participated in formulating 71 national, industry, and group standards.

At the same time, for many years, CFMOTO has continued to work hard, through deep participation in global top-level events such as MotoGP, W2RC, tempering core technologies such as power platforms, chassis control, and aerodynamics in extreme conditions, verifying product reliability, gradually building an "racing verification—technology iteration—mass production landing" R&D closed loop. In the 2024 season, the CFMOTO Aspar team won the MotoGP Rider/Team/Manufacturer Triple Crown, becoming the first Chinese manufacturer champion in MotoGP history. At the same time, CFMOTO, by acquiring equity in the Moto2 chassis king Kalex engineering company, directly gained globally leading chassis engineering technology, massive racing R&D data, and top-tier manufacturing processes, achieving a leapfrog improvement in technical capabilities. Distinguishing from international brands "track technology slowly transferred down", CFMOTO realized synchronous iteration of racing R&D and civil mass production: MotoGP-verified power curves, chassis rigidity, and electronic control algorithms were quickly applied to CFMOTO's V4 SR-RR and 500SR models.

2026 Brazil Round CFMOTO Aspar Team Swept Moto3 1st and 2nd Place

Also relying on rich technical engineering and service experience accumulated from global top-level events, CFMOTO continues to rapidly integrate globally top-level track technology and experience into mass-produced civil high-performance product capabilities, and through years of continuous unremitting efforts, continuously refine its own technical R&D strength, while also constantly promoting supporting parts enterprises to synchronously share track-level manufacturing processes, upgrading precision machining capabilities, thereby helping the industry chain change the past reverse engineering Japanese style old path, vehicle manufacturers and parts manufacturers synchronously start forward development, pushing the entire industry's technical ceiling to lift. Finally, through the systematic support of China's intelligent manufacturing system and supply chain capabilities, it successfully stably landed "track-level performance" into the achievement of "mass-producible liter-class superbike".

CFMOTO V4 SR-RR Core Team Representatives

From Technical Pursuit to Global Competition, Chinese High-end Motorcycle Industry Chain Collaborative Upgrade

The V4 SR-RR's historic breakthrough is not only a technical milestone event for CFMOTO, but also a concentrated embodiment of Chinese motorcycle industry chain collaborative upgrade. From core engine precision components, lightweight forged kits, to high-end electronic control systems, aerodynamic supporting components, and intelligent hardware and software, many domestic "Specialized and Innovative Enterprises" collaborated to tackle difficulties, relying on China's complete industrial manufacturing system and rapid iteration capabilities, jointly promoting domestic motorcycles to reach international leading levels.

Behind this breakthrough is reflected the development trend of Chinese manufacturing continuously leaping towards high-end, intelligent, and globalized. In the past, liter-class motorcycles were long seen as the "crown jewel" of global industrial manufacturing capability and power technology levels. Now, Chinese enterprises are achieving breakthroughs in this high-technology, high-threshold field, and gradually building increasingly solid global competitiveness. CFMOTO's technical upgrade and capacity expansion are now becoming a key force to drive regional industry chain aggregation, achieving "One move of the leader activates the whole board". Such as relying on the Zhejiang Wen-Tai Auto-Motorcycle Parts Industry Belt (Ruian, Yuhuan, Jinhua) and the local industry foundation of Chongqing Motorcycle Capital, the enterprise has built a 100-kilometer supply chain circle, achieving high precision, low-cost manufacturing: Hangzhou headquarters connects closely with many local supporting enterprises; while Chongqing production base pulls Sichuan-Chongqing local parts manufacturers to expand production and upgrade, helping them turn to medium-to-large displacement precision parts supporting to realize industrial upgrade. In terms of intelligent experience improvement, deepening application with official partners Insta360 and Amap Open Platform, joined forces in scenarios such as smart image recording, smart navigation, achieving deep empowerment of smart riding.

At the same time, as an internationally leading power sports brand, from "product output" to "brand output + technology output + local manufacturing" systematic success, CFMOTO's global development strategy pace is clear. As the global leader in ATVs, the enterprise possesses both two-wheel high-end breakthrough and JINCHI Electric rapid growth. And overseas R&D production channel full coverage, racing-driven brand premium, etc., prove that CFMOTO has become a global benchmark for Chinese power equipment.

Upholding global development concepts, CFMOTO continues to layout global R&D, manufacturing, and marketing systems. Currently, the enterprise has built three major manufacturing bases in Hangzhou, Chongqing, and Zhuzhou domestically, and laid out production bases in Thailand and Mexico, business covering over 100 countries and regions, owning more than 9,000 distributor networks, and constantly bringing more and more "China Smart Manufacturing" boutique products to users around the world, creating a brighter, high-end Chinese brand business card.

CFMOTO Successfully Opened Global Market (Picture shows 2025 CFMOTO MT Challenge Global Finals)

From technical pursuit to independent innovation, from product going global to brand going global, CFMOTO is pushing the Chinese motorcycle to complete the leap from "capable of manufacturing" to "capable of optimizing", from "participating in competition" to "defining standards" with the V4 SR-RR's historic top speed breakthrough. The V4 SR-RR is not only a Chinese liter-class superbike, but also the epitome of CFMOTO's "Racing Driven, Technology Self-Developed, Global Layout" strategy, marking that the Chinese motorcycle has officially joined the world high-performance first tier. In the future, CFMOTO will continue to deeply cultivate high-performance power core technologies, help the Chinese motorcycle industry move towards high-end, intelligent, and internationalized directions, injecting more Chinese power into cultivating new quality productive forces and building a manufacturing powerhouse.

*This record is a GPS top speed achievement realized by professional riders driving Chinese fuel motorcycles in a closed test site, officially certified by the National Motorcycle Quality Inspection and Testing Center (Chongqing) and the National Notary Office of Hangzhou City, Zhejiang Province

Folks, today let's talk about big news on going global—not selling cars, but selling "drivers". On June 2, WeRide and Uber jointly announced a plan: to launch the country's first commercial Robotaxi pilot service in Madrid, Spain. In other words: Spanish residents will soon be able to hail a driverless taxi via Uber. This is the first time WeRide and Uber are partnering to enter the European market. Madrid also becomes the 12th city globally where WeRide's Robotaxi arrives.

According to official news, with the support of the Madrid regional government, this service will officially launch within this year. At that time, friends in Madrid can open the Uber App and call WeRide's Robotaxi with one click. It's just like calling an ordinary ride-hailing service, the difference is the arriving car has no driver—at least initially, there is still a difference. In the initial operation phase, a professionally trained safety monitor will be on board, as it's just launched, safety comes first.

This company, WeRide, you might have heard of it, or you might not. A brief introduction: Established in 2017, it has been dedicated to Robotaxi technology R&D and commercialization. Currently, its Robotaxis cover Guangzhou, Beijing, Singapore, Abu Dhabi, Dubai, Riyadh, Zurich... plus Madrid now, totaling 12 cities. Spain is also the 5th European market WeRide has entered—previously entered Switzerland, France, Belgium, Slovakia. According to the plan agreed by WeRide and Uber in May 2025, they plan to deploy Robotaxi services in 15 new international cities within five years, deploying tens of thousands of Robotaxis globally. With the Madrid launch, the deployment in 4 cities has been completed, and 11 more will be covered successively before 2030.

To be honest, it's not the first time Chinese autonomous driving companies are going global, but the combination of Chinese technology + global mobility platform + European market is quite interesting. Madrid is one of the European Robotaxi markets with the most commercial potential, with a large population, high travel demand, and friendly local policies. Being able to take root in this market is a significant milestone for WeRide. For Uber, introducing Robotaxis is also a way to reduce costs—after all, drivers don't need salaries. For Madrid residents, hailing a taxi might be cheaper in the future.

Folks, today let's talk about big news on going global—not selling cars, but selling "drivers". On June 2, WeRide and Uber jointly announced a plan: to launch the country's first commercial Robotaxi pilot service in Madrid, Spain. In other words: Spanish residents will soon be able to hail a driverless taxi via Uber. This is the first time WeRide and Uber are partnering to enter the European market. Madrid also becomes the 12th city globally where WeRide's Robotaxi arrives.

According to official news, with the support of the Madrid regional government, this service will officially launch within this year. At that time, friends in Madrid can open the Uber App and call WeRide's Robotaxi with one click. It's just like calling an ordinary ride-hailing service, the difference is the arriving car has no driver—at least initially, there is still a difference. In the initial operation phase, a professionally trained safety monitor will be on board, as it's just launched, safety comes first.

This company, WeRide, you might have heard of it, or you might not. A brief introduction: Established in 2017, it has been dedicated to Robotaxi technology R&D and commercialization. Currently, its Robotaxis cover Guangzhou, Beijing, Singapore, Abu Dhabi, Dubai, Riyadh, Zurich... plus Madrid now, totaling 12 cities. Spain is also the 5th European market WeRide has entered—previously entered Switzerland, France, Belgium, Slovakia. According to the plan agreed by WeRide and Uber in May 2025, they plan to deploy Robotaxi services in 15 new international cities within five years, deploying tens of thousands of Robotaxis globally. With the Madrid launch, the deployment in 4 cities has been completed, and 11 more will be covered successively before 2030.

To be honest, it's not the first time Chinese autonomous driving companies are going global, but the combination of Chinese technology + global mobility platform + European market is quite interesting. Madrid is one of the European Robotaxi markets with the most commercial potential, with a large population, high travel demand, and friendly local policies. Being able to take root in this market is a significant milestone for WeRide. For Uber, introducing Robotaxis is also a way to reduce costs—after all, drivers don't need salaries. For Madrid residents, hailing a taxi might be cheaper in the future.

Folks, today let's talk about big news on going global—not selling cars, but selling "drivers". On June 2, WeRide and Uber jointly announced a plan: to launch the country's first commercial Robotaxi pilot service in Madrid, Spain. In other words: Spanish residents will soon be able to hail a driverless taxi via Uber. This is the first time WeRide and Uber are partnering to enter the European market. Madrid also becomes the 12th city globally where WeRide's Robotaxi arrives.

According to official news, with the support of the Madrid regional government, this service will officially launch within this year. At that time, friends in Madrid can open the Uber App and call WeRide's Robotaxi with one click. It's just like calling an ordinary ride-hailing service, the difference is the arriving car has no driver—at least initially, there is still a difference. In the initial operation phase, a professionally trained safety monitor will be on board, as it's just launched, safety comes first.

This company, WeRide, you might have heard of it, or you might not. A brief introduction: Established in 2017, it has been dedicated to Robotaxi technology R&D and commercialization. Currently, its Robotaxis cover Guangzhou, Beijing, Singapore, Abu Dhabi, Dubai, Riyadh, Zurich... plus Madrid now, totaling 12 cities. Spain is also the 5th European market WeRide has entered—previously entered Switzerland, France, Belgium, Slovakia. According to the plan agreed by WeRide and Uber in May 2025, they plan to deploy Robotaxi services in 15 new international cities within five years, deploying tens of thousands of Robotaxis globally. With the Madrid launch, the deployment in 4 cities has been completed, and 11 more will be covered successively before 2030.

To be honest, it's not the first time Chinese autonomous driving companies are going global, but the combination of Chinese technology + global mobility platform + European market is quite interesting. Madrid is one of the European Robotaxi markets with the most commercial potential, with a large population, high travel demand, and friendly local policies. Being able to take root in this market is a significant milestone for WeRide. For Uber, introducing Robotaxis is also a way to reduce costs—after all, drivers don't need salaries. For Madrid residents, hailing a taxi might be cheaper in the future.