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.

唔知有幾多朋友最近期關注 10 萬內純電 SUV 市場？近段時間睇嚟，呢個細分市場好熱鬧。就講長安啟源全新 Q05 同零跑 A10，上個月銷量分別達 15814 輛同 14372 輛，全部挺進 2026 年 4 月銷量排行全品類前 10，長安啟源全新 Q05 甚至奪得緊緊湊型純電 SUV 市場嘅銷冠。

（長安啟源全新 Q05）

值得留意係，兩款大熱門產品亮點亦唔少，9 萬級可以得到 500km+嘅續航，零跑 A10 甚至配備激光雷達，有高級智駕輔助需求嘅朋友嚟講，呢架車吸引力的確唔低。但係喺價格上，同為高配嘅長安啟源全新 Q05 506Max+ 同零跑 A10 505 激光雷達版，終端價格分別係 9.59 萬同 8.68 萬，手握 9 萬左右預算嘅朋友都可以考慮。明顯係，又去到決賽圈二揀一環節。

（零跑 A10）

如果對預算比較敏感，咁喺長安啟源全新 Q05 同零跑 A10 之間，後者可能更受歡迎，畢竟終端價格實打實平咗幾千元。而且，高配 A10 配有激光雷達，市區/高速情況均能啟動領航輔助駕駛，呢個就係佢嘅優勢所在。當然，如果預算允許，揀長安啟源全新 Q05 高配，都有帶激光雷達嘅高級輔助駕駛。

（長安啟源全新 Q05）

但既然係買車前嘅橫評，唔少全方位對比。首先從尺寸睇，作為緊湊型 SUV，長安啟源全新 Q05 長寬高分別係 4435*1855*1595mm，軸距為 2735mm。而零跑 A10 車型級別就係小型 SUV，長寬高分別係 4270*1810*1635mm，軸距為 2605mm。

（零跑 A10）

如果只係考慮代步、通勤，零跑 A10 嘅細個嘅略有優勢，方便行街串巷。但實際上，好多人買車都要兼顧家用，10 萬內預算也多以剛需用車群體為主。既然係剛需，且有家用需求，嗰空間自然唔好掉鏈子。

（長安啟源全新 Q05）

（零跑 A10）

講返日常家庭出行嚟講，兩車之間 130mm 軸距差異，直接反映喺後排體驗。坐入長安啟源全新 Q05 後排，腿部空間平整兼寬敞，一齊坐 3 位成年人都唔會太擠；但係坐入零跑 A10 後排，無論坐寬定係腿部空間都會細少少。媽咪喺後排照顧孩子，長安啟源全新 Q05 後排更加寬敞嘅空間會更加方便佢操作，孩子都能有更大嘅活動空間。

（長安啟源全新 Q05）

（零跑 A10）

除咗空間，通勤黨同家庭用戶對舒適配置都比較關注。睇嚟對比，兩車都有配電動尾門、無匙進入、自適應遠近光等外部配置。但係從車廂內睇，零跑 A10 副駕無法電動調節，後排靠背都唔支援角度調節，同埋缺少後排空調出風口、車內 PM2.5 過濾裝置等。

（長安啟源全新 Q05）

（零跑 A10）

反觀長安啟源全新 Q05，除咗副駕支持電動調節，前排仲集成咗加熱/通風/按摩/副駕腿托功能，對比零跑 A10 只提供前排座椅加熱，佢嘅品質無疑更上一層樓。包括後排乘員都有少少照顧，例如靠背角度可調、配有後排空調出風口、後排中央扶手/杯架等，更加適合家人同行呢類場景。

（長安啟源全新 Q05）

（零跑 A10）

除咗舒享體驗，行駛系統嘅對比我哋都唔好忽略。首先從大家關注嘅續航睇，長安啟源全新 Q05 同零跑 A10 分別搭載 51.9kWh、53kWh 電池，CLTC 純電續航做到 506km、505km，差異大可忽略。但從電芯供應鏈睇，前者出自寧德時代，後者就係國軒高科/江蘇正力，若論品牌含金量，“寧王”順位自然靠前，更值得信賴。另外，兩車都有全球品質，按照全球嚴苛嘅標準打造，零跑 A10 符合國內、歐盟雙標準，長安啟源全新 Q05 已經喺泰國上市，未來仲會相繼落地多個國家地區，最終開拓歐洲區域，此外仲有央企背書，質量品質都好可靠。

因為本文討論嘅係 A10 嘅 505 版本，採用電池液冷技術，溫控較好，而如果係 403 版本，採用成本低嘅風冷技術，散熱效果較差。呢點上，全新 Q05 做得更好，入門就採用電池直冷技術，高配用嘅係液冷技術，能更好地實現熱管理，保證電池安全。

（長安啟源全新 Q05）

（零跑 A10）

動力方面，長安啟源全新 Q05 同零跑 A10 都係前置單電機佈局，電機最大動力輸出分別係 120kW/190N·m、90kW/150N·m，0-100km/h 加速時間分別做到 8.9 秒同 10.6 秒。坦率嚟講，兩款車喺純電陣營加速性能都中規中矩；但係相對嚟講，長安啟源全新 Q05 嘅 8 秒級零百加速，喺山路行駛、高速超車等情況下會比零跑 A10 更加分。

（長安啟源全新 Q05）

（零跑 A10）

總結嚟講，零跑 A10 505 激光雷達版優勢突出：價格更低、智駕輔助覆蓋範圍更廣，適合預算優先 + 科技嘗鮮嘅消費者。而長安啟源全新 Q05 更強調“全面”二字：加少少預算同樣可以獲得高級輔助駕駛，而且尺寸更大、舒適配置更高、採用頭部電芯供應鏈，動力亦更強，綜合表現更全能。總括嚟講，預算 9 萬級追求面面俱到嘅家用體驗，長安啟源全新 Q05 506Max+ 更加值得考慮。

广汽埃安AIONS i60 530宁德版正式上市，推出2个配置，标准版限时优惠10.36万，进阶版优惠价11.36万。

这车从去年11月上市到现在，每个月都卖出一万多台，加起来已经超过4万台了。

新车电池供应商换成了宁德时代。现在A级纯电SUV竞争胶着，这个价位区间的用户其实也特别看着电池安全与续航。新车搭载 64.6 度电池包，CLTC 续航标到 530 公里；官方数据显示，快充5分钟可补能约200公里。

前脸不规则大灯，里面是双组LED光源，贯穿式日行灯带横跨整个车头，“AION”字样嵌在灯带上方。仪表 8.88 英寸，中控屏尺寸给到 14.6 英寸，每台车都自带哨兵监控，支持iOS、安卓和鸿蒙系统手机互联。智驾系统是广汽自己的GSD，支持高速上自动领航和记忆泊车。

全系标配五连杆后悬架，过沟过坎不颠。前排是双层夹胶玻璃，跑到100公里/小时，车里只有64分贝，挺安静。后排空间你不用担心，头顶和腿前都超过一米宽裕，靠背还能调到137度，半躺着很放松。

动力方面，150千瓦的前电机，峰值扭矩205牛·米。用的是弹匣电池2.0，据说拿枪打都不会着火。这个电池已经装到超过140万辆上车，累计跑了1100亿公里，没出过一起自燃事故。广汽埃安继续提供三电烧一赔三政策，如果因三电系统自燃导致车辆损毁，官方承诺赔付三台新车。

对手是吉利银河 E5比亚迪元 PLUS、元 UP，零跑 B10 、长安启源 Q05也是来分市场蛋糕。

埃安和昊铂合并板块五月总销量 33140 台，同比涨了 23.76%，连着好几个月销量都增长。单独看 i60，三四月销量都过万，五月稍微下滑也有九千多台。香港运输署放出四月私家电动车上牌统计，埃安全系 1596 台上牌，比特斯拉 1389 台数量更高，比亚迪 871 台排在第三位。

The Chinese automotive industry is at a critical stage of new energy transition and global layout.

In this macro context, as a leading commercial vehicle enterprise, SAIC Commercial Vehicle's latest market performance has become an important indicator for observing commercial vehicle market trends.

Data shows that in May this year, SAIC Commercial Vehicle sales reached 27,509 units, a 41% year-on-year increase. Among them, new energy model sales were 11,476 units, a 143% year-on-year increase; overseas market sales were 12,392 units, a 56% year-on-year increase.

The dual-line growth of new energy and export businesses has become the core engine for SAIC Commercial Vehicle's performance growth in May.

Looking specifically at segmented models, all brands under SAIC Commercial Vehicle show growth trends to varying degrees.

Maxus light commercial vehicle sales in May were 11,865 units, a 56% year-on-year increase; among them, Dama series sales were 5,934 units, a 197% year-on-year increase. The Iveco brand obtained some police and medical orders in the specialized vehicle market.

In the pickup segment, Maxus pickup sales in May were 7,223 units, a 58% year-on-year increase. The light truck brand Forthing sales in May were 4,287 units, a 41% year-on-year increase, with new energy model sales accounting for 67%.

Additionally, heavy truck brand Hongyan and bus brand Shenhuo completed specific vehicle deliveries for Taiyuan, Shanxi and Jiading buses respectively in May. The new power technology segment engine sales in May were 21,888 units, a 56.6% year-on-year increase.

Regarding the overseas market, SAIC Commercial Vehicle export sales reached 12,392 units in May. In the Singapore market, SAIC Maxus delivered eDeliver 5 models to logistics company DHL.

It is reported that in the second half of 2026, the Australian and Chilean markets plan to introduce the Maxus T70 model, and currently the model has a certain number of pre-orders in the above regions.

It is worth noting that SAIC Motor recently completed the delivery milestone of global cumulative production and sales of 100 million units. As one of the group's business segments, SAIC Commercial Vehicle's May sales data and progress in new energy and overseas markets are part of this overall scale.

Currently, the improvement of new energy penetration rates and localization of overseas markets have become the main focus areas for commercial vehicle enterprises.

SAIC Commercial Vehicle currently holds a leading position in the market share of domestic light commercial vehicles, new energy light commercial vehicles, and commercial vehicle exports.

Looking ahead, as demand for green transport capacity and intelligence increases in the global commercial vehicle market, whether SAIC Commercial Vehicle can continue to maintain the current growth rate and further solidify its position in the international supply chain remains to be seen.

BYD officially released the May 2026 production and sales flash report, with new energy vehicles from all brands reaching a monthly sales volume of 383,453 vehicles, a slight increase of 0.26% year-on-year, achieving year-on-year positive growth in monthly sales after ten months; among them, passenger car deliveries reached 376,990 units, surging 19.4% month-on-month, wiping out the pain of previous model iterations, presenting a new pattern where the domestic base is stable, overseas sales are soaring, and high-end brands are scaling up across the board. Amidst the market environment of intensified competition in the domestic new energy sector, Tesla FSD entering China, and an intense launch of independent new products, it has forged a unique structural growth path.

The Dynasty and Ocean main brands combined sold 330,215 vehicles in May, accounting for over 80% of the group's total sales, remaining the stabilizer for BYD's sales volume. The full series had 8 models exceeding 20,000 units in monthly sales, covering products from 50,000 entry-level commuter to 200,000 home SUV.

Inside the Dynasty Network, the Yuan family sold 56,691 units, and the Song family 51,370 units. Both crossed the 50,000 threshold, becoming two major sales pillars for the brand, catering to home commuter and urban-rural travel needs; the Qin family followed closely with a stable performance of 28,360 units. The Han and Tang series maintained a volume in the six-thousand range, deeply cultivating the mid-to-large home sedan and SUV niche markets; the brand new model Xia is in the market cultivation phase, delivering 1,810 units monthly, with potential for steady volume growth as channels expand.

The Ocean Network's growth momentum is even more rapid, with 5 models entering the 20,000 club across the series: Sealion 42,615 units, Seal 34,117 units, Seagull 39,919 units, Dolphin 22,260 units, and Song PLUS 27,755 units. Among them, Seagull remains the best-selling entry-level commuter model thanks to its affordable pricing of 60,000-80,000. Sealion, as a new volume model, stands firm at the 40,000 level upon launch, filling the mid-size SUV product gap in the Ocean Network and perfecting the Ocean product tier layout. From commuter small cars to compact SUVs, the two main brands rely on DM-i hybrid and pure electric dual-line technologies to牢牢锁住 the mainstream home market share within 150,000 domestically.

The high-end matrix of Denza, Fang Cheng Bao, and Yangwang sold a combined 46,489 vehicles in May, officially breaking away from the niche positioning to become a new pivot for BYD's brand premium and profit growth, breaking the industry curse of difficulty in high-end breakthrough for domestic brands.

The off-road brand Fang Cheng Bao sold 30,186 units monthly, surging 139.7% year-on-year, creating a new high in monthly sales since the brand launched. Its Titanium 7 model sold 18,280 units monthly, while Leopard 5 and Leopard 8 output remained stable, continuously squeezing the survival space for joint venture and imported models in the 250,000-400,000 hardcore off-road niche market.

Denza delivered 16,303 units in May, with the MPV benchmark D9 selling 6,721 units, and the Z9 series close to 6,000 units. MPV and mid-to-large sedan dual-line efforts helped them stand firm in the luxury new energy track; the million-level ultra-luxury brand Yangwang continued its steady climb, delivering 286 units that month, a year-on-year increase of 105.8%, completing market verification of the domestic brand ceiling product and forming a full price range product layout from 100,000+ home, 300,000-400,000 off-road, 500,000 luxury MPV to million-level flagship.

In May, BYD's overseas sales of passenger cars and pickup trucks reached 160,177 units, surging 80.7% year-on-year. Exports accounted for over 42% of the full series total sales, setting a new historical high for brand export and becoming the core driving force to stabilize May overall sales and achieve year-on-year positive growth.

Southeast Asia, Europe, and Latin America became the main incremental markets. Seagull, Song PLUS, and Yuan series continued to top new energy best-seller lists in multiple countries; the SHARK pickup truck exceeded 4,000 units in monthly exports for two consecutive months. Relying on the completion of localization production in Thailand, Brazil, Hungary, and Uzbekistan with four overseas vehicle factories, localized production continues to land, avoiding tariffs while rapidly penetrating terminal channels. Against the background of stock market competition in the domestic auto industry and normalized price wars, the rapidly expanding overseas market effectively counteracts sales volatility brought by domestic model iterations, officially upgrading from a supplementary market to BYD's core growth engine. As of now, BYD's global cumulative new energy vehicle sales have exceeded 16.5 million units, with the globalization map continuously broadening.

May marked a key node in BYD's intelligent driving landing, with the God's Eye intelligent driving system becoming a core bonus point for models: the number of vehicles with advanced intelligent driving across all brands exceeded 3.15 million, with daily road test data exceeding 200 million kilometers; that month, BYD implemented City Pilot and Smart Parking dual safety backup services, becoming the world's first auto manufacturer to achieve dual intelligent driving backups. Three days after policy implementation, the activation rate of models equipped with the God's Eye system in cities surged 50%. Intelligent driving experience upgrades directly drove in-store order conversion, solidifying product competitiveness for subsequent models to continue volume sales, and facing the intelligent driving market shock brought by FSD entering China.

From data details, BYD's cumulative sales from January to May 2026 were 1,405,039 units, down 20.32% year-on-year. The core reason is that the full series of main models were concentratedly iterated, and the capacity ramp-up of the 2nd Gen Fast Charge Blade Battery was restricted. The new Flash Charge Battery upgraded fast charging and low-temperature performance. Full series iteration models prioritized installing new batteries, but production line retrofitting dragged down capacity release. Order backlogs on popular models and delayed deliveries compressed the May delivery volume to a certain extent.

As the end of the second quarter approaches and the 2nd Gen Blade Battery capacity continues to release, coupled with new models such as Denza N8L, Fang Cheng Bao Titanium 7 Pure Electric Version, Sealion 05, and Xia L landing the market, the industry generally predicts that BYD's full brand sales in June are expected to exceed 400,000 vehicles. Relying on the four-dimension development logic of low-end volume locking share, high-end raising profit, overseas pushing volume, and intelligence improving product power, amidst the intensified new energy elimination round in the domestic market, BYD's full category layout advantage continues to amplify, securing its status as the domestic new energy leader, accelerating steadily towards global top auto manufacturers.

2026 年 6 月 10 日，5 月國內緊湊型 SUV 銷量榜單，深藍 S05 強勢霸榜登頂，成功實現 3-5 月銷量三連冠，持續領跑 15 萬內新能源 SUV 細分市場。自上市以來，深藍 S05 始終保持月均破萬的強勁勢頭，5 月全球銷量達 18,866 輛，同比增長 102.71%，截至 5 月底全球累計銷量已突破 22 萬輛，成為中國新能源汽車市場名副其實的現象級“全球大單品”。

國內市場，深藍 S05 用連續三個月的銷量領跑，在 15 萬內純電緊湊型 SUV 這個競爭最為激烈的細分市場確立了絕對領先地位；全球市場，其已成功進入 70 多個國家和地區，未來將進一步拓展至 150+ 國家，成為中國新能源汽車技術出海的標杆之作。這種“國內領跑、全球開花”的雙線熱銷態勢，在 15 萬級純電 SUV 市場獨樹一幟。區別於行業慣常的出海路徑，深藍 S05 堅持全球統一標準、統一品質，在欧洲、東南亞、中南美等多個市場都獲得了消費者的高度認可。

從“價格戰”到“價值戰”：深藍 S05 的破局之道

過去一年，15 萬內新能源 SUV 市場曾陷入激烈的價格博弈。面對行業的普遍內捲，深藍 S05 選擇了一條更具韌性的發展道路：不參與單純的低價競爭，而是依托技術創新與產品進化，為用戶提供超越期待的“越級體驗”，贏得了市場的廣泛認可。

深藍 S05 的成功，核心在於精準把握了主流家庭用戶的真實需求。對於大多數家庭用戶而言，純電汽車的核心訴求遠非“低價”，而是“續航是否紮實、補能是否高效、低溫是否可靠、安全是否硬核”。深藍 S05 正是圍繞這些本質，打造了全面無短板的產品力。

在續航與補能方面，深藍 S05 全系搭載寧德時代電芯 + 金鐘罩電池，CLTC 純電續航最高可達 620km，充分滿足日常通勤與長途出行需求。同時，全系標配 3C 超充技術，SOC 30%-80% 充電時間僅需 15 分鐘，真正實現了“充電一刻鐘，暢行百公里”，從根本上解決了純電車主的里程焦慮。

針對北方用戶最為關注的低溫續航問題，深藍 S05 採用了獲得中國專利金獎及聯合國知識產權組織認可的全球首創微核高頻脈衝加熱技術。該技術可在 -30℃極端低溫環境下，將電池溫度提升 20℃，動力性提升 50%，充電時間縮短 15%。配合標配的熱泵空調系統，相比傳統加熱方式效率提升 1.8-2.4 倍，最大可節能 38%，有效保障冬季續航的真實性與穩定性。

在安全與車身結構方面，深藍 S05 的動力電池率先通過了 2025 版新國標安全檢測，並獲得了中汽中心 NESTA 六維電安全認證。同時，全車高強度鋼鋁佔比達 78%，最高鋼材強度 1700MPa，配合 7700T 大壓鑄一體式鑄鋁技術，車身扭轉剛度達 35000N・m/deg，全方位守護出行安全。

從“產品出海”到“品牌出海”：中國汽車的全球化新征程

深藍 S05 的全球化征程，不是簡單的產品出口，而是技術標準與品牌價值的全面輸出。在欧洲這個全球汽車工業發源地，深藍 S05 展現出了強大的競爭力，2-3 月連續斬獲西班牙緊湊型純電 SUV 註冊量第一名；在東南亞市場，深藍 S05 巴基斯坦上市即熱銷，首月收穫 2000+ 首發大訂，後續月均訂單穩定在 500+；5 月，深藍 S05 正式登陸波蘭市場，進一步完善了其在歐洲的戰略佈局。

市場的認可與專業的獎項形成了雙向印證。國內，深藍 S05 在 J.D.Power2026 中國新能源汽車新車質量研究中斬獲緊湊型純電動 SUV 第一名，這是行業對其產品品質最權威的背書；海外，它先後拿下泰國年度最佳後驅緊湊型電動 SUV、智利 Autocosmos 2026 最佳推薦車型、FIPA 美洲汽車記者聯合會年度混動車型大獎，證明其产品力能夠適配不同國家的用車需求和消費偏好。同時，德國 iF 設計大獎、都靈汽車設計獎最佳智能人機融合獎、世界綠色設計組織綠色設計國際大獎的獲得，更從設計美學、智能交互和可持續發展等多個維度，印證了深藍 S05 已經達到國際一流產品水準，重塑全球市場對中國汽車的認知。

值得一提的是，深藍汽車近日還成為了葡萄牙國家隊全球官方合作伙伴，將借助體育 IP 的影響力，進一步提升品牌的全球影響力。此前，深藍 S05 已正式交付葡萄牙國家隊，將與 C 羅等世界級球星攜手，共同傳遞“滿電上場，全球主場”的競技精神。這種跨界聯動，不僅是頂尖智造實力與冠軍精神的共鳴，更向世界展示了中國汽車品牌的自信與實力。

結語

從國內市場的持續領跑，到全球 70 多個國家和地區的熱銷，再到斬獲多項國際權威大獎，深藍 S05 用實打實的成績證明：中國汽車品牌已經具備了打造全球爆款的能力。它的成功，不僅為中國新能源汽車產業樹立了價值標杆，更為中國品牌高質量出海提供了可借鑑的發展樣本。

三連冠不是終點，而是深藍 S05 新征程的起點。未來，隨著深藍汽車全球化佈局的持續深化，我們有理由相信，深藍 S05 將繼續領跑緊湊型 SUV 市場，書寫中國汽車品牌的新篇章。

2026年5月24日上午，「嗨SHOW·渝見好車」智能網聯新能源汽車一站式首秀嘉年華閉幕式暨頒獎儀式喺重慶國際博覽中心北廣場舉行。來自中國國際貿易促進委員會機械行業分会、重慶市陸海經貿促進中心、車企代表、經銷商負責人、行業專家、媒體及車友俱樂部代表等齊聚一堂，共同回顧這場為期四天嘅汽車科技盛宴，展望智能網聯新能源汽車產業喺西部嘅高質量發展前景。

作為第八屆中國西部國際投資貿易洽談會（簡稱西洽會）特別增設嘅全新同期活動，本次嘉年華與西洽會室內展區動靜結合，室內外深度聯動。西洽會由重慶市人民政府主辦，係中國西部地區國際性盛會，係西部地區嘅重要外交平台、貿易合作平台同投資促進平台，係推動國際國內合作嘅重要載體，亦係西部地區展示形象擴大對外開放合作嘅重要窗口。嘉年華嘅成功舉辦，不僅集中展示我國智能網聯新能源汽車產業嘅最新成果，更以「產業對接 + 消費促進」嘅雙輪驅動模式，成為西洽會期間頗具產業影響力嘅新增亮點活動之一，為西部地區汽車產業高質量發展注入新動力，亦係重慶試點建設消費新業態、新模式、新場景，培育消費新增長點嘅具體實踐。

閉幕式上，中國國際貿易促進委員會機械行業分会副秘書長劉成芳喺致辭表示，本屆嘉年華以「技術賦能·智領西部」為核心主題，打造一場集首發首秀、動態體驗、技術科普、經貿對接於一體嘅汽車產業盛會。佢強調：「23個品牌、62款熱門車型集中亮相，既有阿維塔12、問界全新M9、猛士M817、零跑D19、廣汽埃安N60等2026年度新車型，亦係長安引力第四代CS75、逸動藍鯨超擎等全球首發產品，更有西南地區首秀嘅極狐福祉車、牛姆智能新安全硬件等創新成果。靜態展示與動態體驗相結合，真正實現「一站式首秀」嘅新模式。」佢指出，來自俄羅斯、吉爾吉斯斯坦、烏茲別克斯坦、塔吉吉爾斯坦、柬埔寨、泰國等國家嘅政府、商會協會及企業代表齊聚重慶，共話合作，為中外企業搭建務實高效嘅交流橋樑。

重慶市陸海經貿促進中心副主任蔣建華喺致辭中表示，本次嘉年華係西部地區首次大規模、高規格嘅智能網聯新能源汽車首秀盛會，集中展示年度首發車型，充分體現中國汽車產業喺電動化、智能化、網聯化領域嘅創新活力。西部特別是重慶，正加速成為全國汽車產業轉型升級嘅重要增長極。

六大核心板塊全面落地，技術同體驗深度融合

本次嘉年華六大核心板塊全面升級，全面覆蓋靜態展示、動態體驗、技術科普、安全試駕、智能競技等多元場景。新品路演發布區品牌發聲不斷；智電新品首鑑展讓黑科技觸手可及；動態體驗營中，越野試乘、底盤顛簸路試、智慧座艙沉浸、金卡納極速繞樁四大硬核項目人氣爆棚；輔助泊車挑戰賽嘅人機PK引來陣陣喝采；技術科普堂同安全體驗營則讓前沿科技走進公眾生活。觀眾不僅能睇車，更能試車、乘駕，零距離感受智能網聯新能源汽車嘅真實魅力。

「渝啟首發·新品路演發布區」作為本次嘉年華嘅核心主舞台，係整場汽車嘉年華儀式舉辦、品牌發聲、流量匯聚、榮譽加冕嘅核心標杆區域。喺為期四天嘅活動中，各大主流及新興車企喺此密集舉辦新車發布與戰略宣傳活動，集中展示智能網聯同新能源領域嘅最新成果同品牌動向。

「首秀臻賞·智電新品首鑑展」為本次汽車嘉年華核心靜態品牌形象展示窗口，為各品牌提供定製化沉浸式展示空間。觀眾可以零距離接觸長安旗下五大品牌阿維塔、深藍、啟源、引力、凱程全系主銷新品，賽力斯問界全系車型，特斯拉Model 3、Model Y雙子星等特色車型產品陳列、核心科技拆解解析、智能座艙沉浸式體驗艙，現場預約試乘試駕等環節，讓前沿科技「看得見、摸得著、體驗得到」。

「渝馳首駕·新品動態體驗營」係本次嘉年華最具人氣嘅核心沉浸式體驗主場，開放首日即吸引大量觀眾踊躍預約體驗。體驗營設置四大硬核矩陣，猛士917、問界M9等車型表現搶眼。

「智聯巔峰·輔助泊車挑戰賽」成為現場最具互動看點嘅競技項目。依托本次首發嘅全新車型及其搭載嘅自動泊車系統，打造沉浸式、競技性兼具嘅互動體驗。挑戰賽使用統一嘅「魔鬼」車位場景，考驗車輛智能泊車嘅極限表現。搭載泊車系統嘅車輛一氣呵成、精準入庫，引得現場陣陣驚嘆，充分展現自動泊車系統從「噱頭」走向「實用」嘅技術成熟度。

「科創新途・首發技術科普堂」聚焦智能網聯、新能源汽車前沿技術，喺活動期間與靜態展示同步開展科普講解活動，邀請行業專家、車企技術工程師現場授課，以通俗易懂嘅語言解鎖智電、網聯核心技術奧秘，吸引眾多家庭參與，有效提升公眾對智電技術嘅認知。

「智安馭電・新電安全體驗營」面向嘉賓開放城市道路同短途試駕路線，路線涵蓋城市擁堵、匝道匯入等真實交通場景。喺專業試駕員嘅陪同下，親身駕駛熱門新車，深度體驗其動力性能、智能座艙交互及導航輔助駕駛等核心亮點。

「中國汽車龍之隊」發布，凝聚行業力量

閉幕式上，資深媒體人、跟我視駕/卿車熟路創始人卿欽正式發布「中國汽車龍之隊」環節。立足西洽會「新技術、新業態、新模式」嘅核心展示窗口，「中國汽車龍之隊」以「一站式首秀嘉年華」嘅創新形態，集結中國新能源汽車喺三電技術、智能網聯、智慧座艙等核心領域嘅最前沿成果，打造從國內首發到海外落地嘅全鏈路展示平台。佢表示，中國新能源汽車技術已就位、實力待展示，不能只侷限於國內，更要站喺全球舞台中央。現階段中國汽車品牌多以「單兵作戰」亮相全球舞台，難以形成合力應對國際市場挑戰。為此，中國國際貿易促進委員會機械行業分会將喺2026年11月，帶領「中國汽車龍之隊」遠赴波蘭華沙，參加中東歐規模最大、最具影響力嘅國際華沙工業展覽會，以中國官方展團核心力量嘅身份集體亮相全球舞台，實現中國汽車品牌嘅抱團出海——讓中國汽車嘅新技術、新業態、新模式，不止於西洽會嘅一站式首秀，更讓中國智造驚艷世界！

新品動態體驗營獎項揭曉，致敬卓越創新

閉幕式上，隆重舉行「嗨SHOW·渝見好車」智能網聯新能源汽車一站式首秀嘉年華暨新品動態體驗營頒獎儀式。本次嘉年華嘅「新品動態體驗營」集結眾多智能網聯新能源汽車嘅佼佼者——佢哋喺越野、座艙、泊車、操控、舒適等維度展開激烈角逐，充分展現中國新能源汽車嘅硬核實力同不斷向上嘅突破精神。經過四天專業評委嘅嚴格評審同多維度考核，各參賽車型喺技術同創新領域各顯其能，最終各個組別嘅優勝者榮耀揭曉。獲獎名單如下（排名不分別先後）：

展望未來：持續打造西部汽車產業創新高地

本次嘉年華嘅成功舉辦，不僅為西部消費者帶來一場智能網聯新能源汽車嘅科技盛宴，亦為重慶同西部地區汽車產業嘅高質量發展注入新動力。活動實現「技術首發 + 場景體驗 + 消費促進」嘅深度融合，初步形成西部地區最具影響力嘅汽車嘉年華IP。

未來，主辦方將繼續攜手重慶市政府、行業機構同車企夥伴，持續優化活動內容、拓展國際視野、強化產業對接功能，力爭將「嗨SHOW·渝見好車」打造成西部乃至全國智能網聯新能源汽車領域最具品牌影響力同市場轉化力嘅標誌性盛會。

讓我哋共同期待下一屆「嗨SHOW·渝見好車」，再聚山城，共赴智能出行新未來！

你睇過印度嘅馬路嗎？

我喺網上見過。

畫面通常係咁，一輛轎車俾牛尾擋住，旁邊仲有亂竄嘅摩托，甚至周圍仲有賣奶茶嘅小夥，嗰叫一個“乾淨又衛生”。

然而，喺呢啲睇完好多人覺得生理不適嘅地方，豐田、鈴木、本田等日本車廠，卻決定將籌碼押落印度。

據印度“品牌質量基金會”網站顯示，三家車廠將喺印度投資近110 億美元建廠、提產能、搞出口。

對此有网友表示，三家日本車廠係咪錢多到無處花？

事實上，佢哋唔係錢多到花唔完，亦唔係被印度嘅咖哩蒙蔽咗心竅，呢啲日本車廠高層遠比我哋清醒。

而家嘅日系車，營業額、市場份額都喺下滑，原材料成本仲係升得飛起，打開世界地圖，搵一個能夠容納產能、拓充份額、競爭溫和嘅市場，唔係咁容易嘅事。

所以，唔係日本車廠選擇咗印度，而係因為冇得揀。

日本車廠之痛

曾經嘅日系車，嗰時妥妥係人哋個仔。

你問下十幾年前開過日系車嘅老司機，一提起日系車，幾乎就冇唔豎大拇指嘅，價錢平、省油、耐用又抵撞……

甚至好多日系車，仲要加價購買，但邊個諗到，呢個鐵打嘅江山，短短幾年時間就俾佢哋打得找唔著北。

隨著新能源汽車浪潮嚟到，電動化、智能化變成好多自主車廠“彎道超車”嘅目標，依托於中國強大嘅新能源汽車產業鏈優勢同車廠自身對研發、技術嘅堅持，中國自主品牌迅速實現咗“彎道超車”。

曾經被人吐槽嘅國產車，而家喺馬路越來越多人，甚至份額超越咗合資。

根據乘聯會嘅數據，喺2026 年4 月，自主品牌嘅份額已經高達62.5%，遠超日系嘅13.1%。

要知道，中國汽車市場係全球最大嘅汽車市場，喺中國市場失速，就相當於丟咗一塊巨大嘅蛋糕。

同時，中國市場近年嚟嘅主旋律依舊係價格戰，捲配置、捲價格、捲服務已經成為一種常態，亦對日系車嘅利潤產生咗巨大嘅影響。

除咗中國，日系車喺美國過得亦唔太好。

2025 年 1 月 20 日，特朗普宣誓就職第 47 任美國總統，自此開啟咗一連串搞搞震，其中就包括以國家安全為理由徵收額外嘅汽車關稅，導致進口日本汽車嘅關稅稅率一度高達 27.5%，雖然後嚟有所降低，但亦遠高於最初嘅稅率。

呢個操作，直接導致七大日本車廠喺2025 財政年度嘅關稅損失超2 萬億日元。

再睇日本本土，其實亦唔容易。

中東地緣衝突導致霍爾木茲海峽航運受阻，運輸成本、原材料成本暴漲，日本車廠都有苦難言。

高管們看著報表，背後發涼，只能尋找全新嘅增長曲線。

所以，日本車廠唔係愛上印度，係冇地方去。

揀選印度嘅深思熟慮

咁，印度點解咁有魔力，先至令日本車廠重資投入呢？

第一個優勢就係大。喺2025 年，印度汽車市場取得咗551.7 萬輛嘅新車銷量，同比增長 6%，刷新咗歷史紀錄，位居全球第三大汽車市場，已经连续四年超越日本，僅次於中國同美國。

呢個含金量唔使多講啦，而印度取得呢一成績，主要係因為印度一直喺推動減稅政策，促進消費，這導致國內消費意願出現咗明顯增強。

第二個優點係近，就係離日系車賣得動嘅地方近，如非洲等其他地區。

所以，印度對於日本車廠，更似一個建喺十字路口中央嘅便利店，你唔使將車分別運去八個國家，只需要喺印度呢站造好，然後一船一船甩去，就能削減唔少成本。

《日本經濟新聞》亦認為，印度有望轉變為佢哋全球嘅汽車供應中心。

第三個優點係穩。要知道，日系車嘅優勢就係燃油車，畢竟引擎、變速箱、底盤三大件，佢哋已經玩咗好多年，技術積累喺全球都係數一數二。

但係中國汽車市場已經全力推動電動化、智能化發展，導致日系車嘅優勢越來越弱，根本無法發揮出嚟，但印度唔一樣，佢擁有充電樁少、電動化進程緩慢嘅特點，印度老百姓買車，都仲係盯住平、省油、易修，而呢三點正係日系車嘅老本行。

尤其係鈴木，一直係印度汽車市場嘅常青樹，幾乎年年穩坐暢銷車型寶座，口碑好，勝過任何廣告。

所以，日本車廠大力佈局印度市場，顯然是經過深思熟慮嘅。

但，印度市場真係咁好混咩？

難啃嘅印度市場

當然，印度亦唔係完美得似個香口格，佢嘅缺點同佢嘅優點一樣明顯，而且每一個都夠日本車廠喝一壺。

先講電動化，冇錯，眼睇下印度充電樁少、電動車賣唔動，確實係日系燃油車嘅避風港。但你得諗諗，呢個“避風港”能避幾耐？

印度此前可係喊出咗 2030 年電動車佔新車 30% 嘅口號，雖然聽落似吹水，但抵唔住人哋真補錢、真建充電站。

試諗下，萬一有日印度突然開竅，開始大力推動電動化、搞基建，充電樁似雨後春筍咁冒出來，嗰日系車唔就傻眼？

呢唔係泰國市場嘅翻版咩？

當年日系車喺泰國都係躺贏，整個東南亞市場，都被稱為日系車嘅後花園，結果泰國率先推動電動化，中國電動車一嚟，直接就成咗香口格，再睇日系車，喺泰國嘅市場份額嘩嘩嚟咗落。

如果印度係電動化一加速，歷史大概率會重演，而而家呢次，日系車連逃嘅地方都快冇咗，點樣預防，將成為日本車廠嘅首要問題。

再講政策，印度嘅政策就似一鍋咖哩，你永遠唔知下一口食到係雞肉定係馬鈴薯。

呢個魔幻嘅國家，今日係低關稅鼓勵建廠，明日就可能罰你一筆巨款，更令人頭痛嘅係強制合資，外國車廠想喺印度賣車，要搵本地夥伴搭檔，等你工廠建好咗、供應鏈搭完咗，印度直接背刺你，到嗰陣無論係加錢定撤資，換嚟嘅都係心痛。

所以你看，印度呢個市場，就好似一個睇落好甜嘅芒果，咬落去第一口仲行，再啃幾口就摸著硬核。

日系車而家嘅算盤係，趁住核都未硌牙，趕緊多啃幾口，但核遲早會硌到，只係唔知係邊一日。

尾聲

日系車呢趟印度之旅，唔係去旅遊，係去搵食。

中國同東南亞嘅飯桌更擁擠，生產、運輸嘅成本又提高咗，放眼全球，就印度呢口鍋仲冒住熱氣，哪怕入面煮嘅係咖哩味嘅石頭，都要硬著頭皮啃落去。

日本車廠想擴大市場，印度想嘅係拉動經濟、解決就業，雙方都有各自嘅心思。

至於結局係日系車喺印度重新封神，定係好似當年嘅部分友商一樣灰溜溜走人，那就唔知啦。

但無論點樣，呢場戲先至開始，我哋慢慢睇就得啦。

反正印度嘅故事，從來唔會悶。

唔知有幾多朋友最近期關注 10 萬內純電 SUV 市場？近段時間睇嚟，呢個細分市場好熱鬧。就講長安啟源全新 Q05 同零跑 A10，上個月銷量分別達 15814 輛同 14372 輛，全部挺進 2026 年 4 月銷量排行全品類前 10，長安啟源全新 Q05 甚至奪得緊緊湊型純電 SUV 市場嘅銷冠。

（長安啟源全新 Q05）

值得留意係，兩款大熱門產品亮點亦唔少，9 萬級可以得到 500km+嘅續航，零跑 A10 甚至配備激光雷達，有高級智駕輔助需求嘅朋友嚟講，呢架車吸引力的確唔低。但係喺價格上，同為高配嘅長安啟源全新 Q05 506Max+ 同零跑 A10 505 激光雷達版，終端價格分別係 9.59 萬同 8.68 萬，手握 9 萬左右預算嘅朋友都可以考慮。明顯係，又去到決賽圈二揀一環節。

（零跑 A10）

如果對預算比較敏感，咁喺長安啟源全新 Q05 同零跑 A10 之間，後者可能更受歡迎，畢竟終端價格實打實平咗幾千元。而且，高配 A10 配有激光雷達，市區/高速情況均能啟動領航輔助駕駛，呢個就係佢嘅優勢所在。當然，如果預算允許，揀長安啟源全新 Q05 高配，都有帶激光雷達嘅高級輔助駕駛。

（長安啟源全新 Q05）

但既然係買車前嘅橫評，唔少全方位對比。首先從尺寸睇，作為緊湊型 SUV，長安啟源全新 Q05 長寬高分別係 4435*1855*1595mm，軸距為 2735mm。而零跑 A10 車型級別就係小型 SUV，長寬高分別係 4270*1810*1635mm，軸距為 2605mm。

（零跑 A10）

如果只係考慮代步、通勤，零跑 A10 嘅細個嘅略有優勢，方便行街串巷。但實際上，好多人買車都要兼顧家用，10 萬內預算也多以剛需用車群體為主。既然係剛需，且有家用需求，嗰空間自然唔好掉鏈子。

（長安啟源全新 Q05）

（零跑 A10）

講返日常家庭出行嚟講，兩車之間 130mm 軸距差異，直接反映喺後排體驗。坐入長安啟源全新 Q05 後排，腿部空間平整兼寬敞，一齊坐 3 位成年人都唔會太擠；但係坐入零跑 A10 後排，無論坐寬定係腿部空間都會細少少。媽咪喺後排照顧孩子，長安啟源全新 Q05 後排更加寬敞嘅空間會更加方便佢操作，孩子都能有更大嘅活動空間。

（長安啟源全新 Q05）

（零跑 A10）

除咗空間，通勤黨同家庭用戶對舒適配置都比較關注。睇嚟對比，兩車都有配電動尾門、無匙進入、自適應遠近光等外部配置。但係從車廂內睇，零跑 A10 副駕無法電動調節，後排靠背都唔支援角度調節，同埋缺少後排空調出風口、車內 PM2.5 過濾裝置等。

（長安啟源全新 Q05）

（零跑 A10）

反觀長安啟源全新 Q05，除咗副駕支持電動調節，前排仲集成咗加熱/通風/按摩/副駕腿托功能，對比零跑 A10 只提供前排座椅加熱，佢嘅品質無疑更上一層樓。包括後排乘員都有少少照顧，例如靠背角度可調、配有後排空調出風口、後排中央扶手/杯架等，更加適合家人同行呢類場景。

（長安啟源全新 Q05）

（零跑 A10）

除咗舒享體驗，行駛系統嘅對比我哋都唔好忽略。首先從大家關注嘅續航睇，長安啟源全新 Q05 同零跑 A10 分別搭載 51.9kWh、53kWh 電池，CLTC 純電續航做到 506km、505km，差異大可忽略。但從電芯供應鏈睇，前者出自寧德時代，後者就係國軒高科/江蘇正力，若論品牌含金量，“寧王”順位自然靠前，更值得信賴。另外，兩車都有全球品質，按照全球嚴苛嘅標準打造，零跑 A10 符合國內、歐盟雙標準，長安啟源全新 Q05 已經喺泰國上市，未來仲會相繼落地多個國家地區，最終開拓歐洲區域，此外仲有央企背書，質量品質都好可靠。

因為本文討論嘅係 A10 嘅 505 版本，採用電池液冷技術，溫控較好，而如果係 403 版本，採用成本低嘅風冷技術，散熱效果較差。呢點上，全新 Q05 做得更好，入門就採用電池直冷技術，高配用嘅係液冷技術，能更好地實現熱管理，保證電池安全。

（長安啟源全新 Q05）

（零跑 A10）

動力方面，長安啟源全新 Q05 同零跑 A10 都係前置單電機佈局，電機最大動力輸出分別係 120kW/190N·m、90kW/150N·m，0-100km/h 加速時間分別做到 8.9 秒同 10.6 秒。坦率嚟講，兩款車喺純電陣營加速性能都中規中矩；但係相對嚟講，長安啟源全新 Q05 嘅 8 秒級零百加速，喺山路行駛、高速超車等情況下會比零跑 A10 更加分。

（長安啟源全新 Q05）

（零跑 A10）

總結嚟講，零跑 A10 505 激光雷達版優勢突出：價格更低、智駕輔助覆蓋範圍更廣，適合預算優先 + 科技嘗鮮嘅消費者。而長安啟源全新 Q05 更強調“全面”二字：加少少預算同樣可以獲得高級輔助駕駛，而且尺寸更大、舒適配置更高、採用頭部電芯供應鏈，動力亦更強，綜合表現更全能。總括嚟講，預算 9 萬級追求面面俱到嘅家用體驗，長安啟源全新 Q05 506Max+ 更加值得考慮。