When it comes to Zotye, many veteran car enthusiasts first thought of the former "Porsche Z", which was once popular but then lay dormant for a long time. Now it has returned with a new car, but this approach is completely different from before. As soon as the news of the new car rolling off the line came out, many people were discussing: Has Zotye really found the right path this time it revives?

The model rolling off the line this time is the Wink Y01 International Edition, a A0-class small pure electric car. Its positioning is a product for the overseas market, and it is also a core model for Zotye after resuming production.

From the appearance, the design of the car is very ordinary, not worth mentioning as good-looking. The car's length, width, and height are 3912/1745/1545 mm, and the wheelbase is 2520 mm. It belongs to an ordinary household commuter car, a right-hand drive version, specifically adapted for overseas regulations.

The key cooperation is this India order announced in July of this year: Zotye signed a KD cooperation master agreement with India's local new energy enterprise Kaly Emotors, jointly building an SKD parts assembly project, planning a production capacity of 30,000 sets of Zotye cars per year.

SKD is actually Zotye packaging the parts domestically in China, transporting them to local factories in India, where partners assemble complete vehicles in India for local sales. Neta Auto's factory in Thailand back then was produced according to this method.

The benefit of doing this is very direct. India has very high tariffs on imported complete vehicles, so direct vehicle export costs have no advantage; going through SKD parts assembly can avoid high vehicle tariffs, making it easier to bring down costs, and it also complies with local industrial policies. According to the agreement plan, the A0-class Wink Y01 will be the first to land, and subsequently, A0 and B-class models will be added according to market conditions, gradually expanding the product line.

Besides India, Zotye is also discussing new energy cooperation with Indonesia at the same time. It is evident that its current focus is basically placed overseas.

Let's objectively go through Zotye's current strategy: Everyone knows how fierce the domestic new energy market competition is. BYD, Geely, Xpeng, and Neta are clustered together, price wars follow round after round, and it is extremely difficult for new brands to find their footing. Zotye has been dormant for so long that funds, channels, and reputation all need to be re-accumulated. Directly returning to the domestic market to fight hard carries too much risk. Rather than fighting for a spot domestically, it's better to change tracks and target markets like India and Southeast Asia where new energy is rapidly starting.

In recent years, India's demand for electric vehicles has grown very fast. It needs cheap, reliable commuter electric cars, and there is a large market space. However, domestic mature new energy products generally do not sell cheaply, and there are few options.

A production capacity of 30,000 sets per year is not large in China, but starting locally in India, it counts as a steady initial scale. The cooperation between both sides is not just assembling cars, but also synchronously building production lines, localizing parts supply, after-sales channels, car-cloud platform matching, etc. It is not simply selling parts to make a quick buck.

Of course, after saying the good words, we must also speak frankly about the risks. First, rolling off the line is just the first step. Currently, it is only trial production rollout. Stamping, welding, painting, and final assembly processes are connected, but there is a long way to go before stable mass production, passing local regulatory certification, and setting up sales channels. Officials themselves said that market demand and certification progress are both uncertain.

Second, the overseas market has many variables. Especially India's local policies and tariff rules may adjust at any time. Plus, India's business environment is truly hard to describe, and many multinational companies have suffered losses in India.

Screenshot of Zotye Auto official account

To simply summarize: This new car rolling off the line counts as a key step for Zotye to move out of production resumption, but its revival script's main battlefield is not in China, but overseas. Relying on the SKD parts model to enter the India market first, testing the waters with small commuter electric cars, and first getting the overseas platform running.

As for whether it can find its footing in the overseas market and truly complete the revival, it depends on the actual performance of subsequent mass production delivery and localized operations.

What does everyone think? Will Zotye succeed this time changing tracks to go global?

 On November 5, Zotye held the off-the-line ceremony for the Wink Y01 international right-hand drive version at its final assembly workshop in Yongkang, Zhejiang. This model is also the first all-new model to roll off the production line after the company's Zotye complete vehicle business was suspended for many years.

Wink Y01 is positioned as a compact pure electric vehicle, planned for mass production and delivery in early 2027. However, the Wink Y01 will not be sold domestically; its target markets are South Asian and Southeast Asian countries such as India and Indonesia.

The Wink Y01 has a length of 3912 millimeters and a wheelbase of 2520 millimeters, belonging to the A0 class.

According to reports, the exterior design of the Wink Y01 comes from the VC model of Light Orange Era. Light Orange Era obtained 500 million yuan in Series A funding in March 2022, after which it received no new financing, ceased operations in 2024, and declared bankruptcy in 2025. Zotye took over this exterior design scheme and applied it to its own S pure electric compact car platform.

Two overseas agreements support the production line. At the end of June 2026, Zotye reached a cooperation agreement with Indonesia's BPKN, planning to start local production first in SKD semi-knocked-down form; in July, Zotye signed a KD factory agreement with India's Kaly Emotors for an annual production capacity of 30,000 sets. Zotye will export in the form of knocked-down parts to India, where the partner will assemble locally.

The KD mode refers to exporting knocked-down parts and local assembly, while the SKD mode refers to semi-knocked-down assembly. According to Zotye's planning, the company aims to complete agency agreements in 25 countries by the end of 2026, with long-term coverage of 55 countries.

From Zotye starting resumption of production this March to the new car rolling off the line in November, it took eight months.

On March 18, the wholly-owned subsidiary Shenkang Body resumed work; on September 3, the Yongkang base paint shop completed the paint tank injection, which is the link with the greatest modification difficulty and longest cycle among the four major processes; on September 9, Zotye convened the SOP mobilization meeting; on September 22, the first batch of small-batch trial production vehicles rolled off the line, Chairman Han Biwen arrived on site to start the first vehicle, and the four major processes of stamping, welding, painting, and final assembly were all connected. From the mobilization on September 9 to the right-hand drive version rolling off the line on November 5, it took Zotye less than two months.

However, this off-the-line does not equal mass production yet. Zotye stated that the new car still needs to complete complete vehicle performance calibration, multi-round reliability testing, process optimization, and supply chain verification. The mass production time and overseas launch progress are both uncertain, and it is not expected to have a major impact on the company's current performance.

Zotye also stated that the Wink Y01 international version has not yet generated sales as of now. The company's subsequent mass production and market launch require continuous capital investment, and the situation of funds availability is uncertain.

It is reported that Zotye was founded in 2003. In 2016, sales once reached 330,000 units. The SR9 was called BaoshiTai in the market because its appearance was close to the Porsche Macan. In 2019, Zotye had a net loss of 11.19 billion yuan. The parent company TieNiu Group subsequently went bankrupt, and the company entered reorganization. At the end of 2021, Jiangsu Shenshang took over the company for about 2 billion yuan, but the complete vehicle business failed to recover, and annual sales dropped from 502 units all the way to 14 units, with production falling to zero in 2024. In 2025, Zotye resumed production, with an annual production of 1,208 units, but sales were still only 14 units.

According to statistics, Zotye's revenue in the first three quarters was 296 million yuan, a year-on-year decrease of 29.31%; net profit attributable to the parent company was 16.81 million yuan, non-recurring net profit loss was 246 million yuan, and the loss expanded by 41.68%.

The report also mentioned that the company received the CSRC "Filing Notification" on July 10, and was filed for investigation due to suspected violations of information disclosure laws and regulations. As of the date of the report disclosure, the final investigation conclusion has not been received.

Many people thought Zotye Motors was done, but in fact Zotye still occasionally has some news in the past two years to prove it is not finished, such as they released a new car named Wink Y01 this September. However at that time only a few new car photos were released, no one believed Zotye still had the ability to build the car. But now Zotye actually managed to build it.

Recently, Wink Y01 international right-hand drive version was officially announced to roll off the production line, and from the released photos, Zotye did not piece together a test car, but rather a row of new cars stopped on the production line, indicating the entire production line is connected, possessing mass production capabilities. Is Zotye really going to revive this time?

The Wink Y01 rolling off the production line this time, at first glance the styling originality is quite high. And although the new car length is only around 3.9 meters, the four-wheel four-corner plus large cabin MPV-like design theoretically can bring good interior space.

But actually the interior and exterior design of this car comes from another bankrupt new force automaker Light Orange Era, Wink Y01 design is basically some minor tweaks on Light Orange Era VC, two disappointed automakers came together, giving Wink Y01 a sense of "Avengers".

As for the detailed data of the new car currently is still not public. However it is said Zotye has signed agreements with India and Indonesia partners, this is also why the one rolling off the production line is the international right-hand drive version, Zotye focus was not on domestic. This step is quite smart, after all domestic market is already a red ocean, Zotye domestic reputation is gone, wanting to return to the table difficulty is not small. And overseas market prospects such as Southeast Asia are still very large, Zotye still has opportunities.

However new car rolling off production line does not mean Zotye completely revived, can only prove Zotye currently still has car building ability, as for whether Zotye can survive, still depends on whether these cars can really sell abroad, let Zotye make money. This road for Zotye is still very far, but at least the first step has been taken.

Mazda recently officially released the latest "Mazda Integrated Report 2026", further clarifying the brand's product and power technology development direction for the coming years. Among them, the most eye-catching is that the new Skyactiv-Z engine paired with an independently developed Hybrid system will be formally applied to mass-produced new cars in 2027, and the first model equipped with this power system will be the new generation Mazda CX-5. At the same time, Mazda also confirmed that the new generation CX-3 will be launched in 2027, and will gradually replace Mazda 2's entry-level positioning in the brand product lineup.

For Mazda, this strategic adjustment is quite important, because it is not just about launching new cars, but about readjusting the future product structure. As the global automotive market gradually shifts towards SUVs and electrified models, Mazda decided to focus resources on products that better meet market demands, while continuing to develop high-efficiency internal combustion engines and Hybrid technology, rather than fully shifting to pure electric vehicles.

In terms of power technology, Mazda has confirmed that the new Skyactiv-Z engine will be combined with the brand's independently developed Hybrid system to form the next generation HEV powertrain, and plans to equip the new generation CX-5 with it first in 2027.

Unlike some Mazda models currently using partner Hybrid technology, this time Mazda will develop the core power system itself, hoping to better control the operation method between the engine, motor and vehicle, while retaining the brand's "Jinba Ittai" driving experience that it has always emphasized.

Skyactiv-Z is Mazda's next generation high-efficiency gasoline engine. The first version adopts a 2.5L inline four-cylinder design, with the development focus on improving combustion efficiency and reducing emissions. Mazda hopes to achieve a balance between power performance, fuel economy and emission requirements regardless of engine speed and load, through more advanced combustion control technology.

This new engine will be developed targeting European Euro 7, as well as stricter emission standards in North America. After being paired with a complete Hybrid system, it can theoretically further reduce fuel consumption, especially in driving environments with frequent starting and stopping in the city, where the motor can play a more significant auxiliary role.

It is worth noting that Mazda's development of Skyactiv-Z is not solely for the new generation CX-5, but hopes to use this technology as the foundation for future internal combustion engine development. According to the technical roadmap released by Mazda, the technical achievements achieved by Skyactiv-Z in terms of combustion efficiency will also be gradually applied to inline six-cylinder engines used in large platform models in the future. This means that the product lineup including CX-60, CX-70, CX-80 and CX-90 will have the opportunity to benefit from the new technology in the future.

In addition, Mazda also plans to apply relevant combustion and emission control technology to the research and development of Rotary Engine, to cope with stricter environmental regulations in the future.

Mazda hopes to reduce the complexity between different power systems by unifying engine technology and control systems, thereby reducing R&D and production costs. This also means that Mazda will continue to invest in internal combustion engines in the future, rather than giving up this technology directly.

Aside from the new power system, Mazda's small car product lineup will also see major changes. Mazda has confirmed that the new generation CX-3 will be launched in 2027. The new car is planned to be produced by the AutoAlliance Thailand factory located in Thailand, and Thailand will serve as an important export base to supply markets such as Japan and Southeast Asia. The current CX-3 was first released in 2014, and it has already exceeded ten years. Although it has undergone multiple upgrades during the period, the overall platform and design have gradually aged, so the launch of the new generation model is quite crucial for Mazda.

At the same time, Mazda 2 will also gradually exit the product lineup in the Japanese market, and the new generation CX-3 is expected to take over its entry-level model market role. In other words, Mazda may value entry-level SUVs more in the future rather than continuing to rely on traditional B-Segment Hatchbacks.

However, this does not mean that Mazda has announced a global production halt for Mazda 2. Some overseas markets may still continue to sell existing models, and the new generation CX-3 is not a new generation product directly renamed from Mazda 2. Both still differ in body style and market positioning.

The new generation CX-3 is expected to provide electrified power options, but Mazda has not yet fully confirmed the technical structure of its Hybrid system, so it is currently unclear whether the new car will be equipped with the same Skyactiv-Z HEV powertrain as the CX-5.

Especially as Hybrid technology gradually attracts consumer attention, if the new generation CX-3 can provide an electrified version that balances power and fuel consumption, it is believed to be more attractive than the current model.

From the latest product planning, it can be seen that Mazda does not intend to bet fully on pure electric vehicles, but will continue to implement the Multi-Solution Strategy, developing internal combustion engines, Hybrid, PHEV and pure electric vehicles according to different market demands.

Among them, Skyactiv-Z HEV can be said to be one of the most important technology projects in the coming years. Mazda hopes to improve fuel consumption and driving experience simultaneously by combining high-efficiency gasoline engines with a fully independently developed Hybrid system, without fully relying on large batteries.

On the other hand, Mazda is also continuing to advance pure electric vehicle plans, including exclusive electric vehicle platforms, and electrified products developed jointly with partners. The brand is not giving up electric vehicles, but hopes to control investment risk and direct limited resources to products with clearer market demand.

The development direction announced by Mazda this time reflects that the brand is rethinking how to maintain competitiveness in the future. 2027 will be an important year, because Skyactiv-Z HEV will be formally applied to the new generation CX-5, and the new generation CX-3 will also replace part of Mazda 2's market positioning, becoming the brand's new generation entry-level SUV.

For consumers, what is most worth looking forward to is how much fuel consumption improvement Mazda's independently developed Hybrid system can bring, and whether it can retain Mazda's consistently excellent driving quality.

As for the new generation CX-3, if Mazda can provide reasonable pricing, better space performance, and competitive Hybrid versions for the Southeast Asian market, it is believed to have the opportunity to become an important sales driver for the brand in the future.

[Lead: Zotye Auto, dormant for many years, is attempting to return to the auto market. However, today's China auto market is no longer the market when Zotye rose years ago. Facing industry overcapacity, price wars, and restructuring, can Zotye make a comeback? Now, can this industry still accommodate Zotye?]

Zhang Dachuan

Recently, Zotye Auto announced that its all-new A0-segment Wink Y01 has completed styling freezing and officially entered the batch trial manufacturing phase. According to the plan, Zotye hopes to promote the model for mass production in 2026.

△Zotye Auto announced the all-new A0-segment Wink Y01 has completed styling freezing

It is worth noting that to get rid of the market image of the past "Measuring Tape Department", Zotye repeatedly emphasized in its publicity that the Wink Y01 is an "All-New Independently Developed" model, trying to rebuild the market's cognition of its independent R&D ability. Zotye Auto, which was once a prominent figure in the China auto market, is now sending out signals of returning to the market. However, for the China auto market which has undergone profound changes, re-launching a new model is just the beginning. Whether Zotye can truly achieve a resurgence still faces significant challenges.

△To get rid of the market image of the past "Measuring Tape Department", Zotye repeatedly emphasized the Wink Y01 as an "All-New Independently Developed" model

Can Zotye Flip with One New Car?

The Wink Y01 body dimensions are 3912×1745×1545mm, wheelbase 2520mm, overall dimensions between BYD Seagull and Dolphin. As a pure EV positioned in the A0 segment, although the threshold for manufacturing NEVs has been greatly reduced compared to the traditional fuel vehicle era, for Zotye, it is not easy to achieve "mass sales" with such a model.

A0-segment pure EVs are becoming one of the fast-growing yet most fiercely competitive sub-segments in the China NEV market. With consumers' requirements for space, range, safety, and intelligent configurations continuously improving, A0-segment models are gradually replacing some traditional A00-segment products, becoming an important choice for urban commuting and family second cars. Currently, models like Seagull, Xingyuan, and Wuling Bingo, backed by major car companies like BYD, Geely, and SAIC, have already occupied the main positions of this market. The price range of mainstream products has generally entered the 60,000–100,000 yuan range, with some models further dropping to around 60,000 yuan. More importantly, competition in this market has no longer just been simple "low price + range", but gradually shifted to comprehensive competition in space, intelligent cockpit, assisted driving, configurations, design, and overall product power.

△The A0-segment pure EV market is one of the most competitive sub-segments

Contrast the Zotye Wink Y01; to break out in such a market environment, it first needs to have enough obvious advantages in pricing, and at the same time must find its differentiated selling points in product configurations and user experience.

Compared to top car companies like BYD and Geely, Zotye has almost no scale advantage. Especially BYD has already formed a highly vertically integrated industry chain, possessing strong cost control capabilities from batteries, motors, and electronic control to a large number of core components. In this situation, if Zotye wants to keep the selling price of the Wink Y01 at a level that is sufficiently attractive while guaranteeing product quality, it is actually not easy.

△Currently, the gap in technology reserves between Zotye and mainstream car companies like BYD is obvious

And in terms of technology reserves, the gap between Zotye and current market mainstream car companies may be even more obvious. Especially in the fields of intelligent cockpits and intelligent driving, large car companies like Geely and BYD can already rapidly downscale mature technical solutions from mid-to-high-end models to entry-level models. For these enterprises, a set of software, algorithms, and electronic/electrical architectures that have completed R&D and verification can quickly amortize costs through massive sales. This is exactly the weakness Zotye finds hardest to make up.

Therefore, the real issue for the Wink Y01 is not whether "it can be built", but after it is built, whether it can provide a product power that is sufficiently competitive with a sufficiently low price, and whether consumers are willing to choose it. For Zotye today, this is likely much more difficult than simply restarting the production line itself.

Overseas Markets Are Not a Safe Haven

In the information disclosed by Zotye, the overseas market layout has attracted considerable attention.

In June this year, Zotye and Indonesia's BPKN preliminarily reached a consensus on a strategic cooperation of the whole new energy vehicle industry chain, planning to promote SKD assembly, annual production of 150,000 intelligent complete vehicles and battery-pack integrated factories in stages, and layout for Southeast Asia export; in July, it signed a main KD cooperation agreement with India's Kaly Emotors, planning to build an SKD project with an annual production of 30,000 sets, introducing A0-segment models and gradually expanding to A-segment and B-segment models.

△Zotye layout of overseas markets

However, at present, Zotye's overseas business is still at a very early stage. From cooperation agreements to truly achieving mass production and scaled sales, there is still a long way to go. In addition to meeting local regulatory certification requirements, it is also necessary to establish sales, after-sales, and supply chain systems, and to rebuild brand cognition in the fiercely competitive Southeast Asia market. It is especially worth noting that Southeast Asia is not a "blank market"; Chinese brands like BYD, MG, Great Wall, and Geely have entered and established a certain market foundation first.

At the same time, ASEAN main markets are also gradually shifting from purely encouraging NEV imports to paying more attention to local production and industrial investment. If Chinese car companies hope to develop long-term in the future, relying solely on complete vehicle export is not easy. KD/SKD, local production, channels, and after-sales systems all need continuous investment.

△Chinese car companies entering overseas markets is not smooth sailing

More importantly, the overseas market is also not a "back road" that can be easily walked. Neta Auto is a typical case. Neta's delivery volume in 2022 once reached about 150,000 units, after which it quickly fell into business difficulties. Although it invested heavily in overseas markets like Thailand, it did not change the overall operating situation, and its market share in Thailand dropped from about 12% in 2023 to about 4% in early 2025. This shows that having an overseas market and having factories does not mean getting sales volume, and certainly does not mean being able to sustain profitability. For Zotye, the overseas market can become a breakthrough point for restarting, but at least for now, it cannot be said to be the company's "safe haven".

What is the Significance of Zotye's Resurrection?

For Zotye's shareholders and local governments hoping to save jobs, taxes, and local auto industry chains, Zotye resuming production is certainly significant. But if looking at the entire China auto industry, Zotye's comeback is hard to say there is any positive significance.

△Zotye production resumption is significant for shareholders and local governments

Because the China auto industry today, most does not lack capacity, the most lack is products and enterprises that can truly create value. In 2025, China auto production and sales volume reached 34.531 million units and 34.4 million units respectively, breaking through 30 million units for the third consecutive year, NEVs also entered a high-speed popularization stage. But at the same time, price wars, overcapacity, and enterprise elimination are still the most prominent keywords of the industry.

Zotye's own situation also illustrates this point. In 2025, the company's operating income was only 521 million yuan, and the net loss attributable to the parent company was 367 million yuan; the complete vehicle business was basically in a stagnant state. More importantly, the current auto competition environment is completely different from the era when Zotye was rapidly developing. BYD, Geely, Chery, Changan, and many new force brands have already established obvious advantages in new energy, intelligence, and supply chains. For Zotye returning to the market, the real question is not "whether there are factories", but what to produce, what products to sell, and why consumers should choose Zotye.

△Domestic mainstream car companies already have obvious advantages in the smart electrification track

Therefore, for Zotye, resuming production is just the first step. The real challenge is to rebuild R&D, product, supply chain, channel, and brand capabilities. If it is just reactivating factories and then participating in domestic and international market price competition again, what it brings is likely just more capacity, not the incremental value that the industry truly needs. So, from the perspective of the entire China auto industry, what is truly worth paying attention to is not "another car company resuming production", but whether Zotye can truly create new products, technology, and business value. After all, the auto industry needs more competitive enterprises, not more factories that can produce cars.

Comment

Zotye Auto is attempting to return to the China auto market again, but in today's auto industry, resuming production is just the beginning and does not represent how many opportunities. In the past few years, too many car companies and brands have fallen. With the domestic market tending to be saturated and overcapacity, enterprises like Zotye re-entering the field, if lacking true product and technology competitiveness, may only further intensify the price war and overcapacity of the low-end market. Currently, the auto market competition is especially cruel. Zotye urgently needs to think clearly; only by finding new paths and new models is there a chance for rebirth.

(This article is original from "Heyan Reads Cars", unauthorized, no reprinting)

Currently, the entire automotive industry is competing on launch speed. Many models can iterate several times within a short year. Fast-track car manufacturing has gradually become the norm. However, the Fengyun T7 that started pre-sale on August 12 wants to go against the flow, directly shouting that a global car cannot be rushed, putting the matter of slow work polishing quality on the table. With a pre-sale price starting at 109,900 and substantial global manufacturing expertise, placed in the 100,000-class home pure electric market, it truly catches the eye.

This car is slow with reason, with 2 years of overall planning and 3 years of complete R&D. No links were compressed to seize the market. It is not just doing domestic exclusive supplies. The overseas homologous model Lepas L6 has already been launched in Thailand and South Africa. Next, it will sequentially land in Indonesia, EU, Australia and New Zealand, and other regions. It is a model that is tested in global markets first, and then returned to domestic delivery to consumers.

To adapt to different global regions, the brand linked up with the top 10 design centers globally, hundreds of designers collaborated to polish, and also collected the real needs of over 5,000 global users for co-creation. Just in the early research and scheme polishing, a lot of time was consumed.

To fit strict overseas regulations, the whole vehicle was built directly benchmarking against the 2026 Version E-NCAP safety standards, with the safety foundation maxed out. In the R&D stage, 900+ test cars were invested, cumulatively completing 1.45 million km in durability tests. From minus 40 degrees Nordic extreme cold to 55 degrees tropical high heat, high humidity, high salt-alkali, gravel and bad roads were all tested one by one.

500 mm wading depth, rarely seen at this level, and dual-source heat pump heating system are all special optimizations made for global diverse climates. Protection structures for bumpy roads in Brazil and muddy road conditions in South Africa are all fully equipped, with various extreme scenarios verified in advance.

On the product level, it completely hits all needs of home users. All systems uniformly equipped with 65.05kWh Rhinoceros Battery, CLTC range 600 km, actual test range can even reach over 600 km, without the tricks of low-spec shrinking range.

In-car wheelbase is 2700 mm, space utilization is very high, rear legroom is sufficient. After the seats are folded down, it can form a large pure flat space, sufficient for daily commuting and self-drive camping. Interior materials use EU level eco-materials, paired with 4nm process 8775 smart chip. Paired with the Doubao Large Model smart cockpit, voice interaction is smooth, cross-floor memory parking and other smart driving functions are all fully equipped.

Safety configuration is particularly sincere, with 80% high-strength steel body combined with 9 airbags. The battery is equipped with 31-layer 6D lock-armor protection, and waterproof grade reaches IP68. Purchase guarantee is also enough to give peace of mind. The first owner who is non-operating enjoys a whole vehicle including three-electric lifetime warranty. For 666 yuan, one can get a lifetime basic maintenance package. Battery thermal runaway and smart driving accidents are set up with dual high compensation, thoroughly eliminating car usage concerns.

Nowadays, too many new cars only seek fast landing, but ignore long-term use reliability. Fengyun T7 is willing to sink its heart and use 5 years to polish a global pure electric SUV. Starting at 109,900, one can get a full set of global standard quality. This long-termism is particularly practical for ordinary family users.

Old Wei and Great Wall Motor's "one-click like, share, and favorite" is back again.

On July 16, WEY V9X Family Edition launched, with the 1.5T Super Hybrid pulling the threshold down to the 330,000 yuan range; on July 18, Great Wall H10 started pre-sales, with the name and location chosen by netizens; on July 19, the brand new Tank 300 emerged again with Hi4-Z.

Three cars, three brands, within four days, Wei Jianjun fired off all the bullets he had saved for half a year.

The excitement is real. But behind the excitement, there is another set of numbers. On the first two days of the new car blitz, Great Wall's half-year profit forecast was released—net profit between 2.35 billion to 2.6 billion yuan, nearly 4 billion yuan less than the previous year, almost halved. The capital market didn't dump the stock, instead it was strangely calm. Old Wei took action in time, breaking down the reasons for the profit decline on social platforms: overseas tax subsidy delays, exchange rate fluctuations. The market didn't run, this round was narrowly passed.

But with three new cars launching simultaneously, Great Wall's hand was also clearly shown—at this timing node, a battle without retreat must be fought.

Tank: Defending a fortress is always harder than attacking

Tank's current position is rather awkward.

Sold 92,600 new cars in the first half of the year, a 10 percent drop year-on-year. In June alone, 15,700 units were sold, with the decline expanding to 27%. Think back to five years ago when Tank 300 first came out, adding 50,000 yuan still meant no cars available, now monthly sales dropped from the peak of 10,000 to around 3,000.

To be honest, the cars aren't bad, the track has changed. In 2026, boxy SUVs are all the rage, more than 40 players squeezed in, no one cares if it's a pure hardcore off-road anymore. Opponents' hard-core castles that couldn't be attacked for years were topped directly by a "boxy SUV that looks like off-roading". Tank's moat was bypassed.

But Tank is not motionless. The brand new Tank 300 pushed the wheelbase to 3010mm, Hi4-Z combined power 560kW, 0-100 in 4.3 seconds, pure electric range up to 200 km. Tank Brand CEO Gu Yukun said at the pre-sale launch event, this is the "look that Tank 300 should have, defined by users." Put this in 2022, it was a declaration of strength that no one dared to question; put in 2026, it sounds more like a self-alert.

Greater pressure comes from within. WEY itself is positioned as premium, Haval brand also wants to go up, for a long time, Tank's off-road advantage will inevitably be diluted by both brother brands and external opponents. Defending a fortress is always harder than attacking.

This forces Tank to continuously innovate categories. The brand new Tank 300L is positioned as a trendy off-road SUV for younger groups, against the background of obvious product homogenization in the hardcore off-road track, new cars rely on hybrid power, factory modification expansion capabilities, luxury cabin to form differentiation—you copy my boxy SUV, I play my ecosystem.

Gu Yukun revealed, after pre-sales started, market order performance exceeded earlier predictions, "daily order volume is equivalent to previous month's sales." On the basis of defense, Tank departs again.

WEY: Caught the world champion's ball, can it catch the market?

WEY is the brand Wei Jianjun bet his surname on.

In 2025, it finally returned to the 100,000 units mark. This first half of the year, also held the 29 percent year-on-year growth. Numbers look good, but cannot say it is stable yet. The main force of increment is still Gaoshan, the real test of WEY's premium quality is flagship V9X.

For this, WEY launched Family Edition again, to lower threshold, expand fire. Wei Jianjun personally delivered new cars to Table Tennis Olympic Champion Chen Meng. This is not the first time WEY captured a champion owner—Wu Minxia and Pan Xiaoting are both on the list. After car delivery ceremony ended, the two played ball skills. After two rounds, Chen Meng didn't let much, Old Wei earned a point, shouted "Everyone has their own area of expertise, in this lifetime let's just do cars well."

Chen Meng had a sentence, very suitable for WEY: "Sports and car making are the same, basic foundation is very important. Only experts can see it, laypeople cannot see it." Everyone knows WEY's technical foundation is thick, but suffered in telling marketing stories well. No blame for Wei Jianjun once scolded "Good cars selling poorly is a crime".

Objectively speaking, V9X launched two months, results not best, but stable. In large orders, choosing 2.0T version more than 1.5T, extended version ratio exceeded expectations—people buying this car are not looking for cheap, looking for "stuff inside".

Now Family Edition pulls 1.5T Super Hi4 to 331,800 yuan, after rights 316,800 yuan starting, dual power four models cover 300,000 to 400,000 yuan range, grabbing the Li Auto L8 and AITO M8 crowd. Product power absolutely not bad: Full series standard dual-chamber air suspension, rear wheel steering, pure electric over 400 km, combined nearly 1,700 km, VLA large model assisted driving can understand instructions like "overtake front slow vehicle".

World champion's ball, Old Wei caught it. Whether V9X can catch the market's ball, see result in second half of year.

H10: Give the word "Great Wall" back to Great Wall

H10 might be the most intriguing car Great Wall has this year.

No "HAVAL" tail badge, directly on "GWM" and "Great Wall Auto" four big characters. Said internally argued over this—Haval team felt "flagship taken by others", Wei Jianjun firmly decided: Respect netizen voting.

No one thought, behind this is Great Wall's biggest strategic turn in ten years. In 2026, Wei Jianjun spoke clearly: Great Wall has only one main brand, Haval, Tank, WEY, ORA, Po are categories, not independent brands.

H10 is the first step of collection. Cars sold in Haval channel,车尾 hangs GWM, front temporarily leaves HAVAL—transition period stabilizes channel interests, and lets "Great Wall" stand firm on flagship first.

Technically also, era of five brands doing platforms separately ended, all collected back to unified base platform, compatible with five power types, R&D cost said to drop seven tenths.

Past few years, overseas market this logic already ran through—after changing to GWM badge, brand awareness rose forty percent. Now reverse guide back to domestic, using one car to carve "Great Wall" two words into consumer minds again.

Before Great Wall H10 pre-sales started, Wei Jianjun posted a long Weibo, personally set tone for this car—"New Species". He said this is the market's only "large six-seater boxy SUV", one car doing three things: MPV space, City SUV intelligence, Off-road passability. Old Wei revealed many details: 70 plus car reviews, engineers suffered by him enough. Car paint adjusted over a hundred rounds, door closing sound adjusted over 30 versions, just for the "thud" of that dull sound, "cannot scatter, cannot break".

In 2026, Great Wall's "collection" in domestic market, H10 opened a door. Whether to walk through, must see how sales go in second half of year, also see if next generation models dare to completely take away HAVAL. Collect back, harder than tearing out.

Half-Year Report: Profits Halved, But No One Left

In first half of 2026, Great Wall Motor net profit attributable to shareholders expected 2.35 billion to 2.6 billion yuan, down nearly 60 percent year-on-year. Unexpectedly, market didn't dump stock, instead voted support with feet.

Wei Jianjun's frankness is biggest bonus point. He mentioned two core objective factors for profit decline:

Firstly, 2025 first half confirmed 2.274 billion yuan overseas tax subsidies, this year subsidies delayed, base significantly shrank;

Secondly, last year exchange gain 1.493 billion yuan, this year exchange rate fluctuations generated exchange losses, one increase one decrease nearly 4 billion yuan difference, directly wiped out profit.

Excluding two non-recurring factors, main business operation remains stable, second quarter performance环比 significantly rebounded.

Of course, what truly holds Great Wall's base color is overseas. First half of year export 290,000 units, year-on-year growth 47 percent, June alone over 60,000 units, overseas sales proportion approaching 50 percent. Great Wall relied on Thailand, Brazil local factories and multi-power routes, hard to avoid a wave of frontal battle.

Of course, this strategy now looks effective, tax and exchange rate also explain one thing: Overseas is moat, but also seesaw—when you step on it, don't know which head will suddenly lift up.

Domestic market brands differentiation obvious. Haval micro-growth 1.82 percent, base didn't lose; WEY grew three tenths, but V9X still climbing slope, premium not fully established; Tank a bit dangerous, hardcore track torn open a hole. ORA relied on low base turned over a body, but volume too small, cannot support scene.

But Great Wall still has one card others cannot copy: Health. Its end of June domestic inventory coefficient only 1.3, industry average is 2.0. Dealers not pressing goods, cash flow not broken, this in whole industry "trading price for volume" time, is almost unique confidence.

From current view, Great Wall Motor market not running relies on two points: Overseas held growth, low inventory held health.

But danger not resolved. Second half of year three new cars whether to hold volume up, still question mark. Capital market given patience, never infinite refill. Great Wall cannot relax.

The Indestructible Old Wei

Finally talk about Wei Jianjun this person.

First half of year his most viral moment, was singing "No More Hesitation" with fresh college graduate, whole process off-key, also self-mock guitar playing was staged.

A 62-year-old billionaire boss, willing to lay "imperfection" before camera. This thing placed 3 years ago at Great Wall, didn't want to think about.

Even more fierce, he went to Chengdu to be delivery staff, wore work uniform to user do PDI inspection; went to Hangzhou to be sales consultant, accompanied customer test drive. He just one sentence: "My endorsement is not walking form, from R&D, quality, service to user needs, all managed."

Someone asked him afraid to crash, he returned: "Crash very likely, but my psychological quality better."

Where is confidence? "Great Wall products maybe not best, but company most transparent, most honest."

He said enterprise competition to end is "value aesthetics competition"—Integrity, transparency, quality, long term. This words in today's auto circle, sounds like "alternative speech".

But exactly this "alternative", lets Great Wall profit halved time, market not run. Capital market believes not numbers, Old Wei sentence "I manage this car for lifetime".

First half of year just prelude. July 16 to 19 these four days new car blitz, is Great Wall second half of year opening move.

Tank wants to defend fortress, WEY wants to break situation, H10 wants to find new anchor for Haval. Three lines, three battlefields, Wei Jianjun and team all bet on.

2026 second half of year, Great Wall whether "can see result in the end", must see how these three battles fought.

Recently, BYD launched a panel van based on the Dolphin in the UK, named DolphinCargoe-Van. The local price is 29,300 pounds, roughly 264,000 RMB, and pre-orders have now opened at authorized BYD stores in the UK.

This vehicle is modified from the familiar home-use Dolphin. BYD removes the rear seats and adds a metal partition behind the front row. The modified vehicle offers a loading capacity of 1,093 liters and also provides 47 liters of hidden storage space, transforming the original passenger car into a light commercial vehicle. That is to say, it is the "Cargo Version Dolphin", specifically targeting light logistics markets such as urban distribution, express delivery, repair services, etc.

Max length 1.25 meters, max width 1.16 meters, width between wheel arches about 1.02 meters, height 0.71 meters. A 47-liter small compartment is also hidden under the floor. The floor has been treated for wear resistance. The rear of the vehicle offers two choices: enclosed baffle or retaining the window, making it convenient for different merchants to select as needed.

Regarding power, the new car continues to adopt the Dolphin's power system, equipped with a 60.4kWh Blade Battery and a 204 horsepower motor. The combined range can reach 426 kilometers, and the urban driving range can reach up to about 558 kilometers.

In terms of configuration, the vehicle comes standard with seat heating, steering wheel heating, 360-degree panoramic vision, and 220V external discharge functionality, allowing direct connection of electrical equipment for repairs or street vending.

The new car is marketed in the UK, an important step for BYD to complete its European product layout, filling the passenger and light commercial vehicle product lines. Overall, the launch performance needs market validation, and it is expected to be promoted to other European countries in the future.

BYD's strategy this year is to go global and target international markets. In May, BYD sold a total of 160,600 vehicles overseas, an increase of 80.7% year-on-year. Overseas sales accounted for more than 42% of total sales, and BYD's Ro-Ro ships are nearly insufficient. Recently, BYD sold the Denza Z9GT to Europe, making a grand impression.

BYD has already built or plans to build factories in countries such as Brazil, Thailand, Uzbekistan, Turkey, and Hungary. Ultimately, going global, having a solid product is the first step, but it is just the first step. If every subsequent step is taken firmly, then more and more foreigners who are "hooked" on domestic cars, or even "obsessed", will become more numerous.

Recently, BYD launched a panel van based on the Dolphin in the UK, named DolphinCargoe-Van. The local price is 29,300 pounds, roughly 264,000 RMB, and pre-orders have now opened at authorized BYD stores in the UK.

This vehicle is modified from the familiar home-use Dolphin. BYD removes the rear seats and adds a metal partition behind the front row. The modified vehicle offers a loading capacity of 1,093 liters and also provides 47 liters of hidden storage space, transforming the original passenger car into a light commercial vehicle. That is to say, it is the "Cargo Version Dolphin", specifically targeting light logistics markets such as urban distribution, express delivery, repair services, etc.

Max length 1.25 meters, max width 1.16 meters, width between wheel arches about 1.02 meters, height 0.71 meters. A 47-liter small compartment is also hidden under the floor. The floor has been treated for wear resistance. The rear of the vehicle offers two choices: enclosed baffle or retaining the window, making it convenient for different merchants to select as needed.

Regarding power, the new car continues to adopt the Dolphin's power system, equipped with a 60.4kWh Blade Battery and a 204 horsepower motor. The combined range can reach 426 kilometers, and the urban driving range can reach up to about 558 kilometers.

In terms of configuration, the vehicle comes standard with seat heating, steering wheel heating, 360-degree panoramic vision, and 220V external discharge functionality, allowing direct connection of electrical equipment for repairs or street vending.

The new car is marketed in the UK, an important step for BYD to complete its European product layout, filling the passenger and light commercial vehicle product lines. Overall, the launch performance needs market validation, and it is expected to be promoted to other European countries in the future.

BYD's strategy this year is to go global and target international markets. In May, BYD sold a total of 160,600 vehicles overseas, an increase of 80.7% year-on-year. Overseas sales accounted for more than 42% of total sales, and BYD's Ro-Ro ships are nearly insufficient. Recently, BYD sold the Denza Z9GT to Europe, making a grand impression.

BYD has already built or plans to build factories in countries such as Brazil, Thailand, Uzbekistan, Turkey, and Hungary. Ultimately, going global, having a solid product is the first step, but it is just the first step. If every subsequent step is taken firmly, then more and more foreigners who are "hooked" on domestic cars, or even "obsessed", will become more numerous.