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喺馬來西亞嘅 SUV 市場，好買家喺揀車嘅時候都會拿本田 CR-V 同起亞 Sportage 嚟做比較。呢兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細嘅比較，幫晒你省返做功課嘅時間。
本田 CR-V 喺馬來西亞嘅 OTR 售價係 RM 178,200 - 195,900，合共 4 個版本，包括 2026 e:HEV 2.0L 2WD RS（RM 195,900）、2026 1.5T 4WD V（RM 181,900）、2026 e:HEV 2.0L 2WD E（RM 178,200） 等。
起亞 Sportage 喺馬來西亞嘅 OTR 售價係 RM 129,639 - 179,320，合共 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。
從車價嚟睇，起亞 Sportage 嘅起步價比本田 CR-V 平咗 RM 48,561。老實講，喺呢個價位段，幾千塊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
本田 CR-V 配備 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
起亞 Sportage 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，本田 CR-V 嘅 2.0L 4-cyl 比起亞 Sportage 嘅 1.5L Turbo 多咗 30 匹馬力，中段加速更有信心，尤其係行高速公路超車嘅時候。不過起亞 Sportage 嘅油耗可能更抵，日常市區通勤差別唔會太大。
本田 CR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括本田 SENSING (ACC, CMBS, LKAS, RDM)。
起亞 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，喺呢個級別入面安全配備都算好齊全。而家嘅新車安全性唔差，唔使太擔心這一點。
本田 CR-V 車身長 4500 mm，行李箱 450 L。
起亞 Sportage 車身長 4400 mm，行李箱 400 L。
空間方面，本田 CR-V 嘅車身比起亞 Sportage 長咗 100 mm，車內乘坐空間會稍微寬敞一啲，尤其係後座腿部空間。如果你經常載家人或者需要放嬰兒車，車身大啲確實更加實用。
本田 CR-V 同起亞 Sportage 都係馬來西亞市場嘅主流選擇，適合家用、日常通勤。如果你更重視品牌口碑同二手價，可以首選口碑更好嗰一款；如果你更在意性價比同配備，嗰就揀配備更豐富嗰款。最後仲係建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，本田 CR-V 同起亞 Sportage 都係馬來西亞市場好好嘅車型。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，好多買家喺揀車嗰陣都會將本田 CR-V 同起亚 Sportage 拿嚟做比較。呢兩款車喺價位同定位上都幾近，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 CR-V 喺馬來西亞嘅 OTR 售價係 RM 178,200 - 195,900，一共有 4 個版本，包括 2026 e:HEV 2.0L 2WD RS（RM 195,900）、2026 1.5T 4WD V（RM 181,900）、2026 e:HEV 2.0L 2WD E（RM 178,200） 等。
起亚 Sportage 喺馬來西亞嘅 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。
從價位睇，起亚 Sportage 嘅起步價比本田 CR-V 平咗 RM 48,561。老實講，喺呢個價位段，幾千塊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
本田 CR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING (ACC, CMBS, LKAS, RDM)。
起亚 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，喺呢個級別入面安全配備都算俾好齊全嘅。而家嘅新車安全性都唔差，唔使太擔心呢一點。
本田 CR-V 採用 FWD 驅動方式。
起亚 Sportage 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。
本田 CR-V 同起亚 Sportage 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更重視品牌聲譽同二手價，可以優先考慮聲譽更好嗰款；如果你更在意性價比同配備，那就揀配備更豐富嗰款。最終仲係建議兩款都去試駕，親身感受先係最重要嘅。
總體嚟講，本田 CR-V 同起亚 Sportage 都係馬來西亞市場幾唔錯嘅車款。揀邊架，關鍵係睇你嘅個人需求同預算。建議大家做功課，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 the Malaysian SUV market, many buyers compare Honda CR-V and Hyundai Santa Fe when choosing a car. These two cars are quite close in price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time on research.
Honda CR-V's OTR selling price in Malaysia is RM 178,200 - 195,900, with a total of 4 versions, including 2026 e:HEV 2.0L 2WD RS (RM 195,900), 2026 1.5T 4WD V (RM 181,900), 2026 e:HEV 2.0L 2WD E (RM 178,200), etc.
Hyundai Santa Fe's OTR selling price in Malaysia is RM 225,000 - 270,000, with a total of 3 versions, including 2025 2.5T DCT 4WD Calligraphy 6 Seats (RM 270,000), 2025 HEV 1.6T AT 2WD Prestige 7 Seats (RM 245,000), 2025 HEV 1.6T AT 2WD Prime 7 Seats (RM 225,000), etc.
In terms of price, the starting price of Honda CR-V is indeed RM 46,800 cheaper than Hyundai Santa Fe. If your budget is limited, Honda's entry-level model can already meet daily needs. However, keep in mind that the few thousand Ringgit difference might involve trade-offs in features, depending on your specific needs.
Honda CR-V features a 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
Hyundai Santa Fe features a 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
Both cars use the same powertrain system, the driving feel in daily use is basically no difference. Fuel consumption is also similar, no need to worry too much about this point.
Honda CR-V body length 4500 mm, trunk 450 L.
Hyundai Santa Fe body length 4400 mm, trunk 400 L.
In terms of space, Honda CR-V's body is 100 mm longer than Hyundai Santa Fe, the interior seating space will be slightly more spacious, especially rear legroom. If you often carry family members or need to put a stroller, the larger body is indeed more practical.
Honda CR-V and Hyundai Santa Fe are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, prioritize the one with better reputation; if you care more about value for money and features, choose the one with richer configuration. Finally, it is recommended to test drive both, the personal experience is the most important.
In general, Honda CR-V and Hyundai Santa Fe are both very good models in the Malaysian market. Which one to choose, the key still depends on your personal needs and budget. We suggest everyone do their research, compare quotes from multiple dealers, then go for a test drive to make the final decision. Buying a car is a major decision, spending time doing research will definitely not be wrong.
In the Malaysian SUV market, many buyers compare Honda CR-V and Hyundai Tucson when choosing a car. These two models are quite close in price and positioning. Today, we will conduct a detailed comparison from multiple aspects to help you save time on research.
Honda CR-V OTR price in Malaysia is RM 178,200 - 195,900, with a total of 4 versions, including 2026 e:HEV 2.0L 2WD RS (RM 195,900), 2026 1.5T 4WD V (RM 181,900), 2026 e:HEV 2.0L 2WD E (RM 178,200), etc.
Hyundai Tucson OTR price in Malaysia is RM 143,888 - 197,888, with a total of 5 versions, including 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), etc.
In terms of price, Hyundai Tucson's starting price is RM 34,312 cheaper than Honda CR-V. Honestly, in this price range, a gap of a few thousand is not really significant, the key is still to look at the overall value for money and long-term usage costs.
Honda CR-V is equipped with 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
Hyundai Tucson is equipped with 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Regarding power, Honda CR-V's 2.0L 4-cyl has 30 more horsepower than Hyundai Tucson's 1.5L Turbo, providing more confidence in mid-range acceleration, especially when overtaking on highways. However, Hyundai Tucson's fuel consumption might be more favorable, and the difference in daily city commuting won't be too big.
Honda CR-V safety rating is 5★ (ASEAN NCAP), active safety systems include Honda SENSING (ACC, CMBS, LKAS, RDM).
Hyundai Tucson safety rating is 5★ (ASEAN NCAP), active safety systems include SmartSense.
Both cars have the same safety rating, safety features are quite comprehensive in this class. New cars nowadays have good safety, no need to worry too much about this.
Honda CR-V warranty 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Hyundai Tucson warranty 5 years/300,000km, service interval every 10,000km or 6 months.
Overall, Honda CR-V and Hyundai Tucson are both very good models in the Malaysia market. Which one to choose, it depends on your personal needs and budget. We suggest doing research, comparing quotes from multiple dealerships, and then test driving to make a final decision. Buying a car is a big matter, spending time on research will definitely not be wrong.
9 月 16 日晚，比亞迪豪華品牌騰勢 Z9GT 於泰國上市，售價 2999900 泰銖，折合人民幣 60 萬元起，比國內足足貴出二十多萬元。
在濛濛雨夜，見證了騰勢旗艦車型正式登陸泰國市場這一重要時刻，豪華設計 + 前沿科技 + 卓越性能，頂級豪華品牌。
在泰國市場，它主要對標寶馬 8 系、奔馳 CLS、奧迪 A7 等進口豪華 GT 轎跑。
於歐洲市場，騰勢 Z9GT 售價 11.5 萬歐元起（≈92 萬人民幣），巴西更是賣到 85 萬，價格是國內近 3 倍，直接對標保時捷 Taycan。
喺马来西亚嘅MPV市場，好多買家在揀車嘅時候都會拿 Toyota Innova Zenix 同 Kia Carnival 嚟做比較。這兩部車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細嘅比較，幫你省咗做功課嘅時間。
Toyota Innova Zenix 喺马来西亚嘅 OTR 售價係 RM 165,000 - 202,000，一共有 2 個版本，包括 2023 HEV 2.0L Standard（RM 202,000）、2023 2.0L V（RM 165,000） 等。
Kia Carnival 喺马来西亚嘅 OTR 售價係 RM 189,849 - 249,849，一共有 6 個版本，包括 2025 2.2T Standard 7 Seats（RM 249,849）、2025 2.2T Standard 8 Seats（RM 239,849）、2025 2.2T Standard 11 Seats（RM 189,849） 等。
從價錢睇落，Toyota Innova Zenix 嘅起步價確實比 Kia Carnival 平咗 RM 24,849。如果你預算有限，Toyota 嘅入門版已經可以滿足日常需求。但要記住，平嗰幾千蚊，可能喺配備上會有取舍，具體要睇你嘅需求。
Toyota Innova Zenix 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Brand ADAS。
Kia Carnival 嘅安全評級係 TBD，主動安全系統包括 Basic。
安全配備方面，兩部車都拿到唔錯嘅評級。不過 Toyota Innova Zenix 嘅 Brand ADAS 同 Kia Carnival 嘅 Basic 喺功能上有少少分別，如果你比較重視主動安全嘅話，可以仔細比較下兩者嘅功能清單。
Toyota Innova Zenix 車身長 4400 mm，行李箱 400 L。
Kia Carnival 車身長 4400 mm，行李箱 400 L。
兩部車嘅尺寸幾乎一樣，車內空間差唔多。呢個級別嘅車，日常使用完全夠用。
Toyota Innova Zenix 保養保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
Kia Carnival 保養保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，Toyota Innova Zenix 同 Kia Carnival 都係马来西亚市場幾唔錯嘅車型。揀邊一部，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 MPV 市場，好多買家喺揀車嘅時候都會拿 Toyota Innova Zenix 同 Kia Carnival 嚟做比較。呢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個詳細嘅比較，幫你省返做功課嘅時間。
Toyota Innova Zenix 喺馬來西亞嘅 OTR 售價係 RM 165,000 - 202,000，一共有 2 個版本，包括 2023 HEV 2.0L Standard（RM 202,000）、2023 2.0L V（RM 165,000） 等。
Kia Carnival 喺馬來西亞嘅 OTR 售價係 RM 189,849 - 249,849，一共有 6 個版本，包括 2025 2.2T Standard 7 Seats（RM 249,849）、2025 2.2T Standard 8 Seats（RM 239,849）、2025 2.2T Standard 11 Seats（RM 189,849） 等。
由價錢嚟睇，Toyota Innova Zenix 嘅起步價確實比 Kia Carnival 平咗 RM 24,849。如果你預算有限，Toyota 嘅入門版已經可以滿足日常需求。不過都要留意，平嗰幾千蚊，喺配備上可能會有些取舍，具體要睇你嘅需求。
Toyota Innova Zenix 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Brand ADAS。
Kia Carnival 嘅安全評級係 TBD，主動安全系統包括 Basic。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 Toyota Innova Zenix 嘅 Brand ADAS 同 Kia Carnival 嘅 Basic 喺功能上有些差異，如果你比較重視主動安全嘅話，可以仔細比較一下兩者嘅功能列表。
Toyota Innova Zenix 車身長 4400 mm，尾箱 400 L。
Kia Carnival 車身長 4400 mm，尾箱 400 L。
兩款車嘅尺寸幾近一樣，車內空間分別唔大。呢個級別嘅車，日常使用完全夠用。
Toyota Innova Zenix 採用 FWD 驅動方式。
Kia Carnival 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感覺唔會有太大區別。
總括嚟講，Toyota Innova Zenix 同 Kia Carnival 都係馬來西亞市場好唔錯嘅車型。揀邊架，關鍵始終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，再去試駕先做最後決定。買車係件大事，花少許時間做功課絕對唔會錯。
喺馬來西亞嘅 MPV 市場，好多買家喺揀車嗰陣都會拎 Toyota Innova Zenix 同 Kia Carnival 做比較。呢兩部車喺價錢同定位上都幾接近，今日我哋就從多個方面做一個詳細比較，幫你省返做功課嘅時間。
Toyota Innova Zenix 喺馬來西亞嘅 OTR 售價係 RM 165,000 - 202,000，一共有 2 個版本，包括 2023 HEV 2.0L Standard（RM 202,000）、2023 2.0L V（RM 165,000） 等。
Kia Carnival 喺馬來西亞嘅 OTR 售價係 RM 189,849 - 249,849，一共有 6 個版本，包括 2025 2.2T Standard 7 Seats（RM 249,849）、2025 2.2T Standard 8 Seats（RM 239,849）、2025 2.2T Standard 11 Seats（RM 189,849） 等。
由價錢睇，Toyota Innova Zenix 嘅起步價真係比 Kia Carnival 平咗 RM 24,849。如果你預算有限，Toyota 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捨，具體要睇你嘅需要。
Toyota Innova Zenix 車身長 4400 mm，後尾箱 400 L。
Kia Carnival 車身長 4400 mm，後尾箱 400 L。
兩部車嘅尺寸幾近一樣，車內空間差別唔算大。呢級別嘅車，日常使用完全夠用。
Toyota Innova Zenix 採用手前驅驅動方式。
Kia Carnival 採用手前驅驅動方式。
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。
Toyota Innova Zenix 同 Kia Carnival 都係馬來西亞市場嘅主流選擇，適合家庭用、日常通勤。如果你更睇重品牌口碑同二手價，可以優先考慮口碑更好嗰款；如果你更在意性價比同配備，就揀配備更豐富嗰款。最後都建議兩部都去試駕，親身體驗先係最重要。
總括嚟講，Toyota Innova Zenix 同 Kia Carnival 都係馬來西亞市場幾唔錯嘅車型。揀邊輛，關鍵仲要睇你嘅個人需要同預算。建議大家做足功課，多比較幾間車行嘅報價，先至去試駕做最終決定。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拎本田 CR-V 同馬自達 CX-30 嚟做比較。這兩款車喺價位同定位上都幾近，今日我哋就從多個角度做個詳細對比，幫你節省做功課嘅時間。
本田 CR-V 喺馬來西亞嘅 OTR 售價係 RM 178,200 - 195,900，一共有 4 個版本，包括 2026 e:HEV 2.0L 2WD RS（RM 195,900）、2026 1.5T 4WD V（RM 181,900）、2026 e:HEV 2.0L 2WD E（RM 178,200） 等。
馬自達 CX-30 喺馬來西亞嘅 OTR 售價係 RM 122,409 - 146,409，一共有 4 個版本，包括 2025 2.0L High+ Premium（RM 146,409）、2025 2.0L High+（RM 138,409）、2025 2.0L High（RM 130,409） 等。
由價錢睇，馬自達 CX-30 嘅起步價比本田 CR-V 平咗 RM 55,791。老實講，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵仲係要看整體嘅性價比同長期使用成本。
本田 CR-V 配備 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
馬自達 CX-30 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，本田 CR-V 嘅 2.0L 4-cyl 比馬自達 CX-30 嘅 1.5L Turbo 多咗 30 匹馬力，中段加速更有信心，尤其係跑高速公路超車嘅時候。不過馬自達 CX-30 嘅油耗可能更友好，日常市區通勤差別唔會太大。
本田 CR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括本田 SENSING (ACC, CMBS, LKAS, RDM)。
馬自達 CX-30 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俾得好齊全。而家嘅新車安全性都唔差，唔使太擔心這一點。
本田 CR-V 保養保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
馬自達 CX-30 保養保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
本田 CR-V 同馬自達 CX-30 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，嗰就揀配備更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。
總計嚟講，本田 CR-V 同馬自達 CX-30 都係馬來西亞市場幾不錯嘅車型。揀邊輛，關鍵仲係要看你嘅個人需求同預算。建议大家做好功課，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 Honda CR-V and Mazda CX-3 when choosing a car. These two models are quite close in price and positioning. Today, we will do a detailed comparison from multiple aspects to help you save time on research.
The OTR price of Honda CR-V in Malaysia is RM 178,200 - 195,900, with a total of 4 versions, including 2026 e:HEV 2.0L 2WD RS (RM 195,900), 2026 1.5T 4WD V (RM 181,900), 2026 e:HEV 2.0L 2WD E (RM 178,200), etc.
The OTR price of Mazda CX-3 in Malaysia is RM 126,159 - 139,159, with a total of 2 versions, including 2023 2.0L High (RM 139,159), 2023 2.0L Plus (RM 126,159), etc.
From a price perspective, the starting price of Mazda CX-3 is RM 52,041 cheaper than Honda CR-V. To be honest, in this price segment, a gap of a few thousand is actually not significant; the key is looking at overall value for money and long-term ownership costs.
The Honda CR-V body length is 4500 mm, trunk 450 L.
The Mazda CX-3 body length is 4500 mm, trunk 450 L.
The dimensions of the two cars are almost the same, and the interior space difference is not significant. For this class of cars, it is completely sufficient for daily use.
Honda CR-V warranty 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Mazda CX-3 warranty 5 years/150,000km, service interval every 10,000km or 6 months.
Both Honda CR-V and Mazda CX-3 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, then choose the one with richer features. Ultimately, it is recommended to test drive both models; personal experience is the most important.
In general, both Honda CR-V and Mazda CX-3 are very good models in the Malaysian market. Which one to choose mainly depends on your personal needs and budget. It is recommended to do your research, compare quotes from several dealerships, and then go for a test drive to make the final decision. Buying a car is a big matter, spending time on research will never go wrong.
The value of the Leapmotor model lies in verifying a possibility: In the industrial cycle where new energy vehicles return from "tech consumer products" to "manufacturing commodities," vertical integration and cost efficiency remain the core propositions that cannot be bypassed.
By Intelligent Driving Network / Zero Sauce
Edited by Langlang Mountain and Mingzhi Mountain
Starting from the 2025 Leapmotor 10th Anniversary event, Leapmotor founder Zhu Jiangming and the management team have been preparing for the Leapmotor Technology Day in September this year through subsequent public events and media exchanges.
As the most important "appetizer" of the Leapmotor Technology Day, Leapmotor opened its Huzhou Super Five-Electric Factory to the media for the first time one week before the event—a core component self-research and self-manufacturing cluster with a total construction area of about 500,000 square meters, covering five major factory zones: batteries, electric drives, domain controllers, headlights, and electronics/power.
Just one day before the factory opened, major domestic automotive enterprises including Leapmotor announced their August sales, and Leapmotor once again led the New Force automakers with a new car sales volume of 103,129. Combining with the Q2 financial reports of each company, it can also be found that while Leapmotor's sales continue to grow, it has also become the only New Force automaker to achieve profitability for three consecutive semi-annual periods.
With the industry profit margin compressed to 3%, why can Leapmotor still make money? Placing this profit accounting in the factory makes it clearer.
01.
The Cost Ledger: Location Economics
The cost logic given by Leapmotor can be summarized in one sentence: full-domain in-house R&D, deep manufacturing, eliminating supplier gross margin.
Since the brand's establishment, 18 component factories have been built, and 65% of vehicle costs are under the enterprise's independent control.
Calculating with the industry supplier's common 15% gross margin, the 65% self-research and self-manufacturing ratio can save about 10% of costs compared to the external procurement mode—65%×15%≈9.75%, this arithmetic is self-consistent.
The Huzhou Electric Drive Integrated Factory is a specimen of this logic.
It concentrates the four core processes of stator manufacturing, rotor manufacturing, controller manufacturing, and electric drive system final assembly into one factory zone, reducing the production links of 3 times packaging, 3 times transportation, and 3 times warehousing and delivery of stators, rotors, and controllers.
Leapmotor calculated that the transportation packaging inventory dimension for a single electric drive system can save about 50 yuan. Based on an annual production of 1 million sets, a total manufacturing cost of about 50 million yuan is saved. This process model also applies to battery and electronic control factories.
Saving 50 yuan per vehicle is indeed not a very significant number, but reducing physical transport saves "links", not "materials".
This means Leapmotor's cost reduction path is process efficiency, not lowering material standards. The two are two philosophies: the former builds "cheap" on management precision, while the latter builds "cheap" on sacrificing experience.
On the side of the Electric Drive Integrated Factory, there is even an undeveloped river transport route. During the visit, Leapmotor relevant personnel also revealed to the Intelligent Driving Network that this factor was indeed considered when the factory was built. If this route can be navigated smoothly subsequently, transportation costs can continue to decline.
This "Location Economics" can be expanded to Leapmotor's entire Huzhou factory area. It is revealed that Leapmotor chose Huzhou instead of Jinhua or Hangzhou to build the factory. The two core reasons given by the official are: first, local government policy support; second, Huzhou has a superior location and convenient transportation, capable of covering supply to core markets such as Anhui.
Subsequently, Leapmotor will continue to expand the scale of component self-manufacturing. Production lines such as compressors, on-board power supplies, and electronic oil pumps were put into production one after another last year and are still in the production ramp-up phase. With the expansion of production scale, there is still further space for manufacturing costs to decline.
This space will be further amplified by platform commonality rates. Leapmotor vehicle architecture has an 88% component commonality rate. Under the same platform, a large number of components such as chassis parts, interior and exterior trim parts, seats, etc., achieve sharing except for styling and body shells. This means R&D costs, mold costs, and procurement costs are amortized on a larger sales volume base.
These two numbers, 65% and 88%, directly influenced Zhu Jiangming's pricing strategy: "cost pricing".
This pricing model, which is not oriented by brand premium but based on its own cost capability, gives the space saved by vertical integration to consumers. This forms an essential difference from the industry common "competitive benchmark pricing" or "brand premium pricing".
It is worth noting that Leapmotor's vertical integration is not a BYD-style full-chain heavy asset model. Leapmotor adopts an "invest in equipment only, not factories" light asset strategy. Among the 18 component factories, it focuses on high-value-added core components, while traditional interiors, tires, wheels, etc., are still resolved through external procurement or joint ventures.
This "selective vertical integration" allows it to achieve a specific balance between fixed asset investment and cost control.
02.
The Technology Ledger: Quality Economics
At the technical level, the five factories in Huzhou of Leapmotor constitute a complete chain of evidence: with micron-level even nanometer-level manufacturing precision as input, and PPM-level defect rate and 100% inspection coverage as output, ultimately realized as product failure rates below the industry average and promising lifetime warranties.
Electric Drive Integrated Factory: From Rotor Dynamic Balancing to 40PPM
Quality hazards in the electric drive system often arise in transport and assembly links. Leapmotor concentrates the four core processes in the same factory zone, eliminating intermediate transport loss, but this is only physical integration; what truly determines the yield is precision control within the process.
In the rotor dynamic balancing link, Leapmotor controls the positive and negative electrode calibration error at ≤100mg, far better than the industry common standard of 200—500mg, with the minimum remaining unbalance ≤0.1gmm/kg, equivalent to the rotor working center of gravity eccentricity ≤0.1μm. This precision directly determines the NVH performance and energy loss of the electric drive system—the larger the unbalance, the stronger the vibration induced by periodic centrifugal force, and the more energy the motor consumes to overcome vibration resistance. The electric control assembly link adopts a high-precision intelligent servo press, with pressure precision ≤0.5%FS and displacement precision ≤10μm, doubled compared to the industry mainstream standard. The direct benefit of precision improvement is ensuring the integrity of sealing rings and avoiding high-voltage insulation failure caused by water vapor intrusion. In the EOL testing link, NVH measurement system accuracy is ≤2dB (industry mainstream 3dB), and 100% off-line detection and speed/torque range test coverage are achieved.
The cumulative result of these technical investments is: Leapmotor oil-cooled electric drive 3mis quality average is 40PPM, less than one-ninth of the industry average 360PPM. As a comparison, Leapmotor promises a lifetime warranty for the electric drive system—the confidence of this commitment is not marketing rhetoric, but a loss probability calculation supported by 40PPM quality data.
SMT Factory: Chip-Level Environment Control and 99.995% Welding Yield
Domain controllers are the "brains" of intelligent electric vehicles. A circuit board the size of an A4 paper integrates about 8,000 electronic components. If any one is misaligned by 10μm or has a poor solder joint, it may lead to infotainment lag, function malfunction, or even safety hazards. Leapmotor's SMT factory raises the manufacturing environment to chip-level: temperature fluctuation ±0.5°C, humidity ±1%RH, cleanliness 100,000 grade, full-domain electrostatic protection voltage <100V. The purpose of this environment control level is to reduce the three quality control risks of poor welding, refusal of welding, and electrostatic breakdown from the production source.
In terms of process precision, the ultra-high speed precision placement link placement precision reaches ±15μm, better than the industry mainstream 25—30μm level; 3D optical reinspection precision is also ±15μm, process capability CPK ≥ 2.0, reaching top industry quality control standards; nitrogen vacuum reflow welding achieves welding yield > 99.995%. Three inspection links achieve 100% off-line full inspection, defective products automatically sorted and isolated. In May 2026, Leapmotor intelligent driving domain controller installation volume was 34,822 sets, ranking 5th in the industry, and promised an electronic control lifetime warranty. High welding yield and full coverage detection mean the base of after-sales repair rates is significantly compressed, and software OTA iteration efficiency is no longer dragged down by hardware defective products.
Battery Factory: 10nm Cleaning and 99.9% Welding Yield
The safety and consistency of power batteries depend on the "marching together" ability of hundreds of cells. Leapmotor battery factory module line automation rate reaches 90%, planned and designed independently by Leapmotor. The core logic is using machine certainty to replace human intervention uncertainty.
Cell nanoscale plasma cleaning raises cleanliness to 10nm, 10 times the industry average 100nm precision. Cleanliness directly determines coating adhesion and cell performance consistency. Spider arm cell stacking shortens single cell processing speed to 1 second, 20% higher than the industry traditional mechanical hand, but speed is not at the cost of precision. Ring spot Busbar welding reduces spatter by more than 99%, process yield rate reaches 99.9%, fundamentally reducing cell short circuit and thermal runaway risks. Airtightness test differential pressure sampling resolution 0.1Pa, reaching industry head standards, ensuring battery pack airtightness. Battery capacity test through high-precision SOX model controls SOC deviation at <3%, better than the national standard ≤5% requirement, reducing "hidden power" and the wooden bucket effect.
The production line achieves 100% full inspection and data traceability. The final result is: Leapmotor battery failure rate is about 30% of the industry average level, and promises a battery lifetime warranty. For users, this means slower range degradation and higher vehicle resale value; for enterprises, this means the probability distribution of after-sales battery replacement costs is significantly shifted left.
Headlight Factory: Grade 100 Cleanliness and 4-Camera 100% Visual Full Inspection
Headlight manufacturing seems far from "safety core", but Leapmotor's headlight factory technical standards are not downgraded due to this.
The factory has the industry's first 100% fully automated injection molding dark factory. The core area cleanliness reaches Grade 100 (chip-level), 10 times the sterile operating room cleanliness. Vacuum aluminum plating thickness is controlled at 0.1μm, reaching top industry standards, directly determining reflectivity and durability—the higher the reflectivity, the better the night lighting effect; the more uniform the plating, the stronger the thermal shock and aging resistance.
In the visual inspection link, four 20 million pixel high-definition industrial cameras are used to perform 100% beam pattern inspection and missing/leak installation inspection from four angles. Compared to the industry's usual two-camera configuration, it achieves double inspection redundancy. The direct benefit of this technical investment is to prevent defective products from flowing out, avoiding driving safety hazards and after-sales claims for users caused by headlight beam pattern deviation or assembly defects.
Electronics & Power Factory: 10μm Assembly Precision and Aerospace/Military Grade Standard
The Electronics & Power Factory is responsible for the manufacturing of three core components: electronic oil pumps, on-board power supplies, and heat pump compressors. Among them, Leapmotor electronic oil pump production line automation rate reaches 100%, leading the industry.
In the outer rotor assembly link, the production line achieves intelligent positioning through visual guidance, combined with high-precision sensors to control face dimension precision at 10μm—this level is better than the industry precision pump 15μm conventional standard, reaching aerospace/military grade requirements. The precision of face gap directly determines the volumetric efficiency of the pump: if the gap is too large, oil leakage increases and volumetric efficiency drops; if the gap is too small, friction resistance rises and mechanical losses intensify. 10μm precision control is to find the optimal balance point between leakage and friction.
In the on-board power supply signal board installation link, the production line uses 2D vision cameras to guide robots to complete automatic assembly, assembly precision also reaches 10μm, reaching the industry high-end level.
The heat pump compressor executes 100% online finished product insulation dielectric strength test. Test voltage is 2500V, higher than the industry common 2000V standard; test precision is controlled at ±3%, better than industry ±5% error level. Higher test voltage and stricter precision standards mean the missed inspection probability of insulation failure is further suppressed, and product reliability obtains substantial improvement.
The technical parameters of the five factories are not isolated. They all point to a quantifiable cost reduction result:
High technology brings not vanity on the spec sheet, but product stability supported by high yield, and loss reduction converted by stability—including manufacturing cost loss, after-sales repair loss, and brand trust loss.
Leapmotor dares to promise a lifetime warranty for the three core systems of electric drive, electronic control, and battery. Its underlying logic lies here: when manufacturing precision compresses the failure rate to 1/3 or even 1/9 of the industry average, the lifetime warranty is no longer risk gambling, but a cost-controlled service经过精算 (actuarially calculated).
Serving users, and serving customers.
03.
The Business Ledger: Tier 1 Economics
Among the information released in this open day, the component external supply is the most significant.
According to Leapmotor official news, the Huzhou headlight factory is Leapmotor's first headlight manufacturing factory facing external customers, and has reached cooperation with Stellantis and FAW, supplying full category lighting fixtures for different vehicle models;
Subsequently is the electric drive. Leapmotor's wholly-owned subsidiary LingSheng Power signed an agreement with Peugeot-Citroen (under Stellantis) to provide electric drive assembly development, factory prototypes, and special testing services for it. This means external supply jumps from finished components to the joint development stage.
Higher up is the vehicle architecture. Opel brand under Stellantis plans to adopt Leapmotor's latest pure electric architecture and core components of battery technology, retaining Opel's own design, chassis, and cockpit systems. Cooperation upgrades from "selling parts" to "selling platforms".
Along with the component penetration, there is continuous binding at the capital and equity level. In October 2023, Stellantis invested in Leapmotor for about 1.5 billion euros, obtaining about 20% equity (later increased to about 21%). In May 2024, both parties established a joint venture Leapmotor International, Leapmotor holds 49% equity, Stellantis holds 51% equity and leads it, responsible for sales and channels in markets outside Mainland China. In May 2026, both parties intend to further expand cooperation to joint procurement and shared production lines.
"Partnering to go global" at the channel level is the direct product of this binding. Leapmotor utilizes Stellantis's existing production capacity and channel networks in Malaysia, Spain, Brazil, etc., achieves local production in CKD/SKD mode, avoids trade barriers while reducing capital investment. This forms a sharp contrast with the heavy asset path of most Chinese automakers building overseas factories independently. Leapmotor International achieved profitability just two years after establishment, with overseas gross margin stable at 18%—20%, higher than the domestic level.
This "reverse technology export" has symbolic significance in the history of China's automotive industry.
In the past 40 years, China's automotive industry was dominated by the narrative "market for technology"; while the model of Leapmotor and Stellantis—Chinese automakers provide core technology, international giants provide brand and channels—is rewriting this narrative.
But Tier 1 business is not only for shareholders. Besides Stellantis, Leapmotor's component business has obtained cooperation from more than ten domestic and foreign automakers. Among them, FAW has reached cooperation with Huzhou headlight factory, supplying full category lighting fixtures for different vehicle models.
FAW's addition shows that external supply is an open business facing mainstream Chinese automakers. Leapmotor summarizes it as "Vehicle + Tier 1" dual-wheel drive.
"Vehicle + Tier 1" is not without precedent: BYD's FinDreams series external supply, CATL budded from ATL power battery department, are all paths verified on China's automotive industry chain.
Leapmotor's difference lies in the path sequence: first rely on self-supply to scale, then seek external supply.
Monthly sales of 100,000 units are the "order basic platform" of these component factories. External supply is incremental amortization, not a last resort. This model is coherent, but whether it can be established depends on whether external supply customer quantity and revenue proportion can be disclosed with data, whether internal and external supply pricing is fair, and whether external customers are willing to place orders with a vertical system of whole-vehicle peers for the long term.
It needs to be noted that vertical integration is not a consensus in the intelligent electric vehicle era. Most automakers choose "in-house R&D + external procurement" to maintain flexibility in technology generation switching.
But Leapmotor's self-manufacturing scope is actually selective: it does high value, high coupling components—domain controllers, electric drives, battery packs, headlights, electronics/power; while cell links etc. are not fully self-manufactured. This selective vertical integration is both different from "closed in-house R&D", and exactly the reason it dares to open orders to external customers.
Final Thoughts:
Of course, any business model has its applicable boundaries. Leapmotor's "full-domain in-house R&D + deep manufacturing" model is no exception.
First is scale dependency.
The cost reduction effect of vertical integration highly relies on sales volume to amortize fixed costs. Zhu Jiangming once publicly stated that new energy vehicle startups need "1 million annual sales to survive". Leapmotor's target for 2026 is to sprint to 1 million vehicles. Once the scale growth slows down, the capacity utilization rate of 18 component factories will decline, and its cost advantage will be quickly eroded by fixed costs.
Second is the "glass ceiling" of technical depth.
Leapmotor still has obvious boundaries at the core material level: cells come from external procurement (such as CATL), chips come from suppliers such as Qualcomm, NVIDIA, Leapmotor does not do wafer-level in-house R&D. This means during periods of raw material price volatility in batteries and chip supply tightness, Leapmotor's cost control capability will still be subject to pressure from upstream transmission.
Finally is the uncertainty of overseas policy. The EU's countervailing tariffs on Chinese electric vehicles, Malaysia's mandatory export quota requirements for new whole-vehicle factories, and the difficulty of building local supply chains in Europe all lay down variables for Leapmotor's global path.
Can the Leapmotor model be replicated? The answer is likely negative.
Its founder team comes from Dahua Technology, with deep electronics manufacturing genes; its "cost pricing" strategy requires extremely strong strategic firmness, which is not common in the capital-seeking new energy track; its "partnering to go global" global path relies on deep interest binding with international giants like Stellantis, having irreproducible contingency.
But the value of the Leapmotor model does not lie in becoming a template, but in verifying a possibility: In the industrial cycle where new energy vehicles return from "tech consumer products" to "manufacturing commodities," vertical integration and cost efficiency remain the core propositions that cannot be bypassed.
Monthly sales of 100,000 is just the visible result above the iceberg. Below the iceberg is a systemic capability reconstruction about how to build a good car.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿本田 HR-V 同斯巴魯森林人嚟做比較。這兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細嘅比較，幫你省下做功課嘅時間。
本田 HR-V 喺馬來西亞嘅 OTR 售價係 RM 115,900 至 143,900，合共 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） 呢啲。
斯巴魯森林人喺馬來西亞嘅 OTR 售價係 RM 174,000 至 197,000，合共 3 個版本，包括 2024 2.0L S EyeSight GT Edition（RM 189,538）、2024 2.0L S EyeSight（RM 177,538）、2024 2.0L L EyeSight（RM 167,538） 呢啲。
睇翻價錢，本田 HR-V 嘅起步價確實比斯巴魯森林人平咗 RM 58,100。如果你預算有限，本田嘅入門版已經可以滿足日常需要。但都要留意，平嗰幾千元，可能喺配備上會有取捨，具體要睇你嘅需求。
本田 HR-V 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
斯巴魯森林人搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，斯巴魯森林人嘅 2.0L 4-cyl 比本田 HR-V 嘅 1.5L Turbo 多咗 30 匹馬力。不過日常喺市區開，兩部車嘅動力都夠用，唔會覺得唔夠力。
本田 HR-V 車身長 4500 mm，行李廂 450 L。
斯巴魯森林人車身長 4400 mm，行李廂 400 L。
空間方面，本田 HR-V 嘅車身比斯巴魯森林人長咗 100 mm，車內乘坐空間會少少寬敞啲，尤其係後座腿部空間。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 HR-V 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
斯巴魯森林人保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，本田 HR-V 同斯巴魯森林人都係馬來西亞市場幾唔錯嘅車型。揀邊一部，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。
In Malaysia's SUV market, many buyers compare Honda HR-V and Chery Tiggo Cross 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 OTR price of Honda HR-V in Malaysia is RM 115,900 - 143,900, with a total of 4 versions, including 2026 e:HEV 1.5L RS (RM 143,900), 2026 1.5T V (RM 137,900), 2026 1.5T E (RM 130,900), etc.
The OTR price of Chery Tiggo Cross in Malaysia is RM 88,750 - 99,750, with a total of 2 versions, including 2025 HEV 1.5L CSH (RM 99,750), 2025 1.5T Standard (RM 88,750), etc.
From a price perspective, the starting price of Chery Tiggo Cross is RM 27,150 cheaper than Honda HR-V. Honestly, in this price range, a difference of a few thousand is not really significant; the key is to look at overall value for money and long-term usage costs.
Honda HR-V body length 4500 mm, trunk 450 L.
Chery Tiggo Cross body length 4400 mm, trunk 400 L.
Regarding space, the Honda HR-V body is 100 mm longer than Chery Tiggo Cross, and the interior seating space will be slightly more spacious, especially the rear legroom. If you often carry family members or need to fit a stroller, a larger body is indeed more practical.
Honda HR-V warranty 5 years/unlimited mileage, service interval every 10,000km or 6 months.
Chery Tiggo Cross warranty 3 years/100,000km, service interval every 10,000km or 6 months.
Honda HR-V and Chery Tiggo Cross are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, consider the one with better reputation first; if you care more about value for money and features, choose the one with richer configurations. Ultimately, it is recommended to test drive both models; experiencing them firsthand is the most important.
Overall, Honda HR-V and Chery Tiggo Cross are both very good models in the Malaysian market. Choosing which one depends mainly on your personal needs and budget. It is recommended to do your research, compare quotes from several dealerships, and then test drive to make a final decision. Buying a car is a big matter; spending some time on research will never go wrong.
In the Malaysian SUV market, many buyers compare Honda HR-V and Mazda CX-60 when choosing a car. These two cars are quite close in price and positioning, so today we will make a detailed comparison from multiple aspects to help you save time doing research.
Honda HR-V's OTR price in Malaysia is RM 115,900 - 143,900, with 4 versions in total, including 2026 e:HEV 1.5L RS (RM 143,900), 2026 1.5T V (RM 137,900), 2026 1.5T E (RM 130,900), etc.
Mazda CX-60's OTR price in Malaysia is RM 200,510 - 252,873, with 2 versions in total, including 2026 3.3T 4WD High Plus (RM 252,873), 2025 2.5L 2WD High (RM 200,510), etc.
From a price perspective, Honda HR-V's starting price is indeed RM 84,610 cheaper than Mazda CX-60. If your budget is limited, Honda's entry-level version can already meet daily needs. But note, the few thousand cheaper, might have compromises in features, it depends on your specific needs.
Honda HR-V is equipped with 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Mazda CX-60 is equipped with 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
Regarding power, Mazda CX-60's 2.0L 4-cyl has 30 more horsepower than Honda HR-V's 1.5L Turbo. However, for daily driving in the city, both cars have enough power and won't feel sluggish.
Honda HR-V body length 4500 mm, trunk 450 L.
Mazda CX-60 body length 4500 mm, trunk 450 L.
The dimensions of both cars are almost the same, and the interior space difference is not significant. For cars in this category, it is completely sufficient for daily use.
Honda HR-V and Mazda CX-60 are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, prioritize the one with better reputation; if you care more about cost-performance and features, choose the one with richer configurations. Ultimately, it is recommended to test drive both cars; personal experience is the most important.
Overall, Honda HR-V and Mazda CX-60 are both very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. It is recommended to do your homework, compare quotes from a few more dealerships, and go for a test drive before making a final decision. Buying a car is a big matter, spending time doing research will never be wrong.
Japanese automakers have felt panic in global competition for the first time.
The first half of 2026 has passed. With more statistical reports emerging, Chinese automakers have created a string of new records. Among them, in ACEA European Association of Motor Vehicle Manufacturers' May statistics, among 31 major countries in Europe, BYD, SAIC, Geely, Chery, and Leapmotor totaled sales of 138,400 new cars, a year-on-year increase of 65%. This surpassed the total of six Japanese brands by more than 5%. Toyota, Nissan, Suzuki, Mazda, Honda, and Mitsubishi totaled 130,400 vehicles, a year-on-year decrease of 3%.
In another statistical perspective, in the narrow EU 27 markets, the month-on-month increase in new car registrations for the 5 major Chinese auto companies in May reached over 60%. Under different perspectives, Chinese auto companies have surpassed Japanese auto companies for the first time in history.
Undoubtedly, the value of this data is clearly higher than before. Because this is not just a comparison in numbers, but a hard confrontation in the world's third-largest market.
Three Tiers, Who Holds the New Overseas Influence?
Not only did they create records collectively, but each automaker also refreshed their upper limits.
Chery Auto, overseas sales account for more than 70% of the group's total sales, and has broken the record for single-month Chinese car exports for 4 consecutive months, additionally single-month exports exceeded 190,000 units for the first time;
BYD Auto, single-month passenger car and pickup overseas sales were 174,900 units, refreshing its internal corporate record, closely chasing Chery;
Geely Auto, first breaking 100,000 units in single-month overseas sales for the first time, 102,900 units in June, and the growth rate is very terrifying. The overseas new energy vehicle sales for the first half of 2026 were 277,200 units, a year-on-year growth rate of 585%;
Changan China, the overseas sales ratio is also gradually increasing. Taking June as an example, total sales were 201,900 units, overseas sales were 91,000 units, occupying nearly half the performance;
Great Wall Motor, the overseas sales ratio has also started to reach around 50%. Overseas sales for the first half of the year were 291,400 units, nearly 50% of total sales of 583,800;
SAIC Group, also refreshed its own sales record in Europe. Among them, the MG brand continued to take the title of European sales champion for Chinese brands, a record held for 11 years.
Aside from traditional large factories, new force automakers are also in a rapid upward trend now.
Leapmotor Auto, overseas sales for the first half of the year were nearly 100,000 units, currently exceeding its 2025 full-year number, and also starting to surpass XPeng Auto to take the top spot in new force overseas sales;
XPeng Auto, overseas sales are rising month by month. Taking June as an example, overseas deliveries can exceed 8,000. Its sales target for the full year of 2026 is set at 90,000 to 100,000 units;
So, from a numerical perspective, Chinese automakers in the overseas market are currently divided into three tiers:
The first tier, Chery is in the lead. Overseas sales 943,800 units, Chinese cars' history half-year export first exceeds 900,000 units. BYD ranks second, half-year overseas sales nearly 790,000 units. SAIC Group ranks third, half-year sales over 730,000 units;
Between the second tier and the first tier, the magnitude differs by about 50%. Geely Auto, sales for the first half of 2026 exceeded 470,000 units. What is worth noting is that its growth is very fast, and full-year sales are expected to exert pressure on SAIC Group. Changan's half-year overseas sales were 402,000 units, and Great Wall Motor's half-year overseas sales were 291,000 units.
The third tier is Leapmotor Auto and XPeng Auto. Leapmotor is expected to expand dealer numbers to 500 in the full year of 2026. XPeng has already expanded overseas sales and service networks to 380 stores in 60 countries and regions. Both are expected to quickly narrow the gap with the second tier.
From a model perspective, Chery's current export sales champion is mainly fuel SUVs Tiggo 7 and Tiggo 8. BYD's first half export sales champion is Yuan PLUS, actually BYD Dolphin.
Geely's export sales champion is Geely Galaxy Starship 7, Geely EX2 (Xingyuan in domestic). Changan's sales champions first include the fuel base of CS55PLUS and CS75PLUS, followed by the new energy segment's Deepal S05 speed in Southeast Asia is not low. Great Wall Motor's main sales model is Haval H6, Great Wall Cannon. Leapmotor's current sales champion is Leapmotor T03, XPeng Auto's sales champion is XPeng G6.
Further considering the dimension of regions and countries, competition intensity is lower than the domestic Chinese market, basically in a low friction intensity, simply put, market focus temporarily does not overlap much. The king of the Middle East is Chery, the king of Eastern Europe is Great Wall, BYD currently holds discourse power in the Brazilian market, the European market sales champion is currently MG Motors, but next as BYD's Hungarian factory is expected to go into operation in the fourth quarter, the 2027 sales champion may change hands.
Although MG is a British brand, consumer cognition is relatively good, but BYD's promotion speed is very terrifying. It is expected that by the end of 2026, it will double compared to the end of 2025, that is, around 2,000 sales points in Europe.
Additionally, Chery Auto is also actively adjusting its strategic deployment. Among them, in the first half of 2026, a pattern of surpassing the Middle East market in the European market has already formed.
So, in summary, Chery, Great Wall, and Changan each hold fuel car discourse power in different markets. BYD, Geely, and MG Motors respectively hold discourse power in different regional sub-segments in pure electric and plug-in hybrid aspects.
Not Just a Fight Over Numbers, Nor Just About Face
The reason why the overseas market grows so rapidly is actually a necessary stage. Early European cars, American cars, Japanese cars, and Korean cars also experienced similar processes. Because all emerging markets will turn from incremental markets to stock markets. To sustain development, automakers need to expand outward. This is not just about manufacturing, the Internet or AI industries are the same.
Of course, the discourse power currently mastered can only mean how the current performance is, it does not mean the trend of 2027 and subsequent.
So, to view the overseas potential of Chinese automakers more profoundly, there is actually a general conclusion mainly around factories (or overseas capacity), sales, and service networks.
Chery Auto, overseas has 10 KD assembly plants, dealer numbers exceed 1,500, dealer outlets nearly 3,000. Additionally, taking over Nissan's Sunderland plant in England is expected to start production as early as April 2027.
BYD Auto, planned up to 13 factories overseas at most, currently put into production in Thailand, Brazil, Uzbekistan. On dealer outlets, based on existing information, by the end of 2026 it is expected to have over 2,500. For the second factory in Europe, currently in the final stage of site selection and decision, some of its senior management accepted interviews stating that personally they prefer acquiring existing idle factories in Europe.
SAIC Group, currently has 4 major manufacturing bases overseas (Thailand, Indonesia, India, etc.). The planned first manufacturing factory in Europe is expected to start production at the end of 2028. On dealer outlets, over 3,000.
Geely Auto, has 20 overseas factories globally, overseas sales and service outlets number over 1,100.
Changan China, has built 9 overseas factories, plans 20 overseas factories, global dealer outlets plan over 14,000.
Great Wall Motor, overseas owns 16 factories, overseas sales channels over 1,500.
Leapmotor Auto, currently Leapmotor International Poland factory has been put into production. 2026 to expand strategic cooperation in Europe, seeking to take over Spain's dual factories, overseas sales and service outlets about 950, 85% layout in Europe.
XPeng Auto, production through Magna in Austria, overseas layout 380 stores.
So the final conclusion is, on planning, the largest scale is Changan China. On efficiency, the best currently are BYD, Chery, and SAIC Group. On potential, the largest are Geely Auto, Leapmotor Auto.
Actually, all of the above is not just who takes their own territory first, but also the explicit exports following the competition in battery, motor, and electronic control systems and intelligence in the Chinese market. And these will further return and support the domestic market.
The explicit advantage is, after experiencing more complex road conditions and usage situations, the maturity of the products is expected to upgrade very quickly in the facelift. For example, the usage environment in Southeast Asia is high temperature and humidity, the UK market's usage environment is cold and damp, the Brazilian market's usage environment is poor road conditions and humidity, and Eastern Europe market is cold and relatively poor road conditions.
Actually, since the first round of large-scale going out, there has been a great feedback on product stability. For example, Great Wall Motor currently has a very tough reputation on quality, Wei Jianjun also has the confidence to shout "Rest Assured" in the launch event.
Of course, besides this, there is also upgrade space in battery, motor, electronic control systems and AI. On battery, motor, electronic control, for example, in many areas of Italy, charging facilities are not perfect. On intelligence, we have to wait for data and regulations to be gradually released. Currently, domestic systems have the opportunity to upgrade further.
Then, overseas markets can solve homogenization and price war and other related problems to a certain extent. For example, in the European market, more and more Chinese automakers are tuning out different designs that meet local aesthetics. Again, for a model like pickup trucks, BYD has started to figure out the way in the Latin American market.
Written at the end:
However, the challenges ahead are not just about price, technology, value-for-money, and other basic topics.
For example, European consumers recently collectively focus on 2 topics. One is the residual value of vehicles, and the other is the speed of new car launches. On residual value, European users prefer leasing, generally after a 2-4 year usage process, renewing a new model with upgrades. So, if the update speed of new cars is as high frequency as in the Chinese market, it has already suppressed the desire to buy outright.
Also, relatively homogenized models will also trigger consumer anxiety. Similarly taking European consumers as an example, recently after XPeng MONA L03 pre-sale, it triggered many discussions on whether to choose XPeng G6.
Additionally, related hot topics include fulfillment capabilities. The OTA plan announced at the launch event, obviously cannot be like what happens around you and me, otherwise on sales it will be talked about word of mouth.
When they drive Denza D9 to pick up the porcelain that best represents Chinese culture from Jingdezhen, select exquisitely designed silk from Hangzhou silk workshops, choose Wuyi Rock Tea from the first spring from Wuyi Mountain, and drive off the ferry onto Singaporean soil, you can hardly help but feel a sense of disorientation as if traveling through time and space.
Following BYD's arrival in the UK and Europe at the July 2026 Goodwood Festival of Speed with a multi-brand matrix including Denza, Yangwang, Sealion 07, etc., launching a loud shot for Chinese new energy vehicles to enter the Western European market with the largest exhibition booth in global brand history, on August 25, the grand closing ceremony of the "2026 Silk Road 10,000 Li · Enlightening Road" Maritime Silk Road was held grandly in Singapore. BYD, as the full-transportation partner for this event, provided the entire event support fleet, completing a land and sea silk road expedition lasting 33 days and covering over 10,000 kilometers.
BYD Brand Booth at the Goodwood Festival of Speed
This 10,000-kilometer convoy set off from Xi'an, Shaanxi, the starting point of the overland Silk Road, on July 24, passing through cultural landmarks such as Jingdezhen, Jiangxi, Hangzhou, Zhejiang, and Wuyi Mountain, Fujian, following the millennium-old Silk Road cultural vein, crossing mountains and rivers, visiting the civilizational roots of silk, porcelain, and tea; the convoy crossed national borders, traversing Thailand and Malaysia in turn, finally arriving at the hub node of the maritime Silk Road, Singapore, completing this land-sea linked cultural and technological exploration journey.
Thousands of years ago, when merchant ships sailing across the sea along this channel delivered China's top-tier silk, porcelain, and tea into the hands of people from foreign lands, they saw an aesthetic and craftsmanship that a civilization had settled for hundreds of years. But today, this convoy starting from under the Xi'an Ancient City Wall, crossing the Indochina Peninsula and crossing the Strait of Malacca, hands over a more complete modern civilization solution: 5G data streams flowing in the vehicle infotainment system, battery cells lying on the chassis, every kilometer passing by outside the car window is the pulse of the ancient Silk Road beating in the contemporary era.
In the financial report released just recently for the first half of 2026, the confidence of this expedition was already backed by data: BYD's cumulative sales in the first half reached 1.8085 million units, of which the total volume of exports and local delivery in the overseas market reached 792,000 units, a strong increase of 67.8% year-on-year. Performance broken down by core markets is more substantial: In the first half, in Australia, BYD's cumulative sales of all powertrain models reached 52,300 units, a year-on-year increase of 124%, rising to second place among all car brands in Australia, second only to Toyota. BYD, which has been in the UK for a full 18 months, sold a cumulative 38,000 new cars locally in the first half of the year.
And Singapore happens to be the most substantial sample market for this era's dialogue.
You should know that in this harshest automotive arena for global entry barriers, the cost of one Certificate of Entitlement (COE) equals half a luxury car domestically; the car purchase list swept by consumers' fingertips is stacked with all the names that the global automotive industry is most proud of over the past century. It is on this tiny plot of land that BYD forcibly turned itself into part of the streetscape.
As of July 2026, BYD has consecutively held the Singapore passenger car brand sales champion title for 19 months; from January to July this year, the overall market share reached 24.7%, and all categories of Chinese car brands combined occupy nearly half of the local new car market. Singapore's total passenger car registration volume for the year is less than 60,000 units, with BYD stably delivering 1,100-1,400 units per month; almost every four new cars sold, one is from BYD. Walking on the streets of Singapore, around city landmarks such as Orchard Road, Sentosa, Merlion Park, and Botanical Gardens, BYD Sealion 07 (Sealion 7), Yuan PLUS Overseas Version ATTO 3, and Denza D9 can be seen everywhere; Chinese new energy vehicles have deeply integrated into Singapore's daily commuting landscape.
During this journey, a vivid detail was impressive: the local driver responsible for the overseas airport pickup and drop-off service for this event drives a Toyota Alphard MPV daily. During the conversation, he admitted that the Certificate of Entitlement he holds has only two years of validity left, and when exchanging the certificate, he plans to directly swap for a Denza D9. The high fuel costs are forcing local practitioners in Singapore to collectively shift to new energy.
We specifically visited BYD's exclusive general agent in Singapore, Vantage Automotive. In the land-scarce Lion City, the operator built a BYD + Denza dual-brand flagship showroom covering about 4,500 square meters, integrating product display, customer experience, and after-sales maintenance; it has four authorized dealer outlets under its portfolio, building a service network of 27 sales stores covering the whole island, the scale being rare in the local luxury brand channel system.
Singapore BYD General Agent New Car Showroom
Affected by the high Certificate of Entitlement cost and import tariffs, BYD's high-end sequence models sell at a significantly higher price locally than domestically: Denza D9 market price is worth more than 1.6 million RMB, Denza B5 and Denza B8 prices are both higher than the domestic versions. Even with high prices, local public opinion forms an interesting folk evaluation: Many Singaporean users believe that BYD system brands' current market status and user goodwill have already surpassed traditional BMW and Mercedes-Benz. Local circles even spread a playful verbal expression, calling the BBA legacy luxury brands "The Old Guard", while BYD, Denza and other Chinese new energy brands are the market's new favorites "The New Guard".
Behind this jest lies an answer that the Chinese automotive industry has been pursuing for more than half a century: We finally no longer trade low prices for market share, nor do we trade subsidies for growth increments.
Never has an industrial product been able to send China's technological confidence and cultural warmth packaged to the whole world like today's new energy vehicles. The Silk Road merchant teams from a thousand years ago transported out a civilization grown from the land; the convoy expediting along the same road today transports out strength grown from the workshop.
In the past, when we talked about "Globalization", we subconsciously felt we had to cater to others' rules, having to squat down to get the entry ticket. But the footprints BYD has walked along tell everyone: The true globalization that stands and takes the market is walking out with one's own 5,000-year cultural roots—from the Big Wild Goose Pagoda in Xi'an to the Merlion in Singapore, from the kiln fires in Jingdezhen to the track fireworks at Goodwood, the winds of old and new Silk Roads met head-on at the Strait of Malacca.
The era of silk and porcelain is the past, the era of smart EVs and photovoltaic energy storage is the present, and that channel that has been flowing for a thousand years has never broken; it's just that this time, carrying Chinese manufacturing forward are no longer camel caravans and sails, but rolling wheels and flashing lightning. Technology has power, culture has warmth, when the two merge into one, it is the Chinese overseas narrative that can most boost the confidence of the people.
Twenty thousand li of roads with clouds and moon, Chinese automobiles no longer need to try all means to prove "we are not inferior to others". Because in this new energy era deeply participated and even led by Chinese automakers, what we deliver is a future lifestyle that the world is willing to share and pay for.
When hardcore technology flows with the warmth of civilization, every wheel print of Chinese brands rushing to the globe will be walked with immense certainty and dignity.
一辆能赚钱的 Robotaxi，和一家能赚钱的公司，中间隔了多远的距离？
2026 年第二季度，小马智行 Robotaxi 收入同比暴涨 691%，文远知行毛利率达到 37.5%，创下历史新高。
单看这些数字，很容易得出一个判断：Robotaxi 正在跨过规模盈利的临界点。
但两家公司仍在亏损，增长数字很热，盈利目标冷静得多。小马智行 CFO 王皓俊判断，Robotaxi 车队至少达到 4 万至 5 万辆，才有望实现自由现金流转正。
对小马智行而言，4 万至 5 万辆更像是从单车经济性走向规模经济的关键量级。
它未必是整个 Robotaxi 行业统一的盈利线，但至少说明了一件事：当车队规模从千辆级迈向万辆级乃至数万辆级，Robotaxi 才真正开始进入规模经济的讨论区间。
而Robotaxi 真正要回答的问题，不再是「一辆车能不能赚钱」，而是「这门生意有没有规模经济」。
从单车盈利到规模经济，Robotaxi 还要跑多远？
01、单车盈利，只是 Robotaxi 的第一关Robotaxi 的盈利拆开看，单车这一层已经跨过去了：
收入端，是每天能够完成多少订单、跑多少里程、产生多少车费收入。
成本端，则包括车辆折旧、充电、维保，以及直接运营所产生的人力等成本。
小马智行在广州、深圳跑通了单车盈利。Robotaxi 作为一项「运输服务」，在单车层面已经可以养活自己，拿到商业化的入场券。
但车队的账，不是「单车利润×车队规模」的简单算法。成本结构不同于单车，运营人员要增加，调度体系要更复杂，远程协助、车辆维护、保险、充电、停车、事故处理，每一项都要建体系。
公司要盈利是真正的重头戏。一家 Robotaxi 公司要支付的，不仅是车队的运营成本，还有研发、销售、管理、基础设施，以及全球市场拓展的全部费用。
小马智行上半年研发费用 7.07 亿元，是当期营收的 1.5 倍；文远知行更是达到了 2.3 倍。
单车盈利转正，是商业模式跑通的信号。
真正困难的第二关，是让规模经济成立，让成本被更多收入摊薄。这时 Robotaxi 的成本结构，可以拆成三层：
规模扩大不是简单增加车辆数量，提高运营效率成了关键，半固定成本和变动成本都可以通过软件和自动化逐步提升效率。
当规模达到一定量级，增加车辆之间的网络密度，收入端也会被反向拉动。
在已经验证的城市内，车辆投放增加后，用户等待时间缩短、留存率提升。车队规模不断扩大，也会进一步带动单车日均收入提升。L4 系统已经跑通，扩大车队就是最直接的收入放大器。
王皓俊在财报会上点破一个事实：在同一城市增加车队规模时，部分新增成本的增长速度，会明显低于收入的增长速度。
这恰恰说明，车队规模本身不构成规模经济，车队扩大之后，成本结构是否发生质变，才是分水岭。
自动驾驶最大的不同，是城市扩张的成本。
广州跑通，不意味着深圳能直接复制。深圳跑通，也不意味着东京、伦敦能直接照搬。
每进入一座新城，面对的不仅仅是简单的软件部署，还有不同的道路环境、交通规则、驾驶习惯、天气条件、监管要求。
把跑通的系统放进一个全新的物理环境，数据要重新积累，安全验证要重做一轮，运营体系要重新搭一遍。
过去进入一座新城市，需要数十名工程师完成适配；现在借助世界模型，人机协作就能完成。城市这个维度的边际成本，开始往下走。
小马智行的 PonyWorld 2.0 世界模型，让公司能以更少研发资源在多个城市同步部署车队，不再同比例增加工程资源投入。
这时候再看小马智行 4 万至 5 万辆的「盈利目标」，更像一个经济性拐点，从「单车经济性」走向「规模经济」。
一辆 Robotaxi 能赚钱，证明的是这门生意在单车层面成立，市场愿意买单。
但一家自动驾驶公司要证明的，是另一件事：当车队从 1000 辆变成 1 万辆、10 万辆，收入能不能跑得比成本更快，能不能把赚钱变成规模经济。
02、从卖 Robotaxi，到卖「自动驾驶能力」车队规模，是 Robotaxi 收入杠杆里的重要变量。规模经济的另一个方向，是把同一套技术资产放进更多业务。
100 亿元研发投入，如果只服务 Robotaxi，分摊的空间终究有限。
但一套感知、决策、数据、模型能力，如果同时服务 Robotaxi、Robobus、L2++/L3、Robotruck、Robosweeper，每进入一个新场景，都能给这套技术带来新的商业收入。研发投入就不再是压在某一个业务上的负担，而是所有业务共享的基座。
真正提高的是「技术资产利用率」，让已有的技术资产产生更多收入。
就像 Linux 操作系统可以支持多种设备，构建一个通用的自动驾驶操作系统，可以支持底层逻辑一致的场景。
文远知行一套 WeRide One 物理 AI 底座，同时服务 L4 和 L2++，形成「双数据飞轮」：一趟 L4 车队的真实运营数据，能反哺 L2++ 的量产方案；
而 L2++ 超 30 款车型的规模化数据，又能反过来加速 L4 对长尾场景的覆盖。
这一技术底座的结构：WITT（World Intelligence Toward Truth）拆解物理事实，GENESIS 负责生成仿真场景，两者结合形成数据闭环，让边际部署成本随着市场增加而递减。
数百万公里的道路测试可以压缩到几天内完成，数据采集和标注成本能降低 75% 以上。
这一点在财务数据上已经开始体现。文远知行 2026 年第二季度 L2++/L3 业务收入同比增长 2594%，WRD 3.0 出货量约 3 万套。
为 L4 Robotaxi 投入的技术，可以在其他业务线上创造全新的、高利润的收入流。文远知行全球 L4 车队约 3400 辆，包含 Robotaxi、Robobus、Robosweeper、Robovan 四个品类，这些业务共享同一套技术基座，意味着研发投入被多个业务线共同分摊。
Robotruck 本身就是技术向另一类 L4 场景的延伸，小马智行 Robotruck 和 Robotaxi 两个业务在代码层面的复用度超过 80%，硬件层面超过 90%。
这意味着，为 Robotaxi 研发的感知、预测、规划能力，同样可以服务于卡车场景，不需要反复投入。
2026 年上半年，小马智行 Robotruck 业务收入达到 1.60 亿元，第四代无人驾驶重卡进入量产，并与港口合作开始商业化部署。
L4 级无人驾驶轻卡是同样的一步棋，面向快递分拨、商超补货等城配场景，计划 2030 年前落地 10 万辆。
轻卡几乎可以完全复用 Robotaxi 的技术和运营基础设施，研发与运营两端的成本，都被同一套底座吃下来。这并非技术上的巧合，而是战略上的主动设计。
规模想继续放大，就得把市场这道墙往外推。中东、欧洲等海外市场，越来越频繁地出现在 Robotaxi 公司的商业化版图里。
小马智行全球布局
表面看，出海是在找新市场。但如果只把这一步理解为增加收入，就低估了海外对 Robotaxi 商业模型的意义，真正被改写的，是单位经济模型本身。
不同市场的网约车客单价存在明显差异。
德意志银行的报告显示，伦敦 5 公里出租车费用约合人民币 160 元，是中国网约车市场的十余倍。
同样的订单密度，变现能力差别不同，这种客单价差异，直接改变盈亏平衡的节奏。
Robotaxi 替代的，从来不是汽车，而是有人驾驶的运输服务。人力成本越高的市场，自动驾驶带来的成本优势就越明显。
文远知行 CEO 韩旭给出了宏观层面的判断：老龄化叠加司机短缺、经济基础好的市场，天然就是 Robotaxi 的潜在市场。
高客单价，把收入上限顶高；高人工成本，把无人化价值放大。
而 Robotaxi 企业如果以技术输出进入市场，与当地车企、出行平台、运营商合作，单位经济模型还会进一步被改写。
相比自购车辆、自建车队，技术输出模式下的资产压力要轻得多。
小马智行与Bolt、Stellantis在卢森堡启动Robotaxi测试项目
技术授权费本身就是高毛利业务，不会稀释利润。小马智行在共建车队模式下，车辆资产由合作伙伴承担，小马智行输出 AI 司机能力。
把车队规模做大，资本开支却不必跟着车辆数量线性增长。
「软件自持+车队合作方出资」的轻资产模式正在被多个市场验证，到今年 7 月，文远知行已经跑进 13 个国家、60 多个城市，海外收入上半年同比增长 154%，占比爬到了 34.5%。
单辆 Robotaxi 每年可带来 4 万至 5 万美元的经常性收入。在中东，Robotaxi 车队约 400 辆，阿布扎比和迪拜的无人驾驶服务覆盖 70% 以上核心城区。
文远知行与Uber落地欧洲苏黎世
海外规模化投放后，不是简单地帮 Robotaxi 公司多卖一些订单、多一条增长曲线，而是通过不同的收入水平、人工成本和商业合作模式，直接改善单位经济模型。
Robotaxi 的全球化，更像一场压力测试：司机成本、出行价格、车辆利用率、订单密度、监管环境，这些变量在不同市场完全不同。
开到海外只是表象，更关键的是，当规模继续扩大，边际成本到底能不能真的降下来。
整体来看，Robotaxi 的规模经济，正在经历三个节点：
Robotaxi 要证明的，从来不只是无人驾驶能赚钱。
真正的命题，是一套自动驾驶技术被足够多的车、城市、业务共同使用后，能否长出一套可以持续扩张的商业模型。
当更多车、更多城市、更多业务叠加在一起，规模经济的效应才真正开始显现。
规模经济不是口号，不同玩家从不同维度给出了自己的答案。
Waymo 把周均 100 万次付费出行视为拐点，计划在 2026 年底前撞线，谷歌 CEO Sundar Pichai 预期，Waymo 最快在 2027 年将对母公司的财务状况做出实质性贡献。
萝卜快跑从武汉单城盈利，到在全球 28 城铺开，以香港为入口开拓右舵市场，推动更多城市实现单位经济盈亏平衡。
小马智行划定了 4 万至 5 万辆的盈利阈值。文远知行 CFO 李璇则给出了另一个刻度：2028 年实现单季度经营现金流转正，2029 年实现全年盈亏平衡。
Robotaxi 商业化真正的终局，是把「单车生意」做成「规模生意」。
On August 26, Chery Fengyun, with the theme "Steady Happiness", held the Fengyun T7 launch event at Yanqi Lake, Beijing. This globally quality pure electric SUV, refined over five years, officially entered the domestic market. Hacken Lee served as the Happiness Experience Officer to support the event, bringing a heavyweight contender to the 100,000-yuan tier home pure electric market.
This launch introduced three configurations, with an official guide price of 97,900 - 118,900 Yuan, and a preemptive trade-in price as low as 94,900 Yuan, completely breaking the industry tactics of range shrinkage and configuration stratification in the same class. All series come standard with 600km CLTC range, equipped with a 65.05kWh Rhino Battery. Actual tested range surpassing the label claim can reach 667km, with 30%-80% fast charging requiring only 22 minutes, refueling efficiency comparable to the refueling rhythm of a fuel car.
As an original global model, Fengyun T7 is homologous with the overseas Lepas L6 and has already landed in the Thailand and South Africa markets first. R&D strictly benchmarks against the 2026 version E-NCAP five-star safety standard. The body uses 80% high-strength steel paired with a cage structure. The Rhino Battery has 31 layers of protection, IP68 waterproof rating far exceeds national standards, wading depth can reach 500mm. It has undergone 1 million kilometers of global strict road tests, comprehensively verified in high cold, high temperature, and salt-alkali environments.
The dual commitment policies released at the launch event are extremely sincere: Power battery thermal runaway damage compensation for a new car of the same model, up to 5 million Yuan compensation for intelligent driving assistance accidents within one year of purchase. Meanwhile, enjoy whole-vehicle lifetime warranty including three-electrics. Plus launch rights such as limited-time free car color, 2-year 0% interest finance, 3,000 Yuan trade-in subsidy, lifetime basic data flow, etc., significantly lowering the threshold for home car purchasing.
In terms of space, the new car has a wheelbase of 2700mm and a space utilization rate of 84%. It is equipped with a 450L trunk and 38 storage spaces. The interior uses soft material covering and minimalist cockpit design, balancing home practicality and ride quality. Fengyun T7, with global car building standards, no-tricks range and configuration, and ultimate safety protection, redefines the product baseline of the 100,000-yuan pure electric SUV, becoming a high cost-performance choice for ordinary family commuting travel.
特斯拉Model 3在香港和澳门推出了标准版车型，售价分别为20.5万港元（约合人民币17.6万元）和25.2万澳门元（约合人民币21万元），新车在香港的售价门槛，比国内低了一大截，或许这也将是后续国产的信号。
简单来说，售价门槛的降低，主要原因是Model 3标准版的配置，也有明显的简化，座椅面料由织物和皮革组成，前排仅提供座椅加热功能，全车7个扬声器。依旧提供全景天窗、15.4英寸中控车机屏幕、无线充电面板，但取消了氛围灯和后排屏幕。
另外，外观虽然有神秘灰、珍珠白、星钻黑三种车漆色可选，仅神秘灰为免费车色，其他两个颜色为选装，轮毂为18英寸。喜大普奔的是，电动后备厢、隔音玻璃和电动后视镜没有被简配掉。
动力方面，新车采用后置单电机，WLTP综合续航572km，0-100km/h加速6.2秒，最高时速201km/h。
综合来看，Model 3标准版在配置上，只能算是够用，满足日常代步的基本需求，并没有太多高端、豪华的享受功能，但核心是降低了售价门槛，让喜欢特斯拉预算又不够的朋友们，有了购买新车的可能。
凭借特斯拉出色的品牌影响力，Model 3标准版应该可以扩充一定的销量。结合国内市场来说，小米SU7的上市，已经给Model 3带来了较大的冲击，今年前几个月新车还能稳定在月销万辆左右，但7月已经掉到了2000辆出头，数据还是非常恐怖的，特斯拉想要提升销量，推出门槛更亲民的标准版，也是务实的路线。
On August 26, Chery Fulwin T7 officially launched, with a priority trade-in price starting from 94,900 RMB. At the launch event, Chery Automobile Executive Vice President Li Xueyong responded to external comments about "Chery making cars slowly". This global pure electric SUV took two years to plan and three years to develop.
In the current new energy industry where speed is paramount, Fulwin T7 chose a "slow" path.
Fulwin T7's "slowness" is first reflected in standards. Designed from the outset according to the 2026 version E-NCAP five-star safety standard, this model is about to enter high-regulation European markets. Two years in advance, global regulations were studied; over 5,000 global user surveys were completed; visits were made to 15 typical countries, incorporating market needs into product definition early, rather than fixing things later. Chery has ranked first in Chinese brand passenger car exports for 23 consecutive years, with global users exceeding 20 million, and products sold to over 130 overseas markets. Relying on this global system, Fulwin T7 is not simply a domestic model modified for export, but is adapted to the driving needs of 210 countries and regions worldwide from the start of R&D.
"Slowness" is also reflected in validation. Fulwin T7 simultaneously invested in 81 dedicated durability vehicles, with a cumulative test mileage of over 6 million kilometers for the whole vehicle and 1.45 million kilometers for durability specific tests.
Covering over 100 types of extreme road conditions such as the EU, Australia/New Zealand, Middle East, South Africa, including high-speed bumps in Brazil, cobblestone roads in Mexico, high-speed curves with large curvature in Germany, and unpaved mud roads in South Africa. The global environment adaptation range covers -40°C to 55°C. In the rainy season of Southeast Asia, it wades through 500mm deep water calmly. In Northern Europe, dual-source heating efficiency doubles in extreme cold. In the Middle East, it calmly copes with high temperatures and intense sun exposure. All quality validation comes from real roads, not laboratory simulated data.
Fulwin T7's global quality is forged with hard strength.
Regarding safety, the body uses 80% high-strength steel and 18.84% hot-formed steel, featuring a nine-cross five-long cage body structure. Unique to this class are the shotgun structure and dual-frame subframe + Pack anti-collision beam. With 6 front impact and 9 side impact force transmission paths, collision energy is maximally dispersed. All series come standard with 9 airbags, including 48L dual-chamber far-end airbags.
In terms of range, Fulwin T7 breaks the industry standard of differentiated high-low configuration kits. All series come standard with the 65.05kWh Rhino battery, offering CLTC range of 600 km, with media tests reaching over 667 km, achieving "reverse false labeling". 30%-80% fast charging takes only 20 minutes. All series come standard with dual-source wide temperature range heat pump air conditioning + high voltage PTC, operating stably in a super wide temperature range from -30°C to 55°C. At -10°C, range can increase by 15%-20%.
Regarding intelligence, the 8775 Cockpit-Driving Integrated Chip, launched at the class level, uses 4nm process with 72 TOPS computing power. 22 high-precision sensors support 300+ full-scenario automatic parking and highway pilot assistance.
Fulwin T7 is not made well domestically and then sold overseas, but rather undergoes global refinement first before returning to China.
The same-source model Lepas L6 has landed in South Africa and Thailand markets in succession, entering Indonesia in August, EU in September, and Australia/New Zealand, UK, Israel, and Malaysia in October. This path of "Overseas First, Global Validation, Then Return Domestic" is unique in the industry. Created collaboratively by 10 top global design centers and over 100 designers, the same-source model was unveiled at the Milan Design Week and received widespread acclaim. The Associated Press gave authoritative approval and praise. The Chengdu Auto Show foreign car viewing group also confirmed the overseas high attention to Chinese models. Fulwin T7's global quality is witnessed together by users worldwide.
At the launch event, well-known musician Wu Kehqun appeared as the "Happiness Experience Officer". Both sides held a dialogue on the topic of "Steady Happiness" and jointly launched the Fulwin T7 "Happiness Co-creation Plan". From global R&D, global standards, global validation to global launch, Fulwin T7 polished a pure electric SUV that can truly withstand global tests with "slow work". In this era of pursuing quick success, slowness is actually the greatest responsibility to users.
