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喺馬來西亞嘅汽車市場，好多買家喺揀車嘅時候都會用本田 HR-V 同 奇瑞 Tiggo 8 PHEV 做比較。今日我哋由多個方面做一個詳細嘅比較，幫你省咗做功課嘅時間。
本田 HR-V 喺馬來西亞嘅 OTR 售價係 RM 115,900 - 143,900，一共有 4 個版本，包括 2026 e:HEV 1.5L RS（RM 143,900）、2026 1.5T V（RM 137,900）、2026 1.5T E（RM 130,900） 等。
奇瑞 Tiggo 8 PHEV 喺馬來西亞嘅 OTR 售價係 RM 159,750 - 159,750，一共有 2 個版本，包括 1.6L Turbo Standard（RM 130,000）、1.6L Turbo Premium（RM 145,000） 等。
睇價錢方面，本田 HR-V 嘅起步價確實比 奇瑞 Tiggo 8 PHEV 平咗 RM 43,850。如果你預算有限，本田嘅入門版已經可以滿足日常需求。但都要注意，平嘅那幾千蚊，可能會喺配備上有取捨，具體要看你嘅需求。
本田 HR-V 採用 FWD 驅動方式。
奇瑞 Tiggo 8 PHEV 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大區別。
本田 HR-V 保養 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
奇瑞 Tiggo 8 PHEV 保養 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
本田 HR-V 同 奇瑞 Tiggo 8 PHEV 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更睇重品牌口碑同 二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同 配備，就揀配置更豐富嗰款。最後都建議兩款都去試駕，親身體驗先至最重要。
總體嚟講，本田 HR-V 同 奇瑞 Tiggo 8 PHEV 都係馬來西亞市場好唔錯嘅車型。揀邊輛，關鍵都要睇你嘅個人需求同 預算。建議大家做好功課，多比較幾間車行嘅報價，先去試駕做最後決定。買車係件大事，花啲時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嘅時候都會拎馬自達 CX-80 同 BMW X1 嚟做比較。而家我哋從多個方面做個詳細比較，幫你省咗做功課嘅時間。
馬自達 CX-80 喺馬來西亞嘅 OTR 售價係馬幣 296,610 - 296,610，合共 1 個版本，包括 2025 2.5 公升 65 公里 High Plus（馬幣 296,610）等。
BMW X1 喺馬來西亞嘅 OTR 售價係馬幣 252,800 - 252,800，合共 2 個版本，包括 sDrive18i（馬幣 220,000）、sDrive20i（馬幣 250,000）等。
由價錢睇，BMW X1 嘅起步價比馬自達 CX-80 平咗馬幣 43,810。老實講，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵都係睇整體嘅性價比同長期使用成本。
馬自達 CX-80 配備 2.0 公升 Turbo，馬力 220 匹。官方油耗 9.5 公升/100 公里。
BMW X1 配備 2.0 公升 Turbo，馬力 220 匹。官方油耗 9.5 公升/100 公里。
兩部車用緊同一套動力系統，所以日常開嘅感覺基本無咩分別。油耗方面都差唔多，唔使太糾結呢一點。
馬自達 CX-80 保養 5 年/150,000 公里，保養間隔 每 10,000 公里或 6 個月。
BMW X1 保養 5 年/無限里程，保養間隔 每 10,000 公里或 6 個月。
馬自達 CX-80 同 BMW X1 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更睇重品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更介意性價比同配備，那就揀配置更豐富嗰款。最終都係建議兩部都去試駕，親身體驗先係最重要。
總體嚟講，馬自達 CX-80 同 BMW X1 都係馬來西亞市場幾咁好嘅車型。揀邊部，關鍵仲係要睇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，再去試駕做最後決定。買車係件大事，花少少時間做功課絕對無錯。
車型概覽
吉普Grand Cherokee 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。 呢篇會集中講整體購車判斷，幫你用買家角度篩走唔適合嘅選擇。
售價仍待確認，買家可以先把佢放入候選名單，等價格落實後再同同級車逐項比較。
購車價格指南
吉普Grand Cherokee 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 3.6L 4WD Summit（價格待確認）、2025 3.6L 2WD Summit（價格待確認）、2025 3.6L 4WD Trailhawk（價格待確認）、2025 3.6L 4WD Limited（價格待確認） 放喺同一張清單。日常通勤重視舒適同易用，家庭買家就要優先睇後排、尾箱同安全配置。
核心規格重點
睇 吉普Grand Cherokee 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。
吉普Grand Cherokee 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
吉普Grand Cherokee 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，售價未清晰前唔應該太早用性價比落結論。呢啲唔一定係缺點，但係落訂前應該先諗清楚。
買家常見問題
買 吉普Grand Cherokee 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「Jeep Grand Cherokee 適合長途駕駛嗎？」簡單講，Jeep Grand Cherokee 提供極佳嘅豪華感同隔音，非常適合長途公路旅行。 放到實際用車，就係要睇佢對通勤、泊車、家庭乘坐同長期成本有幾大幫助。
同級對比內容
將 吉普Grand Cherokee 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。
咁樣篩選會貼近香港買家真實生活：平日塞車、商場泊車、周末去新界、甚至一家人出入，先係一部車每日要面對嘅考驗。
用車全周期指南
擁有 吉普Grand Cherokee 唔係買車一刻就完結，之後仲有保險、輪胎、保養、泊車同日常能源成本要處理。
如果你主要喺市區行，視野、低速順滑度同泊車輔助會好影響心情；如果經常行高速或跨區，座椅舒適度、隔音同動力從容感會更重要。
比亞迪正式發布 2026 年 5 月產銷快報，全品牌新能源汽車單月銷量 383453 輛，同比微增 0.26%，時隔十個月實現單月銷量同比轉正；其中乘用車交付 376990 輛，環比大漲 19.4%，一掃前期車型換代陣痛，呈現國內基本盤穩固、海外銷量狂飆、高端品牌全線放量的全新格局，在國內新能源內捲加劇、特斯拉 FSD 入華、自主新品密集上市的市場環境中，走出獨有的結構性增長路線。
王朝 + 海洋兩大主力品牌 5 月合計售出 330215 輛，佔據集團總銷量超八成，仍是比亞迪銷量壓艙石，全系列共 8 款車型單月銷量突破 2 萬台，產品從 5 萬入門代步到 20 萬家用 SUV 實現全覆蓋。
王朝網內部，元家族 56691 輛、宋家族 51370 輛。雙雙跨過五萬門檻，成為品牌兩大銷量支柱，兼顧家用代步與城鄉出行需求；秦家族緊隨其後交出 28360 台穩定表現，漢、唐系列月銷維持六千級體量，深耕中大型家用轎車、SUV 細分市場；全新車型夏處於市場培育期，單月交付 1810 台，後續隨渠道鋪開有望穩步上量。
海洋網增長勢頭更為迅猛，全系五款車型跨入兩萬俱樂部：海獅 42615 台、海豹 34117 台、海鷗 39919 台、海豚 22260 台、宋 PLUS 27755 台。其中海鷗憑藉 6-8 萬親民定價穩居入門代步銷冠，海獅作為全新走量車型上市即站穩四萬量級，補齊海洋網中型 SUV 產品空白，完善海洋產品梯隊佈局。從代步小車到緊湊 SUV，兩大主品牌依托 DM-i 混動與純電雙線技術，牢牢鎖住 15 萬以內國內主流家用市場份額。
方程豹同比暴漲 139.7% 品牌向上落地見效騰勢、方程豹、仰望組成的高端矩陣 5 月合計銷售 46489 輛，正式擺脫小眾定位，成為比亞迪品牌溢價與利潤增長新支點，打破自主品牌高端化難破局的行業魔咒。
越野品牌方程豹單月 30186 輛，同比暴漲 139.7%，創下品牌上市以來月度銷量新高，旗下鎦 7 單月 18280 台，豹 5、豹 8 穩定輸出，在 25-40 萬硬派越野細分市場持續擠壓合資、進口車型生存空間。
騰勢 5 月交付 16303 台，MPV 標桿 D9 售出 6721 台，Z9 系列近 6000 台，MPV、中大型轎車雙線發力，站穩豪華新能源賽道；百萬元級超豪華品牌仰望穩步爬坡，當月交付 286 台，同比增幅 105.8%，完成自主品牌天花板產品的市場驗證，形成從十幾萬家用、三四十萬越野、五十萬豪華 MPV 到百萬元級旗艦的全價格帶產品佈局。
5 月比亞迪乘用車和皮卡海外銷量 160177 輛，同比大漲 80.7%，出口佔全系總銷量突破 42%，創下品牌出海歷史新高，成為穩住 5 月整體銷量、實現同比轉正的核心驅動力。
東南亞、歐洲、拉美成為主力增量市場，海鷗、宋 PLUS、元系列持續登頂多國新能源熱銷榜單，SHARK 皮卡連續兩月單月出口突破 4000 台；依托泰國、巴西、匈牙利、烏茲別克斯坦四大海外整車工廠落地投產，本地化生產持續落地，規避關稅同時快速下沉終端渠道。在國內車市存量競爭、價格戰常態化背景下，高速擴容的海外市場有效對沖國內車型換代帶來的銷量波動，正式從補充市場升級為比亞迪核心增長引擎。截至當前，比亞迪新能源汽車全球累計銷量已經突破 1650 萬輛，全球化版圖持續拓寬。
智駕賦能產品迭代 下半年新品蓄力衝量5 月比亞迪智能化落地迎來關鍵節點，天神之眼智駕系統成為車型核心加分項：全品牌搭載高級智駕車型保有量突破 315 萬輛，日均路測數據超 2 億公里；當月比亞迪落地城市領航、智能泊車雙安全兜底服務，成為全球首家實現兩項智駕兜底的車企，政策落地三天後，搭載天神之眼系統車型的城市 NOA 激活率暴漲 50%，智能化體驗升級直接拉動終端到店訂單轉化，為後續車型持續走量築牢產品競爭力，直面 FSD 入華帶來的智駕市場衝擊。
從數據細節來看，2026 年 1-5 月比亞迪累計銷量 1405039 輛，同比下滑 20.32%，核心誘因是全系主力車型集中換代、第二代閃充刀片電池產能爬坡受限。新款閃充電池升級快充與低溫性能，全系換代車型優先換裝新電池，但產線改造拖累產能釋放，熱門車型訂單積壓、交付延後，一定程度壓縮 5 月交付體量。
隨著二季度末二代刀片電池產能持續釋放，疊加騰勢 N8L、方程豹鎦 7 純電版、海獅 05、夏 L 等多款新車陸續登陸市場，業內普遍預判比亞迪 6 月全品牌銷量有望突破 40 萬輛。依托低端走量鎖份額、高端提利潤、海外衝增量、智能化提產品力的四維發展邏輯，在國內新能源淘汰賽加劇的當下，比亞迪全品類佈局優勢持續放大，坐穩國內新能源龍頭，加速向著全球頭部車企穩步邁進。
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.
貓頭鷹車誌（ID:owlauto）訊，2026 年，自動駕駛企業 IPO 浪潮洶湧，但市場對企業嘅評估已趨於理性，商業化能力成為核心考量。喺呢種背景下，無人物流車賽道憑藉清晰的商業模式脫穎而出，成為資本與市場最睇好的自動駕駛商業化方向。當中，菜鳥無人車、新石器、白犀牛、九識呢四間先後於 2015 年至 2021 年成立嘅企業，被業界稱為無人物流車「四小龍」。
回顧「四小龍」嘅成長歷程，亦可謂係各具特色。菜鳥無人車起步最早，2015 年即組建 ET 實驗室，2020 年推出「小蠻驢」並喺校園、社區大規模投放，累計配送超 100 萬單，2023 年與九識戰略整合，十年厚積薄發。新石器由物流硬件背景嘅余恩源於 2018 年創立，早期行「移動貨櫃」路線遇挫後轉型，憑藉 X3、X6 累積咗早期客戶。白犀牛創辦人朱磊擁有百度自動駕駛基因，2019 年創立後直接切入即時配送，獲順豐與鑫源汽車投資，喺快遞接駁場景穩步推進。最遲入局嘅九識核心團隊來自百度 Apollo、Waymo，2021 年成立後高速擴張，車隊從 2023 年初嘅 200 臺躍升至 2024 年嘅 2000 臺，與菜鳥整合後達 20000 臺，展現出強勁嘅上升勢能。
喺這之中，九識無疑係極具爆發力嘅選手。2023 年，佢發布咗全球首款 Robovan——Z5，以 5 立方米容積、近 1 噸載重、40km/h 時速打破咗行業對無人車「小型、低速、封閉場景」嘅固有影響。在此之前，菜鳥小蠻驢貨箱僅 2 立方、時速 20km/h，新石器 X3 Plus 僅 2.4 立方，白犀牛 R3 亦只得 3 立方。九識以 Robovan 品類撕開咗市場缺口，隨後佢又推出 Z8、Z10 及重載 L 系列，其後菜鳥、新石器、白犀牛亦紛紛跟進，2025 年各家均推出 5 立方以上車型，行業進入規模化競爭階段。
而 2025 年亦成為咗各家車隊規模大幅增長嘅一年。九識喺全國 300 多座城市營運超 7000 臺，與菜鳥整合後累計交付超 2 萬臺，5 立方以上車型累計銷量超 2.5 萬臺，喺中通、圓通等主流快遞企業 Robovan 投入中佔比近 70%，並中標中國郵政 7000 臺採購項目全部標段，仲喺阿聯酋、馬來西亞、新加坡等海外市場落地營運。新石器累計交付超 1.7 萬臺，與滴滴聯合推出全球首個「Robovan-as-a-Service」模式。白犀牛則喺順豐深度賦能下覆蓋九大業務場景。菜鳥無人車與九識合併後形成「超級航母」，擁有全球最大 Robovan 車隊，交付量超過其他所有企業總和。
2026 年，「四小龍」格局已演變成一超多強。隨著菜鳥與九識合併，行業集中度顯著提升，而無圖技術嘅落地將成為新的競爭分水嶺。九識、新石器、白犀牛均計劃喺今年推出無圖自動駕駛技術，這將大幅降低部署成本、加速規模化落地。而德賽西威、Momenta、追覓等新玩家嘅湧入，以及京東、美團等巨頭嘅生態深耕，正進一步盤活呢個市場。Robovan 已不再係遙遠嘅概念產品，未來其發展前景將會如何，資本故事又將如何書寫，值得期待。
兄弟姐妹們，今日講一個出海嘅大新聞——唔係賣車，係賣「司機」。6 月 2 號，文遠知行同 Uber 聯合宣佈咗一件事：計劃喺西班牙馬德里推出該國首個商業化 Robotaxi 試點服務。意思就係：西班牙人好快就可以用 Uber 叫到一台冇司機嘅出租車。呢次係文遠知行同 Uber 第一次一齊進入歐洲市場。馬德里亦成為文遠知行 Robotaxi 駛入嘅全球第十二個城市。
官方消息話，喺馬德里自治區政府嘅支持下，呢項服務今年內就會正式啟動。到嗰陣，馬德里嘅朋友哋打開 Uber App，就有一鍵呼叫文遠知行嘅 Robotaxi。同叫普通網約車一樣，分別係嚟嘅車冇駕駛員——至少喺初期，仲係有分別嘅。運營初期，車入面會配備經過專業培訓嘅安全員，終究係剛上線，穩妥第一。
文遠知行呢間公司，你可能聽過，也可能冇聽過。簡單介紹下：2017 年成立，一直埋頭搞 Robotaxi 技術研發同商業化。而家佢嘅 Robotaxi 已經覆蓋咗廣州、北京、新加坡、阿布達比、迪拜、利雅得、蘇黎世……加埋而家嘅馬德里，一共 12 個城市。西班牙亦係文遠知行進入嘅第五個歐洲市場——之前已經入咗瑞士、法國、比利時、斯洛伐克。按照文遠知行同 Uber 喺 2025 年 5 月達成嘅規劃，佢哋要喺五年內新增 15 個國際城市部署 Robotaxi 服務，全球部署數萬輛 Robotaxi。隨著馬德里落地，目前已經完成咗 4 個城市嘅佈局，仲有 11 個會喺 2030 年前陸續覆蓋。
講真嘅，中國自動駕駛公司出海唔係頭一回，但中國技術 + 全球出行平台 + 歐洲市場呢個組合，定係好有意思。馬德里係歐洲最具商業潛力嘅 Robotaxi 市場之一，人口多、出行需求大，當地政策都好友善。喺呢個市場站穩腳根，對文遠知行嚟講係個唔小嘅里程碑。對 Uber 嚟講，引進 Robotaxi 都係為咗降低成本——終究司機唔使發人工。對馬德里市民嚟講，以後打車可能更平。
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.
號外！號外！外國車企居然要畀中國品牌代工啦！
前陣子，日產汽車官方宣佈，佢哋英國桑德蘭工廠兩條生產線其中一條，會由 2027 年 4 月開始，生產奇瑞汽車。
至於為啥會倒反天罡，一方面係因為日產呢位沒落貴族，屋企已經揭不開鍋啦……
自 2024 財年出現虧損以來，兩年時間，日產嘅虧損金額已超 1.2 兆日元（相當於人民幣 507 億元），正面臨住非常嚴重嘅財務困境。
喺呢種情況下，日產要想活下去，只能收縮產能規模，勒緊腰帶過日子。
去年 5 月，日產就宣佈關閉全球範圍內嘅 7 間工廠，並裁員 2 萬人。桑德蘭工廠去年嘅產能利用率已不足 5 成，理所當然會成為「整改對象」。
同奇瑞合作，既能賺筆代工費，又能維持工廠運作，自然係何樂而不為。
另一方面，奇瑞也都想通過本土化生產，揭開經營英國市場嘅嶄新一頁。畢竟，奇瑞剛剛喺英國斬獲咗 5 月份嘅單車銷量冠軍，一時風頭無兩。
咁，奇瑞到底做咗乜嘢？點解一夜之間突然崛起？
今日，我哋就來好好一齊傾計！
01. 一場罕見嘅三贏
關於呢個問題，喺雙方合作敲定後，英國當地工會嘅一名代表喺接受採訪時，不小心講咗大實話。
桑德蘭工廠係英國現有體量最大、年產能 60 萬輛嘅整車工廠，能提供6000 個工作崗位。而且，英國官方仲為工廠嘅電動化轉型升級，提供咗1 億鎊嘅真金白銀。
對英國人嚟講，日產點樣考慮嘅唔重要，畀邊度代工都唔重要。重要嘅係，英國留住咗一座電動車工廠，仲保住咗 6000 名當地工人嘅飯碗。
既然最近「中國汽車喺英國道路上嘅出現越來越頻繁」，咁讓英國工人生產中國品牌嘅汽車，都幾合理嘛！
而奇瑞，就係正喺度填滿英國大街小巷嘅中國車嘅代表之一。
拿剛剛過去嘅 3、4 月份來講，奇瑞集團喺英國嘅總銷量，即係奇瑞+Jaecoo+Omoda 三品牌嘅銷量之和，已經僅次於大眾品牌，位列品牌銷量榜第二。
Jaecoo 7，甚至拿下咗 3 月同 5 月唔加任何修飾嘅單車銷冠，可以話係喺英國深受用戶好評。
有意思嘅係，呢台車喺國內早已經停產，就係售價 9.99-16.99 萬人民幣嘅奇瑞探索 06。
而且同佢喺國內嘅樸實無華唔同，到咗英國可係搖身一變，從價格到身份，都變成咗高貴紳士——折算人民幣高達 26.38-31.76 萬人民幣！
咁，呢台車到底強喺邊度？
首先，Jaecoo 7 提供汽油、HEV 油混、PHEV 插混三種動力形式，能滿足用戶對不同動力形式嘅需求。
其次，Jaecoo 7 嘅產品力都相當優秀：
外觀設計契合當地審美，喺英國被用戶譽為「平價攬勝」；
緊湊型輕越野 SUV嘅定位，剛好適合英國鄉村土路、同狹窄嘅城市道路；
再說到新能源方面，Jaecoo 7 銷量佔比達 85% 嘅PHEV 版，能提供 56 英里（90 公里）純電續航，足夠滿足英國用戶嘅日常通勤。
再加之相比普通燃油車更低嘅油耗，以及 360 匹馬力嘅越級動力表現，簡直令英國人大吃一惊——呢個唔起眼嘅小玩物，居然比 MINI JCW 仲勁？！
於是順理成章嘅，Jaecoo 7 咁一台原型喺中國並冇掀起太大水花嘅車，換個殼，就喺英國徹底賣爆咗。
02. 低調發育，悄悄驚艷
有啲人覺得，Jaecoo 7 喺英國市場爆火，純粹係意外。
也有啲人覺得，係英國人平時食得太差咗——炸魚薯條都能當成為國民小吃嘅地方，能見過乜嘢大世面？家用車動輒二三十萬，呢個日子過嘅，太水深火熱咗……
但換位思考一下，如果你係正正嘅老倫敦人，一開始可能根本意識唔到，Jaecoo 7 嘅原型會係一台來自中國嘅奇瑞。
Omoda 同 Jaecoo，係奇瑞喺 2021/2023 年專門為咗出海打造嘅全新品牌。
二者根本唔係面向中國用戶，新車都喺國內賣。
儘管 Jaecoo 同 Omoda 唔似大眾、豐田，有悠久嘅歷史積澱同良好嘅用戶基礎。但好在都冇有歷史包袱，唔會俾人打上廉價、質量差嘅刻板印象。
具體說來，Jaecoo嘅品牌名稱係德語 Jäger（獵人）+ 英語 Cool（酷）嘅組合，主打硬派 SUV；
Omoda嘅品牌名稱係兩個英文單字 Oxygen（氧氣）+ Moda（現代感）嘅組合，主打時尚潮流。
喺定位互有區分嘅同時，兩個品牌都有咗一個共同點，即係都致力於為海外用戶提供優秀嘅智能電動車體驗。
所以，喺唔深入瞭解品牌背景嘅情況下，英國用戶視角只能看到兩個好型、好時尚，智能化、電動化體驗都唔錯，性價比仲好高嘅全新外國品牌。
站在上帝視角嘅我哋，自然能知道 Jaecoo 7 同 Omoda 7 都源自於奇瑞探索 06。
但在產品層面，呢兩款真係喺同源嘅架構同技術上，喺設計、內飾上做出咗完全不同嘅區分，通過互補形成咗一股產品合力。
可以話係，奇瑞通過一種更高級嘅套殼、貼牌，吃透咗國內新能源產業鏈喺海外降維打擊嘅技術紅利。
產品能打，Jaecoo 同 Omoda 自然能爆發出驚人嘅成長速度。
僅僅 3 年時間，呢對「雙子星」品牌全球銷量已經破百萬，成為世界汽車史上最年輕、最快實現銷量突破百萬輛大關嘅汽車品牌。
03. 出海王者，牆外開花
咁就要問啦，Jaecoo 同 Omoda 係點解突然冒出來嘅？
簡單來說，係背靠奇瑞集團大樹好乘涼。
詳細來說，就得回顧一下奇瑞呢幾年喺海外都幹啲乜嘢。
先上數據：
奇瑞連續 23 年，位居中國品牌乘用車出口第一；
2025 年，奇瑞集團汽車出口量為 134.4 萬輛，僅一家車企就佔去咗全國乘用車出口銷量嘅五分之一……
今年 1-5 月，奇瑞集團累計銷量為 110 萬輛，其中出口量超 75 萬輛，佔比 68%。
显而易见，今日嘅奇瑞，總銷量已經係海外市场佔大頭咗。
如此亮眼嘅出海成績，一方面得益於奇瑞喺海外市場嘅提早布局。
早在 2001 年，好多自主品牌車企先起步造車嗰陣，奇瑞就開啟咗整車出口業務。
並且從出海嘅第二年开始，奇瑞就一直都是蝉聯中國品牌乘用車出口第一。
而另一方面，就源自奇瑞由一開始就堅持本地化運營。
2003 年，奇瑞就以合資形式喺伊朗建廠造車，當時所生產嘅奇瑞轎車，正正係中國企業首次喺國外生產轎車。
並且難得嘅係，二十幾年來奇瑞喺伊朗市場形成咗有效嘅長線運營。
從合資、車名冠以合資品牌，到收購股份、生產自有品牌車款。目前，奇瑞已經成為伊朗第三大車企、伊朗最大嘅外資車企。
出去得早 + 意識好，令奇瑞嘅出海路走得好紮實。
近幾年奇瑞官方喺傾到出海戰略時，經常強調「In somewhere, For somewhere, Be somewhere」，即係「喺邊度，為邊度，成為當地一份子」。
定睛一望，呢句口號同大眾近兩年講嘅「in China，for China」（「喺中國，為中國」）其實係一個意思。可見喺出海呢件事上，優等生總係英雄所見略同。
實際上，正如上文所提到嘅，奇瑞進入新市場時，也經常採取當年大眾進入中國市場嘅方式——與當地企業建立合資公司。
2024 年，奇瑞宣佈正式進入西班牙市場。
為了打開當地市場，奇瑞甚至唔著急推廣自己嘅品牌，而是與當地企業成立合資公司後，先行復活一個擁有 70 多年歷史嘅西班牙品牌 EBRO。
合資公司接手咗巴塞羅那一間已關閉嘅汽車工廠，生產嘅首款車款被命名為 EBRO S700，西班牙首相將呢個項目評價為「整個西班牙再工業化進程嘅象徵。」
儘管 EBRO S700 本質上就係瑞虎 7 PLUS 嘅海外版本，但其背後嘅情懷意義，的確畀西班牙當地消費者提供咗很强嘅情緒價值。
並且工廠提供嘅1000 個就業崗位，對當地嚟講都係實打實嘅好處。
對西班牙人嚟講，此乃雙贏。
當然奇瑞自己都冇吃虧，呢個項目讓奇瑞成為首個喺歐洲擁有整車生產基地並實現量產嘅中國車企，後續奇瑞也準備喺同一家工廠生產自家品牌嘅車款，比如 Omoda 5。
官方層面，奇瑞喺西班牙嘅出海策略，已被中西兩國政府蓋章為「合作嘅典範」。
發展到 2025 年，奇瑞喺海外已擁有16 間整車組裝工廠，生產基地遍布俄羅斯、巴西、泰國等地。
而而家，奇瑞嘅業務也覆蓋 130 多個國家同地區，擁有超 659 萬海外用戶，擁有 2 萬餘人、本地員工佔比超 85% 嘅海外國際化團隊。
所以 Jaecoo 同 Omoda 喺海外爆火，唔係兩個新品牌嘅單打獨鬥，而係奇瑞集團呢個出海王者「大佬帶飛」。
04. 寫於最後
根據乘聯會數據，今年 5 月，全國乘用車市場零售 151 萬輛，同比下降 22.1%；1-5 月，累計零售 710 萬輛，同比下降 19.5%。
唔止係喺高油價衝擊下燃油車銷量喺持續崩塌，今年 1-5 月國內新能源零售銷量銷量也在下滑。
喺國內汽車大盤動盪、競爭加劇嘅背景下，出海成為所有車企必須把握實嘅一個增長空間。
對於奇瑞嚟講，前期二十幾年所打造嘅成體系嘅出海能力，成為今日為集團貢獻穩定銷量同利潤嘅一道防火牆。
中國汽車走上世界舞台，必然伴隨著全球汽車格局嘅改變。
中國汽車正喺度賣向全世界，今日中國車企嘅工廠也喺開遍全世界。
我相信，喺未來有一日，奇瑞等中國車企會像豐田一樣，全球銷量嘅大部分並唔來自本土工廠，而係海外本地化生產。
而屆時嘅海外消費者，也一定會像信任豐田一樣，信任中國品牌嘅汽車。
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.
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.
5 月 22 日，德國大陸集團（馬牌輪胎）喺泰國羅勇府嘅輪胎工廠第二期擴建計劃正式竣工投產。該項目總投資超過 3 億歐元（約 130 億泰銖），不僅實現咗產能嘅大幅跨越，更加首次將子午線摩托車胎喺泰國實現本土化生產，進一步鞏固咗大陸集團喺亞太高端輪胎市場嘅核心地位。
產能躍升同產品線拓展
據悉，該項目於 2024 年動工，二期投產後，工廠新增 300 萬條/年嘅乘用車及輕卡車胎產能，總產能實現跨越式增長，達到 800 萬條/年。喺產品佈局上，今次擴建嘅一大亮點係首次喺泰國實現子午線摩托車胎嘅本土化生產，呢項舉動大幅完善咗大陸集團高端摩托胎嘅全球供應鏈版圖。
“智造”升級同就業拉動
喺生產製造方面，羅勇工廠第二期引入咗德國先進設備同高度自動化系統，實現咗由煉膠到成品嘅全流程智能化覆蓋，產品品質全面達到 IATF 國際質量認證標準。同時，該項目嘅落實亦為當地創造咗約 600 個新增就業崗位，並為大陸集團 2029 年嘅後續擴能計劃奠定咗堅實基礎。
深耕亞太，高效響應區域需求
大陸集團行政總裁克里斯蒂安·科茨喺竣工儀式上表示，羅勇工廠係大陸集團全球生產網絡嘅核心支柱，第二期項目嘅竣工係加強亞太戰略嘅重要里程碑。
依靠泰國作為全球第二大輪胎生產國嘅產業優勢，羅勇工廠嘅產品主要供應泰國本土同東盟、澳洲、日韓等亞太市場。憑藉顯著嘅區位優勢，工廠有效降低咗物流成本，能夠高效、敏捷地響應區內對高端輪胎嘅旺盛需求。
賦能高端化同綠色化轉型
業內分析指出，隨著亞太地區汽車產業嘅快速演進，今次羅勇工廠嘅擴建，將顯著提升大陸集團喺新能源、高性能同特種輪胎領域嘅交付能力。呢個唔單止有助於大陸集團搶佔亞太高端市場先機，更將助力整個亞太輪胎市場向高端化、智能化、綠色化方向加速升級。
5 月 28 日，新款吉利星願上市，新車共推出 6 款車型，上市限時權益價 6.18 萬至 9.18 萬元。新款車型在續航上升級為 CLTC 310km、410km 同 480km 三種可選，其中 410km 版型仍保留 310km 續航反選權益，用戶可選裝後價格減免 7000 元。即日起至 6 月 30 日前大定鎖單嘅用戶，可享 3000 元超級置換金等十重購車好禮。
今次改款，新款吉利星願實現超過 100 項產品力升級，涵蓋駕控、三電、智能座艙、輔助駕駛及安全五個維度。新車基於吉利首個全球化原生架構打造，係同級唯一標配後驅獨立懸架並經過全球化調校嘅純電小車。操控方面，新款星願搭載 G-TCS 2.0 全天候防滑系統，喺平路、坡道同彎道工況下減少打滑、甩尾同溜車現象；全新無刷轉向系統響應速度提升一倍，支援三種轉向模式及轉向中位自學習；G-CST 2.0 全場景舒適制動系統可模擬老司機腳感，降低煞車點頭同行車暈車感。該車以 130km/h 嘅速度成功通過魚鉤測試，並以 80.7km/h 完成麋鹿測試，操控表現喺同級車型中較為突出。
喺最核心嘅三電系統上，新款星願全系標配寧德時代電芯、液冷溫控系統以及 11 合 1 高集成電驅。專屬定制嘅寧德時代新一代電芯能量密度達到 190 Wh/kg，最高續航 480km。配合同級唯一嘅主動式進氣格柵同低風阻輪轂，風阻降低 15 個 counts，實際續航額外增加 10km。補能效率上，車輛從 30% 電量快充至 80% 需 19 分鐘，液冷系統同全新 BMS 電池管理系統確保高溫同低溫環境下充電速度穩定。新車搭載嘅星睿 AI 雲動力 2.0 系統，實現全鏈路能量管理，具備智能充放電、波谷電價識別、電池維溫、能耗診斷同養護等功能。
智能座艙方面，新款星願搭載銀河 Flyme Auto 2 系統，基於 7 納米車規級龍鷹 1 號芯片同 16G+128G 存儲，運行順暢。AI 語音助手 Eva 支援模糊指令理解同上下文記憶，可完成車控、問答、娛樂等操作，並能調用高德 850 版導航自動規劃路線。車機新增支援 CarPlay 手機互联，覆蓋 iOS 設備無縫連接，本地常用應用同雲端 200 多款應用可供選擇。座艙仲提供隱形模式、洗車模式、一鍵尋車等場景功能，並支援千人千面嘅自定義助手。
新車仲搭載咗同高端車型同源嘅千里浩瀚 H3 方案。該系統已累計安全行駛 13.8 億公里，依托 G-ASD 智駕底層同星睿 AI 大模型，支援高速高架 NOA 領航輔助，唔受道路同雨霧天氣限制，具備語音變道、多場景避讓及自動上下匝道口能力；全場景接管里程超過 200km，相當於連續駕駛 3 小時需接管 1 次。新車仲配備咗 APA 泊車輔助支援一鍵泊入、指尖泊車、遙控泊車，覆蓋 300 多種停車場景；HPA 記憶泊車可記錄 2 公里超長路線，學習一次後即可全程自動泊入，具備智能跟車、自主找位、遇障繞行功能。DMS 主動式疲勞檢測可及時提醒駕駛員，哨兵模式 24 小時守護停車安全。
雖然作為小型車，新款星願喺安全上並冇缩水，採用人五縱八橫星甲籠式車身結構，前端三傳力路徑配合雙“三葉草”洩力結構，側面電池至門檻間距 149 毫米並增加雙重防撞縱樑，後端 750 毫米長後懸同雙“井”字形後副車架形成堅固屏障。車頂抗壓強度提升至 3.4 倍車重，AB 柱及頂蓋橫樑等核心區域材料升級。新車搭載嘅電池驗證標準為國標嘅 2 倍，1000 次循環後電池容量仍保持 90.72%。新車仲採用人 BDMU 高壓器件深度集成技術，將 BMS 與 BDU 二合一，減少接口以降低密封失效風險。5 月 12 日，該車完成咗同級唯一嘅正面同側面連續碰撞測試，高壓系統及時下電，電池包冇冒煙起火，乘員艙結構完整，氣囊精準點爆，非碰撞側車門可正常開啟。主動安全方面，配備胎壓直顯、DOW 開門預警、哨兵模式、AEB 主動煞車同 AES 緊急轉向，成功通過 120km/h 靜態車輛煞停同 130km/h“消失嘅前車”主動避讓測試。
自 2024 年 10 月上市以來，吉利星願累計交付超過 70 萬輛，2025 年成為中國車市全品類銷量冠軍，2026 年第一季躋身全球新能源銷量前三。目前，該車型已登陸全球 30 多個國家同地區，喺巴西上市兩個月銷量突破 2300 台，喺泰國車展單周訂單 3300 台，並獲得“巴西年度最佳緊湊型電動車”同“印尼車展最受喜愛電動車”等榮譽。新款吉利星願通過超過 100 項升級，喺續航、駕控、智能座艙、輔助駕駛同安全等方面提供咗新嘅配置組合。其上市權益價格覆蓋 6.18 萬元至 9.18 萬元區間，繼續喺純電小型車市場擴大優勢局面。
