首頁Nissan Skyline R32
搜尋歷史
熱門搜尋
經銷商登入 / 註冊
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Proton X70 同 Chery Tiggo 7 PHEV 做比較。呢兩款車喺價位同定位上都好接近，今日我哋就從多個方面做一個詳細嘅比較，幫你省下做功課嘅時間。
Proton X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 3 個版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300） 等。
Chery Tiggo 7 PHEV 喺馬來西亞嘅 OTR 售價係 RM 129,750 - 129,750，一共有 2 個版本，包括 2025 1.5T 90km CSH（RM 129,750）、Tiggo 7 PHEV 支援邊種充電方法？可以用家用電源插座充電咩？（RM 117,478） 等。
從價錢嚟睇，Proton X70 嘅起步價確實比 Chery Tiggo 7 PHEV 平咗 RM 22,950。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但亦要注意，平嗰幾千蚊，可能喺配備上有取捨，具體要睇你嘅需求。
Proton X70 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Chery Tiggo 7 PHEV 配備 Hybrid，馬力 170 hp。官方油耗 4.5 L/100km。
動力方面，Chery Tiggo 7 PHEV 嘅 Hybrid 比 Proton X70 嘅 1.5L Turbo 多咗 30 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
Proton X70 車身長 4400 mm，車尾箱 400 L。
Chery Tiggo 7 PHEV 車身長 4400 mm，車尾箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
Proton X70 同 Chery Tiggo 7 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；如果你更介意性價比同配備，嗰就揀配置更豐富嗰款。最終都建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，Proton X70 同 Chery Tiggo 7 PHEV 都係馬來西亞市場好唔錯嘅車型。揀邊一部，關鍵都係要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
In the just passed July, Deepal Auto's production and sales report showed global year-over-year growth of 7.52%. In the context of the price war in the first half of the year being extremely intense, this data is not stunning, even a bit tepid. But the more such a climb appears to lack explosive power, the more it tests a car manufacturer's cardiovascular stamina. Deepal's current cumulative sales base sits at 910,000 units, and to that repeatedly mentioned million-mile milestone, there remains less than 100,000 units.
Checking details, overseas month-over-month growth was 22.87%. Deepal S07 went to Eurasia, S05 landed in Indonesia and Greece. Domestic competition focuses on specs, while overseas competition focuses on systems. Being able to wedge channels bit by bit into mature European markets and complex Southeast Asian markets, this slow work of gnawing on hard bones cannot show splashes in the short term, but is the lifeline for resisting risks in the future.
July's abnormality lies in quietness. There were no widespread promotional posters seen, instead news came out about adjusting product structure. This is called "withdrawing the fist" in the auto circle. People with eyes can see clearly, this is making space for August and September, and also a prelude to Deepal Chairman Deng Chenghao's June "All Series LiDAR" announcement at the Chongqing Auto Show. Channel store efficiency doubling, don't always think about exploiting customers, you must learn to cultivate crops. Jointly launched with JD.com National Good Car 2.0, betting on the Portuguese National Team, actually all point to the same goal: mining the value of the user's full lifecycle.
Look again at the technical foundation. Deepal Power Drive production passed 1 million units, this is not only a scale effect, but an endorsement of reliability. The Golden Bell Battery won the National Science and Technology Progress Award, the backend monitored 600,000 km degradation data, which is harder than any adjective. The 800V high-voltage platform and 6C super-fast charging coming in the second half, 10 minutes to replenish 50%, these are the hard currency supporting the 150,000 yuan segment market.
The goal is right in front. But anyone who has played soccer knows, the few steps of approach and adjustment before kicking often consume more energy than the moment of shooting, and decide success or failure more. How to finish running the remaining 90,000 units, Deepal's chosen rhythm is shifting gears rather than accelerating. Perhaps, for the current Chinese new energy car market, this approach of daring to adjust breathing during the sprint phase is more worth waiting for than that million number itself.
July 2026, the overseas expansion of Chinese automobiles received dense signals. Xpeng Motors completed the global launch of the MONA L03 in Munich, Germany, followed by the release of a long-term Australian strategy in Melbourne. Within a month, this emerging automaker made moves simultaneously in the European and Australian markets, significantly accelerating its global expansion pace.
Data shows that Xpeng Motors' global cumulative sales have already exceeded 1.2 million units. Overseas deliveries in 2025 reached 45,000 units, a year-on-year increase of 96%. Entering 2026, Xpeng's overseas monthly sales are reportedly nearing 10,000 units. Xpeng Chairman He Xiaopeng proposed the target: overseas sales in 2026 double to over 90,000 units, overseas revenue share exceeds 20%, and overseas sales will account for half of total sales in the next five years.
According to Xpeng personnel, in the first half of this year, Xpeng's overseas sales growth was significant. The European market grew 154% year-on-year, the Asia-Pacific market grew 144% year-on-year, and full year overseas sales are expected to double. It was also stated that the company has formulated a detailed global strategic plan, aiming to achieve 1 million overseas sales by 2030.
Behind these numbers, is a transformation from "selling cars" to "building systems".
From "Exporting Vehicles" to "Establishing Local Presence"
The overseas expansion model relying solely on vehicle exports is facing increasingly high trade barriers. Xpeng's chosen path is: to establish production bases and localized service systems overseas.
Image source: Xpeng
On the production side, Xpeng has currently deployed three overseas production bases. In July 2025, Indonesia became Xpeng's first overseas local production country, and the first locally produced X9 was delivered. In September of the same year, the Austria Graz factory cooperating with Xpeng and Magna started mass production. The first batch of G6 and G9 rolled off the line. This was Magna's first time assembling complete vehicles for a Chinese automaker. In June 2026, Xpeng's Malaysia Malacca factory officially went into production, mainly featuring the RHD version G6.
These three factories correspond to Southeast Asia LHD markets, Southeast Asia RHD markets, and the European market respectively, thereby forming a differentiated capacity layout. Xpeng stated that the company is accelerating the layout of local production in multiple places, with new production bases in Latin America and Europe also in planning. It was further introduced: Xpeng will adopt the "Global Models, Local Production, Local R&D" model. It has currently established 8 major R&D centers and 6 major production bases globally.
On the sales and service side, Xpeng's overseas sales network covers 65 countries and regions, possessing 467 stores. Taking the Australian market as an example, Xpeng plans to launch five new cars within six months, with a layout of 3 flagship experience centers and 50 sales outlets. The company also established a factory original parts warehouse managed by FedEx in Melbourne, capable of achieving next-day delivery in major states.
Image source: Xpeng
This simultaneous landing of "Product + Channel + Spare Parts" contrasts with Xpeng's previous channel controversy—shifting from relying on a single dealer to multi-mode parallel operation is a necessary path for the brand to mature in overseas markets.
Notably, Xpeng is also exploring deeper localization. In September 2025, Xpeng activated its first European R&D center in Munich, which is already its ninth global R&D center. He Xiaopeng recently stated that the company is studying the possibility of utilizing factories with higher idle capacity from German automakers for production.
From R&D to production to service, Xpeng attempts to establish a complete industrial closed loop in Europe, rather than just transporting cars there to sell.
Intelligent Driving Going Global: The Toughest Card to Play
If production and service are the "hardware" of going overseas, then intelligent driving can be said to be the "software ace" in Xpeng's hand, of course also the variable with the greatest uncertainty.
Image source: Xpeng
In July 2026, He Xiaopeng personally went to Munich, Germany, and completed the localization acceptance test of the second-generation VLA (Vision-Language-Action) large model. This system trained on Chinese road conditions demonstrated stable adaptability in scenarios such as European urban main roads, narrow alleys, and high-curvature curves. Xpeng thereby became the first domestic automaker to connect the Chinese and European intelligent driving systems with "the same model".
The technical logic behind this is: do not rely on HD maps and preset rules, but make driving decisions through perceptual scene semantics. Compared with traditional solutions, this route avoids the long cycle of map collection and compliance approval when entering new markets. Additionally, the model can simultaneously support L2 assisted driving and L4 autonomous driving.
Image source: Xpeng
In terms of implementation pace, Xpeng plans to open Highway NGP functions in Europe by the end of 2026, and push City NOA via OTA starting in 2027. The intelligent driving landing time for the Australian market is also set in 2027.
But challenges are equally obvious. The promotion of high-end intelligent driving in right-hand drive markets still needs to cross strict local regulation approval barriers and complete deep scene semantics adaptation in unfamiliar traffic systems.
In June 2026, UN WP.29 officially released the global unified technical regulations for autonomous driving systems (ADS GTR), and new EU regulations in 2027 will also be implemented. Xpeng's successful acceptance of the VLA model in Munich, to some extent, is a pre-emptive "stress test" against these new regulations.
Conclusion
From Indonesia to Austria, from Malaysia to Australia, Xpeng is attempting to build a complete chain of "R&D-Production-Sales-Service-Intelligent Driving" simultaneously in multiple markets. This is no longer a story of a company selling more cars, but a sample of how Chinese intelligent automobiles can establish systematic competitiveness globally.
But the other side of the coin is equally clear: In Q1 2026, Xpeng's domestic deliveries declined 33.3% year-on-year. Overseas expansion is both a proactive strategic breakout, and also reflects the reality pressure under intensified domestic market competition. When a company spreads out in multiple unfamiliar markets simultaneously, the requirements for capital, talent, management, and compliance capabilities will rise exponentially. For Xpeng, which is currently in the critical period of going overseas, the real challenges may still be ahead.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會用 Proton X70 同 Mazda CX-5 嚟做比較。呢兩款車喺價位同定位上都好接近，今日我哋就從多個方面做個詳細比較，幫你節省做功課嘅時間。
Proton X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，合共 3 個版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300） 等。
Mazda CX-5 喺馬來西亞嘅 OTR 售價係 RM 135,469 - 166,760，合共 3 個版本，包括 2025 2.0L AT 35th Anniversary（RM 316,154）、2025 2.0L AT（RM 296,154）、2025 2.0L MT（RM 294,154） 等。
由價錢睇，Proton X70 嘅起步價確實比 Mazda CX-5 平咗 RM 28,669。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但都要注意，平嗰幾千蚊，可能喺配備上會有取捨，具體就要睇你嘅需求。
Proton X70 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Mazda CX-5 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
兩款車用緊同一套動力系統，日常駕駛嘅感受根本冇分別。油耗方面都差唔多，唔使太糾結呢點。
Proton X70 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Mazda CX-5 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心呢點。
Proton X70 採用 FWD 驅動方式。
Mazda CX-5 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大分別。
Proton X70 同 Mazda CX-5 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，親身體驗先係最重要。
總體嚟講，Proton X70 同 Mazda CX-5 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵始終係睇你嘅個人需求同預算。建議大家做足功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
In Malaysia's SUV market, many buyers compare Proton X50 and Mitsubishi Xforce when choosing a car. Both models are quite close in price and positioning, so today we will do a detailed comparison from multiple aspects to help you save time on research.
The Proton X50's OTR price in Malaysia is RM 89,800 - 113,300, with a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The Mitsubishi Xforce's OTR price in Malaysia is RM 109,930 - 119,930, with a total of 2 versions, including 2026 1.5L Ultimate (RM 119,930), 2026 1.5L Urban (RM 109,930), etc.
In terms of price, the starting price of Proton X50 is indeed RM 20,130 cheaper than Mitsubishi Xforce. If your budget is limited, Proton's entry-level version can already meet daily needs. However, also note that the savings of a few thousand might involve trade-offs in equipment, depending on your needs.
Proton X50's safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Mitsubishi Xforce's safety rating is 5★ (ASEAN NCAP), active safety systems include MI-PILOT.
Both cars have the same safety rating, and safety features are quite comprehensive within this class. New cars nowadays have good safety, so there is no need to worry too much about this.
Proton X50 uses a 4WD drive system.
Mitsubishi Xforce uses a FWD drive system.
Proton's 4WD and Mitsubishi's FWD will feel different in handling, a test drive comparison is recommended.
Proton X50 warranty is 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Mitsubishi Xforce warranty is 3 years/100,000km, maintenance interval every 10,000km or 6 months.
Both Proton X50 and Mitsubishi Xforce are mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, prioritize the one with better reputation; if you care more about cost-performance ratio and features, choose the one with richer configuration. Ultimately, it is recommended to test drive both, personal experience is the most important.
Overall, both Proton X50 and Mitsubishi Xforce are very good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. It is recommended to do your homework, compare quotes from several car dealerships, and then test drive to make a final decision. Buying a car is a big matter, spending time on homework will never be wrong.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會用 寶騰 X50 同 現代 Tucson 做比較。呢兩款車喺價位同定位上都好接近，今日我就從多個方面做一次詳細嘅比較，幫到你省返做功課嘅時間。
寶騰 X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，合共有 4 個版本，包括 1.5T Executive（RM 89,800）、1.5T Premium（RM 101,800）、1.5T Flagship（RM 113,300） 等。
現代 Tucson 喺馬來西亞嘅 OTR 售價係 RM 143,888 - 197,888，合共有 5 個版本，包括 2025 HEV 1.6T AT 2WD Prestige（RM 197,888）、2025 1.6T DCT 4WD Prestige（RM 186,888）、2025 1.6T DCT 2WD Prime（RM 164,888） 等。
單睇價錢嚟講，寶騰 X50 嘅起價真係比 現代 Tucson 平咗 RM 54,088。如果你預算有限，寶騰嘅入門版已經可以滿足日常需要。但都要留意，平嗰幾千蚊，喺配備上面會有取舍，具體睇你嘅需要。
寶騰 X50 裝載 1.5L 4 缸，馬力 105 hp。官方油耗 6.0 L/100km。
現代 Tucson 裝載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
單睇動力方面，現代 Tucson 嘅 1.5L Turbo 比 寶騰 X50 嘅 1.5L 4 缸多咗 35 匹馬力。不過日常喺市內開，兩款車嘅動力都夠用，唔會覺得唔夠力。
寶騰 X50 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
現代 Tucson 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 SmartSense。
兩款車嘅安全評級一樣，喺呢個級數入面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
寶騰 X50 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
現代 Tucson 保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
總括嚟講，寶騰 X50 同 現代 Tucson 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係要睇你嘅個人需要同預算。建議大家做足功課，多比較幾間車行嘅報價，先至去試駕做最終決定。買車係件大事情，花少少時間做功課絕對唔會錯。
In the Malaysian SUV market, many buyers compare the Proton X50 and Chery Tiggo 7 PHEV when choosing a car. Both cars are quite close in price range and positioning. Today, we will make a detailed comparison from multiple aspects to save you time doing research.
Proton X50 in Malaysia's OTR price is RM 89,800 - 113,300, there are a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
Chery Tiggo 7 PHEV in Malaysia's OTR price is RM 129,750 - 129,750, there are a total of 2 versions, including 2025 1.5T 90km CSH (RM 129,750), What charging methods does the Tiggo 7 PHEV support? Can it be charged using a home power socket? (RM 117,478), etc.
From the price perspective, Proton X50's starting price is indeed RM 39,950 cheaper than Chery Tiggo 7 PHEV. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note, the cheaper few thousand, might have trade-offs in features, it depends on your specific needs.
Proton X50 is equipped with 1.5L 4-cyl, 105 hp. Official fuel consumption 6.0 L/100km.
Chery Tiggo 7 PHEV is equipped with Hybrid, 170 hp. Official fuel consumption 4.5 L/100km.
In terms of power, Chery Tiggo 7 PHEV's Hybrid has 65 hp more than Proton X50's 1.5L 4-cyl. However, for daily city driving, both cars' power is sufficient, you won't feel underpowered.
Proton X50's safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Chery Tiggo 7 PHEV's safety rating is TBD, active safety system includes Basic.
Regarding safety features, both cars have received decent ratings. However, Proton X50's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Chery Tiggo 7 PHEV's Basic differ somewhat in functionality. If you value active safety more, you can compare the feature lists of both carefully.
Proton X50 body length 4400 mm, trunk 400 L.
Chery Tiggo 7 PHEV body length 4400 mm, trunk 400 L.
The dimensions of both cars are almost the same, interior space difference is not significant. For this class of cars, daily use is completely sufficient.
Proton X50 and Chery Tiggo 7 PHEV are both mainstream choices in the Malaysian market, suitable for family use, daily commute. If you value brand reputation and resale value more, you can prioritize the one with better reputation; if you care more about value for money and features, then choose the one with richer configuration. Ultimately, it is recommended to test drive both, personal experience is the most important.
Overall, Proton X50 and Chery Tiggo 7 PHEV are both very good car models in the Malaysian market. Which one to choose depends on your personal needs and budget. It is recommended to do your homework, compare quotes from several car dealerships, then test drive to make a final decision. Buying a car is a major event, spending time doing homework will never be wrong.
喺馬來西亞嘅 SUV 市場，好多人揀車嗰陣都將 Proton X50 同 Chery Tiggo 9 比較下。呢兩款車喺價位同定位都好接近，今日我哋就從多個方面做個詳細比較，幫你省咗做功課嘅時間。
Proton X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，一共有 4 個版本，包括 1.5T Executive（RM 89,800）、1.5T Premium（RM 101,800）、1.5T Flagship（RM 113,300） 等。
Chery Tiggo 9 喺馬來西亞嘅 OTR 售價係 RM 166,800 - 179,800，一共有 1 個版本，包括 2026 2.0T Standard（RM 179,750） 等。
由價錢睇落，Proton X50 嘅起步價真係比 Chery Tiggo 9 平咗 RM 77,000。如果你預算有限，Proton 嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千蚊，可能喺配備上有取捨，具體睇你嘅需求。
Proton X50 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Chery Tiggo 9 搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，Chery Tiggo 9 嘅 2.0L 4-cyl 比 Proton X50 嘅 1.5L 4-cyl 多咗 65 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
Proton X50 車身長 4400 mm，行李廂 400 L。
Chery Tiggo 9 車身長 4400 mm，行李廂 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
Proton X50 同 Chery Tiggo 9 都係馬來西亞市場嘅主流選擇，啱家庭用途、日常通勤。如果你更重視品牌口碑同二手價，可以優先考慮口碑更好嗰款；如果你更在意性價比同配備，就揀配備更豐富嗰款。最終都係建議兩款都去試駕，親身試先係最重要。
總嘅嚟講，Proton X50 同 Chery Tiggo 9 都係馬來西亞市場好靚嘅車款。揀邊輛，關鍵仲係睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最後決定。買車係件大事，花少少時間做功課絕對無錯。
In the previous article, we discussed that the consumption tax on lithium batteries will formally begin to be levied starting from September 2026. It starts at 2%, rising to 4% after one year. Calculated out, the cost of a car increases by a few hundred yuan, at most about a thousand yuan, having a negligible impact on the final selling price.
I left a question at the end of the article: "What Remains for Car Manufacturers When Privileges Are Gone?" Over the past decade, new energy vehicles developed like the sun in the sky with the support of various policy benefits, such as tax exemption on purchase and unrestricted green license plates, making fuel car owners extremely envious. In such an environment, it was relatively easy for a new energy car manufacturer to survive.
Therefore, various industries and sectors all wanted to get a share, thus creating a strange scene. In the early years, there were cumulative hundreds of companies declaring they would start making cars, phone makers making cars, real estate developers making cars, appliance manufacturers making cars, as if making cars suddenly had no threshold.
Making cars is not easy. Only after Xiaomi Auto's Lei Jun started making cars did he exclaim "Making cars is too hard", and that was when there was still policy support. Now, the truly surviving new force car manufacturers can be counted on the fingers of two hands, let alone the fact that the policy support is being withdrawn step by step now, making the survival of new energy car manufacturers even more difficult.
So what is left? Rather than saying what is left, perhaps it's about how to survive?
Those with confidence and ability to survive are those car manufacturers that still poured money into R&D and quality during the policy bonus period, focusing solely on product strength.
Take BYD as an example. Many see it selling millions of units a year, the global new energy sales champion. But looking back more than ten years, when others were lying on the "credit book" of fuel cars to make money, BYD was self-developing batteries, chips, and DM hybrid systems. These things seemed hard, tiring, and unappreciable at the time, but when battery costs became the deciding factor of competition, Blade Batteries became the ace in hand.
Therefore, when privileges are gone, what car manufacturers are left with is product strength. The three words "Product Strength" look light, but they are actually a combination of technology, cost, efficiency, quality control, etc. Each item requires time and real money to accumulate.
Some brands, established for three to five years, have iterated seven or eight models. But look closely, the tri-electric system is bought, the smart driving solution is from suppliers, the chassis is tuned by others, the only self-developed capability lies in the UI design of the vehicle system. Tell them what to compete with BYD, when BYD becomes a price butcher, who isn't gritting their teeth to follow? Everything is from others, so the cost cannot be reduced.
Previously, policy support could offer some relief, but what about after fuel and electricity truly have equal rights? Those car manufacturers without core technology, relying on low prices to stay alive, will fall one after another. Competition among top brands will shift from "who discounts more" to "who has stronger technology". The new energy vehicle industry is shifting from "policy-driven" to "technology-driven". You see, lithium batteries are taxed starting September 1st this year, but solid-state batteries and sodium-ion batteries don't require this. CPCA's Cui Dongshu said clearly, lithium battery policy adjustments mean the new energy vehicle tax "protection period" is exiting in phases and rhythmically.
Tesla's Q2 financial report shows that the reason they almost incurred losses was that they invested all the money earned from selling cars into future technologies, AI infrastructure, Robotaxi, Humanoid Robot Optimus, all hard-core high-tech work. Back then, no one was optimistic about FSD, but now aren't some car manufacturers taking it as a benchmark?
Technical barriers are the real moat.
Besides product strength, there is another dimension where a real gap has emerged in recent years — going overseas. No matter how big the domestic new energy market is, it's a bowl of over 20 million vehicles a year, and it has already become so competitive that profit margins are thin as cicada wings. If you want to break out of the internal competition and really make money, you still have to go overseas.
But going overseas is two completely different logics compared to selling cars domestically. Domestically, if the product is passable, prices are in place, and channels are spread, the basic foundation is set. Going overseas? Just the market access standards in various markets can strip a team's skin. The EU's WVTA certification, the US's FMVSS standards, tax policies of various Southeast Asian countries, every link is a hard bone to chew. Not to mention how to build after-sales networks, how to solve spare parts supply cycles, how to eliminate the natural distrust local consumers have for Chinese brands.
To be honest, these things are much harder than discounting 20,000 yuan domestically. And for enterprises that can chew through these things one by one, the gap with those who only compete on price domestically will only grow larger.
BYD exported over 400,000 units last year, being the pure electric sales champion in Thailand, Brazil, and Israel. Do you think it was sold cheap? The BYD factory in Thailand went from start to production in less than a year and a half, the factory in Uzbekistan is also running, overseas dealer networks spread to over 70 countries. This landing speed, behind it is the joint action of supply chain management capabilities, localization operation capabilities, and various comprehensive strengths.
MG sold well in Europe, last month's sales in Europe were 38,640 units, ranking high among Chinese brands, not relying on the price card. Besides the inherent European local brand awareness, a large part is also local operation. Great Wall in Russia, Chery in Brazil, also can only stand firm after rooting down.
Going overseas is like a magnifying glass. However strong your comprehensive capabilities are domestically, when put overseas, they are either amplified or reduced to their original state. What car manufacturers ultimately compete on is actually comprehensive strength.
Why is BYD dare to shout "Electricity is cheaper than Oil"? Not because of subsidies, but because it makes its own batteries, makes its own chips, vertically integrated down to the teeth. This cost capability, whether policies are opened or not, it's not afraid. Why does Tesla dare to repeatedly adjust prices in the global market? Because its manufacturing efficiency and supply chain management can support profit margins. These are the real trump cards.
Weaning is certainly unpleasant, but truly solid enterprises actually don't need that milk. Policy privileges are a crutch, leaning on it walking is naturally less effort, but there will always be the day to throw it away. And those enterprises that spent their energy polishing products, accumulating technology, and building brands during the protection period will instead thank that day for coming early enough. Because once privileges are gone, those insubstantial things will scatter. What remains are all real things.
In Malaysia's SUV market, many buyers compare Proton X50 and Chery Tiggo 8 Pro when choosing a car. These two cars are quite close in price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time doing research.
Proton X50's OTR price in Malaysia is RM 89,800 - 113,300, with 4 versions in total, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
Chery Tiggo 8 Pro's OTR price in Malaysia is RM 159,750 - 159,750, with 2 versions in total, including 1.6L Turbo Standard (RM 130,000), 1.6L Turbo Premium (RM 145,000), etc.
In terms of price, Proton X50's starting price is indeed RM 69,950 cheaper than Chery Tiggo 8 Pro. If your budget is limited, Proton's entry-level version can already meet daily needs. However, also note that the few thousand cheaper might have trade-offs in features, depending on your specific needs.
Proton X50's safety rating is 5★ (ASEAN NCAP), active safety system includes ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Chery Tiggo 8 Pro's safety rating is TBD, active safety system includes Basic.
Regarding safety features, both cars received good ratings. However, Proton X50's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Chery Tiggo 8 Pro's Basic differ in functionality. If you value active safety, you can compare the feature lists of both closely.
Proton X50 uses 4WD drive system.
Chery Tiggo 8 Pro uses FWD drive system.
Proton's 4WD and Chery's FWD will have different handling experiences, test drive comparison is recommended.
Proton X50 and Chery Tiggo 8 Pro are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, prioritize the one with better reputation; if you care more about cost-performance and features, choose the one with richer configuration. Ultimately, it is recommended to test drive both, as personal experience is the most important.
Overall, Proton X50 and Chery Tiggo 8 Pro are both very good car models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. We suggest doing your research, comparing quotes from multiple dealerships, then test driving to make a final decision. Buying a car is a major matter, spending time doing research will never be wrong.
In the Malaysian SUV market, many buyers compare the Proton X50 and Chery Tiggo 7 Pro when choosing a car. Both cars are quite close in terms of price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time on research.
The Proton X50 OTR price in Malaysia is RM 89,800 - 113,300, with a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The Chery Tiggo 7 Pro OTR price in Malaysia is RM 123,750 - 123,750, with a total of 2 versions, including 1.6L Turbo Standard (RM 125,000), 1.6L Turbo Premium (RM 140,000), etc.
From a price perspective, the starting price of the Proton X50 is indeed RM 33,950 cheaper than the Chery Tiggo 7 Pro. If your budget is limited, the Proton's entry-level version can already meet daily needs. However, also note that the few thousand cheaper may involve trade-offs in features, which depends on your specific needs.
The Proton X50 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The Chery Tiggo 7 Pro safety rating is TBD, active safety systems include Basic.
In terms of safety features, both cars have received good ratings. However, there are some differences in functionality between the Proton X50's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and the Chery Tiggo 7 Pro's Basic. If you value active safety highly, you can compare the feature lists of both carefully.
The Proton X50 adopts a 4WD drive mode.
The Chery Tiggo 7 Pro adopts a FWD drive mode.
Proton's 4WD and Chery's FWD will feel different in handling, test driving and comparing is recommended.
The Proton X50 warranty is 5 years/150,000km, service interval every 10,000km or 6 months.
The Chery Tiggo 7 Pro warranty is 3 years/100,000km, service interval every 10,000km or 6 months.
Overall, the Proton X50 and Chery Tiggo 7 Pro are both very good models in the Malaysian market. Choosing which one depends mainly on your personal needs and budget. It is recommended to do your homework, compare quotes from multiple car dealerships, and then test drive to make the final decision. Buying a car is a major matter, spending time on research is definitely not a mistake.
In the Malaysian SUV market, many buyers compare the Proton X50 and Mazda CX-3 when choosing a car.
The OTR price for Proton X50 in Malaysia is RM 89,800 - 113,300, with a total of 4 variants, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The OTR price for Mazda CX-3 in Malaysia is RM 126,159 - 139,159, with a total of 2 variants, including 2023 2.0L High (RM 139,159), 2023 2.0L Plus (RM 126,159), etc.
In terms of price, the starting price of Proton X50 is indeed RM 36,359 cheaper than Mazda CX-3. If your budget is limited, Proton's entry-level version can already meet daily needs. However, be aware that the few thousand difference may involve trade-offs in features, depending on your specific needs.
The safety rating for Proton X50 is 5★ (ASEAN NCAP), and the active safety system includes ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The safety rating for Mazda CX-3 is 5★ (ASEAN NCAP), and the active safety system includes i-Activsense.
Both cars have the same safety rating, and safety features are quite comprehensive for this level. New cars nowadays are generally safe, so there is no need to worry too much about this.
Proton X50 has a body length of 4400 mm and a trunk capacity of 400 L.
Mazda CX-3 has a body length of 4500 mm and a trunk capacity of 450 L.
Regarding space, the Mazda CX-3 body is 100 mm longer than the Proton X50, offering an advantage in seating space. However, the Proton X50 is more flexible for parking in the city, each has trade-offs.
Proton X50 adopts 4WD drive system.
Mazda CX-3 adopts FWD drive system.
There will be different handling experiences between Proton's 4WD and Mazda's FWD, a test drive comparison is recommended.
In general, both Proton X50 and Mazda CX-3 are excellent models in the Malaysian market. Which one to choose mainly depends on your personal needs and budget. It is recommended to do your homework, compare quotes from multiple dealerships, and then test drive to make a final decision. Buying a car is a big matter, spending some time doing research will definitely not go wrong.
In the new energy market arena, a brand once universally questioned is now playing a surprisingly good hand.
In July 2026, Deepal Automobiles delivered an impressive semi-annual performance report: January–June global cumulative sales reached 164,000 units, a year-on-year increase of 14.6%. Among them, June single-month sales were 33,600 units, exceeding 30,000 units for four consecutive months. Overseas market first-half cumulative exports were 35,800 units, a year-on-year increase of 141%.
However, just a few months ago, Deepal was far from this scene.
Q1 2026, Deepal sales year-on-year declined by over 17%, January deliveries dropped month-on-month, February didn't even directly publish total series sales. Full-year 2025 sales settled at 333,100 units, although the adjusted target was completed, but built on the basis of the annual target actively being downward-adjusted from an initial 500,000 units to 360,000 units — this is the third consecutive year Deepal failed to complete the originally set annual target.
More troublesome than sales is the profit dilemma: By end of October 2025, Deepal cumulative loss was as high as 13.53 billion RMB, asset-liability ratio reached 114.3%, and it has been insolvent for consecutive years. At that time, Deepal was regarded by outsiders as one of the brands most likely to fail in new energy "fierce competition".
However, from being viewed negatively to consecutive monthly sales exceeding 30,000, what did Deepal rely on to complete this "comeback"?
The most direct answer is hidden in the product structure. Deepal S05, L06, S07 three main models constitute a stable "sales triangle", rather than relying on a single blockbuster. Deepal S05 is the absolute "sales leader" — June global sales 18,400 units, year-on-year growth 78.86%, cumulative sales already over 240,000 units. Deepal L06 staged a "V-shaped turnaround", from a January low of only 1,656 units, to June climbing to 7,977 units, exceeding 5,000 units for four consecutive months, winning the 130,000–200,000 RMB new energy medium-sized car quarterly sales champion. Deepal S07 remained steady, June sales 6,994 units.
But the formation of product structure is just the appearance. What truly supports this matrix to run is the clear logic Deepal has on technology inclusiveness, its official summary being, "Not competing on price, competing on technology, bringing high-tech to a more suitable price interval." Such as L06's magnetorheological suspension and LiDAR, S05's 3C super charging and full series standard L2+ intelligent driving, S07's Huawei Qiankun intelligent driving solution. These technologies taken alone are not fresh, but concentrated on 150,000 RMB tier models, almost impossible to find a second at the same price level.
It is worth mentioning, behind this is not relying on "loss-making" to hold up, but a verified supply chain logic: Deepal uses scale to exchange for cost, uses cost to exchange for configuration, uses configuration to exchange for sales — then sales feedback scale, forming a positive cycle.
Additionally, the explosion in overseas markets provides another growth logic. Domestic new energy market growth rate has dropped to single digits, stock characteristics are becoming more obvious, which means every incremental unit must come from competitor shares. Based on this, Deepal extends the battlefield outward, its first half overseas sales 35,800 units, year-on-year growth 141%, business covers over 100 countries and regions, Thailand factory and five KD workshops have been put into operation. Overseas is not only a sales supplement, but also a kind of risk hedging: When domestic price wars fight to the extreme, the overseas market gross margin space and brand premium ability provide Deepal with larger maneuvering room.
But under the halo of sales numbers, some deeper questions are equally unavoidable.
First is profit. By end of October 2025, Deepal cumulative loss 13.53 billion RMB, asset-liability ratio 114.3% — the situation of selling one losing one although is narrowing, but the distance from real self-sustaining is still there. Standing at 30,000 units for four consecutive months just touched the "threshold" of break-even, crossing this threshold requires continuous stable scale output, rather than several months of volume push.
Second is the moat. Deepal current competitive advantage is using supply chain integration to put high-end configuration down to 150,000 RMB tier, its essence is a kind of "efficiency advantage", rather than "technology generation gap". Efficiency advantage can be imitated, chased, even surpassed. When competitors also put LiDAR, magnetorheological suspension to this price level, what is Deepal's next differentiation weapon?
Additionally, there is overseas market uncertainty. 35,800 units half-year export is only a beginning. Overseas growth depends on local capacity, channel network, and brand cognition continuous investment, any link's delay may change the growth curve's slope. At the same time, overseas market policy risk, local opponent counterattack, brand cognition long accumulation, are variables Deepal must face.
Six months ago, Deepal was still questioned whether it could survive; six months later, it gave the answer with 164,000 units performance. But this answer is just phased. Profit realization, thickness of technology barrier, overseas expansion variables — these three exam questions, Deepal has not finally submitted answers yet.
And this, is exactly the core exam question of the new energy industry's second half: First half, competed on whether can make the car out, sell out; second half, competes on whether can sustain profit, whether can build brand, whether can stand firm on global market. Now, Deepal's first half report is not bad, and the second half's curtain, has just been pulled open.
On July 17, 2026, Chinese autonomous driving enterprise MOGOX (MOGOX) and ComfortDelGro Bus Private Limited (ComfortDelGro Bus), Singapore's largest private electric bus operator, signed a strategic cooperation agreement. Both parties will carry out cooperation across multiple dimensions such as autonomous driving vehicle operation implementation, commercial expansion, and industry regulatory synergy.
This is the second major layout MOGOX has advanced in the Singapore market. In October 2025, MOGOX, in a consortium formed with BYD and MKX Technologies, exclusively won the bid for the Land Transport Authority (LTA) of Singapore's first official L4-level autonomous driving bus pilot project. This project marks the first time a Chinese autonomous driving solution has won a bid in the overseas high-level public transport sector, and it is also the first time an autonomous driving bus has been integrated into an overseas public transport operation system.
According to the plan, in the second half of 2026, MOGOX's MOGOBUS will be put into operation on Route 191 and Route 400 in One-North and Marina Bay in Singapore. The two lines connect core hubs such as Marina Bay Cruise Centre, Marina Bay Gardens, and the City Centre MRT Station. LTA's requirements for the project are nearly harsh — the bus punctuality rate must match that of the subway; 2 minutes early arrival or 5 minutes late arrival are both considered a breach of contract.
Securing the LTA official order means obtaining the "access qualification" for Singapore's public transport; and signing with ComfortDelGro is regarded as obtaining the commercial "operation map".
ComfortDelGro Bus's parent company, the ComfortDelGro Group, is a globally leading multi-mode transportation operator with business spanning 13 countries and a total of over 55,000 vehicles in operation. In Singapore, ComfortDelGro Bus operates more than 250 buses, including 54 electric models, making it Singapore's largest private electric bus operator. It provides core shuttle services for the National University of Singapore, Nanyang Technological University, Sentosa, and multiple large medical institutions.
According to the cooperation plan, MOGOX will provide autonomous driving technical solutions and pre-installed mass-produced bus vehicles, while ComfortDelGro Bus will provide bus operation experience, standardized fleet management capabilities, and passenger service systems. Both parties will connect the full link of technical R&D, operation services, market expansion, and policy docking to jointly build a global operation system for autonomous driving buses. In terms of commercialization, both parties will jointly develop scenarios such as government-enterprise travel, public commuting, and park shuttle services. In terms of regulation, both parties will jointly dock with competent departments such as the LTA, promote the declaration and approval of autonomous driving pilot qualifications and implementation, and participate in Singapore's autonomous driving industry policy seminars and standard system construction.
On the technical end, MOGOX adopts the technical route of "pre-installed mass production + fusion of vision and solid-state LiDAR", cooperating with commercial vehicle enterprises such as BYD and King Long to develop pre-installed mass-produced L4-level autonomous driving bus MOGOBUS. The vehicle adopts an integrated design of the autonomous driving suite and the body, with deep integration of the autonomous driving domain, smart cockpit domain, and chassis domain. Currently, MOGOBUS has been implemented and operated in more than 20 cities in China, covering scenarios such as scenic spot shuttle, park commuting, and cross-border medical services.
Singapore is regarded by the industry as the "top exam room" for global autonomous driving — strict regulations, internationalized standards, and a public transport system known for safety and efficiency. Running through a business model here is regarded as a "passport" to enter the global market.
MOGOX President Fu Qiang stated at the signing ceremony that Singapore occupies an important position in MOGOX's global commercialization strategy. From the LTA official project to the ComfortDelGro strategic cooperation, MOGOX's layout in Singapore has formed a dual-wheel drive of "government recognition + operation implementation".
Before this, MOGOX had already reached a strategic cooperation with LG Electronics of South Korea to jointly expand the South Korean autonomous driving market. From Singapore to South Korea, from Southeast Asia to Northeast Asia, a global network of autonomous driving buses is taking shape.
The path of Chinese autonomous driving enterprises' overseas expansion is changing — from single product export, gradually shifting towards synchronous output of technical solutions and operation standards. MOGOX's practice in Singapore may become a typical case of this transformation. (Source:Unmanned Vehicle World)
July16, GAC Trumpchi factory in Panyu, Guangzhou, a brand new right-hand drive Trumpchi M8 PHEV slowly drove off the production line. GAC Group Chairman Feng Xingya handed the car keys to Thai owner Tony Jaa. At this moment, GAC welcomed the milestone production of the 30 millionth vehicle. From the 1st to the 30 millionth vehicle, this Chinese automotive giant took 29 years. Amidst the industry's deep transformation, GAC revealed its confidence in navigating the cycle to the outside world through a performance sheet led by "Stability" and a cross-border delivery ceremony.
A Special Delivery, Witnessing "Mutual Effort"
Unlike the dazzling spotlights at previous delivery ceremonies, GAC Group reserved the "C-position" for the owner of the 30 millionth vehicle -- Thai action star Tony Jaa. When Feng Xingya handed him the keys, this was not just a simple delivery, but a vivid microcosm of GAC's globalization strategy from "Going Out" to "Going In".
At the event site, this "Global Sync" atmosphere was fully displayed: GAC Honda P7, GAC Toyota Intelliz 7, Qijing GT7, GAC Aion N60, GAC Hyper S600, as the 29,999,995th to 29,999,999th vehicles, sequentially rolled off the line in sync with GAC's multiple global production bases. This wave of new energy models clearly outlines GAC's determined figure in fully advancing electrification and intelligence transformation.
The Dialectic of "Fast" and "Steady": Resilience Behind the Data
If 30 million vehicles is the result, then supporting this result is GAC's resilience in "not rushing forward, only deepening cultivation" amidst change.
Data shows, in the first half of this year, GAC Group sales reached 773,100 vehicles, up 2.35% year-on-year, among which new energy vehicle sales surged 68.8% year-on-year; overseas exports exceeded 120,000, up 132% year-on-year. Against the backdrop of surging price wars and generally pressured industry profitability, GAC's "Stability" stood out especially.
Feng Xingya gave the answer in his speech: "Quality is the bottom line GAC will never yield." Behind this seemingly simple promise lies a system of strictness bordering on obsession. Before each new car is launched, it must undergo extreme environment tempering of "Five Highs, One Mountain, One Dust", and complete "Two Winters, One Summer" of on-site road testing. It is precisely this relentless pursuit of quality that made the GAC Aion Smart Eco-Factory become the "World's First New Energy Vehicle Lighthouse Factory", and also won users' trust of the Slate Battery cumulative installation of 1.5 million units, safe driving over 160 billion kilometers.
From "Product Delivery" to "Emotional Delivery"
Under the grand narrative of 30 million vehicles, GAC wants to tell more specific and micro user stories. At the event site, Feng Xingya announced the launch of "GAC Group 30 Million Vehicle Production Launch · Renewal Gratitude Season", six passenger car brands will launch special policies around new purchase, trade-in, etc.
But what is more worth attention is GAC's layout on service soft power. Facing user anxiety about battery degradation and intelligent driving safety, GAC took the lead in launching the brand's "Three Responsibilities" policy, actively taking the bottom line; facing charging pain points, GAC has already built a "9 Vertical 10 Horizontal" charging network covering 31 provinces and 213 cities nationwide, core urban areas achieving "Station Every 1 Kilometer in a Straight Line".
In addition, GAC is using activities like "User Open Mic", inviting users to "Home" to give opinions, and establishing a full-process closed-loop management mechanism. This transformation from "I Build Cars You Pay" to "You Use Cars I Accompany" is reshaping the relationship between GAC and 30 million users.
User Logic Behind Technology "Arms Race"
Standing at the new starting point of 30 million vehicles, GAC's gaze is cast towards a farther future. In Feng Xingya's view, technology should not be showing off skills, but should be converted into peace of mind and convenience that users can perceive.
In the power field, Xingyuan Power developed by the "National Distinguished Engineer Team" will be mass-produced on more models; in the "Three Electrics" field, the all-solid-state battery pilot production line has been built, and the Quark electric drive motor efficiency has broken through 99%; in the intelligent connected field, the Xingling architecture has connected six major systems, making cars become partners that "Think and Understand People". As of now, GAC cumulative R&D investment exceeded 62 billion Yuan, global R&D team exceeds 6,800 people.
As one on-site owner said: "Buying GAC, the point is "Peace of Mind"." This might be the simplest annotation for GAC's 30 million vehicle milestone, and also its strongest power to continue moving forward in the next 30 years.
Geely Holding Group total sales reached 1,934,842 units in the first half of 2026, setting a new all-time record. New energy vehicle sales amounted to 1,100,893 units, up 10% year-on-year, with a penetration rate reaching 56.9%. In the first half, Geely Holding Group maintained a high-quality growth trend, accelerated internationalization and new energy transformation comprehensively, demonstrated development resilience across cycles, and outperformed the industry through steady operations.
In the first half, Geely Automobile Holdings Limited (0175.HK) sold 1,422,958 units, reaching a new high for the same period; New energy vehicle sales (including Geely, Lynk & Co, Zeekr) totaled 799,454 units, up 10% year-on-year, with a new energy penetration rate of 56%. Among them, Geely China Star sales reached 581,000 units, firmly holding the No. 1 spot among domestic brand fuel vehicles; Geely Galaxy sales reached 520,000 units, with multiple core products continuing to perform strongly; Lynk & Co sales reached 144,000 units, with new energy products accounting for 65%; Zeekr deliveries reached 178,000 units, up 97% year-on-year, with delivery growth rate ranking No. 1 in luxury new energy.
Geely Automobile's global expansion continued to break through, with overseas sales of 474,228 units in the first half, up 158% year-on-year, already exceeding the full-year 2025 export sales. Geely Automobile's overseas business accelerated towards high-end and new energy integration, with 277,000 units of new energy product exports in the first half, a surge of 585% year-on-year, accounting for 58% of new energy. Geely Galaxy new energy products firmly ranked in the top sales tier in multiple markets, while Zeekr took the championship in niche markets in multiple countries such as Thailand, Malaysia, and Mexico.
Star Wish will be produced at the Geely-Renault Brazil Plant
Volvo Cars (VOLCAR-B.ST) sold 325,000 units in the first half, of which new energy sales were 161,000 units, up 3.8% year-on-year, with a new energy penetration rate of 50%. Pure electric vehicle deliveries grew for 9 consecutive months, with new energy transformation continuing to break through.
Polestar Automotive (PSNY) sold 30,400 units in the first half, setting a new all-time record, achieving sales breakthroughs in major markets such as the UK, Germany, and South Korea.
Proton Cars sold 100,300 units in the first half, up 39.1% year-on-year, achieving the best sales performance since 2011. Besides maintaining steady growth in the fuel vehicle business, Proton also made progress in new energy transformation. The Proton e.MAS 7 PHEV launched in February this year continued to sell well, leading the Malaysia plug-in hybrid niche market.
Farizon New Energy Commercial Vehicle sold 88,000 units in the first half, up 41.3% year-on-year. Overseas export sales firmly ranked No. 1 in the new energy commercial vehicle industry, topping the new energy commercial vehicle markets in countries such as the UK, UAE, and Australia.
On the 40th anniversary of its founding, Geely Holding, led by the "Taizhou Declaration", deeply advanced the "One Geely, Fully Leading" 2030 Strategy. In the first half, facing a complex and changing market environment, Geely Holding Group continued to consolidate its leading position through steady and high-quality development, accelerating the realization of the enterprise vision of "leading the green intelligent mobility ecosystem".
In the Malaysian SUV market, many buyers often compare Perodua Aruz and Proton X90 when choosing a car. Both models are quite close in price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time on research.
Perodua Aruz's OTR price in Malaysia is RM 72,900 - 77,900, with a total of 2 versions, including 1.5L X (RM 72,900), 1.5L AV (RM 77,900), etc.
Proton X90's OTR price in Malaysia is RM 106,800 - 122,800, with a total of 4 versions, including 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800), etc.
From the price perspective, Perodua Aruz's starting price is indeed cheaper by RM 33,900 compared to Proton X90. If your budget is limited, Perodua's entry-level version can already meet daily needs. However, note that the difference of a few thousand ringgit might involve trade-offs in features, depending on your specific needs.
Perodua Aruz's safety rating is 5★ (ASEAN NCAP), active safety systems include.
Proton X90's safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Both cars have the same safety rating, and safety features are considered very comprehensive at this level. New car safety is generally good now, so no need to worry too much about this point.
Perodua Aruz body length is 4400 mm, boot 400 L.
Proton X90 body length is 4400 mm, boot 400 L.
The dimensions of both cars are almost identical, with little difference in interior space. Cars at this level are more than enough for daily use.
Perodua Aruz and Proton X90 are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, you can prioritize the one with better reputation; if you care more about value for money and features, then choose the one with richer features. Ultimately, it is recommended to test drive both models, as personal experience is the most important.
Overall, Perodua Aruz and Proton X90 are both very good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. It is recommended to do your research, compare quotes from several dealers, and then test drive to make the final decision. Buying a car is a big deal, spending time doing research will never be wrong.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拎 Perodua Ativa 同 Mazda CX-30 嚟做比較。呢兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細嘅比較，幫你節省咗做功課嘅時間。
Perodua Ativa 喺馬來西亞嘅 OTR 售價係 RM 62,500 - 73,400，合共有 3 個版本，包括 1.0L Turbo X（RM 62,500）、1.0L Turbo H（RM 67,300）、1.0L Turbo AV（RM 73,400） 等。
Mazda CX-30 喺馬來西亞嘅 OTR 售價係 RM 122,409 - 146,409，合共有 4 個版本，包括 2025 2.0L High+ Premium（RM 146,409）、2025 2.0L High+（RM 138,409）、2025 2.0L High（RM 130,409） 等。
從價錢睇落，Perodua Ativa 嘅起步價確係比 Mazda CX-30 平咗 RM 59,909。如果你預算有限，Perodua 嘅入門版已經可以滿足日常需求。不過都要留意，平啲嗰幾千蚊，可能喺配備上有取舍，具體要睇你嘅需求。
Perodua Ativa 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Mazda CX-30 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Mazda CX-30 嘅 1.5L Turbo 比 Perodua Ativa 嘅 1.5L 4-cyl 多咗 35 匹馬力。不過日常喺市區行，兩款車嘅動力都夠用，唔會覺得唔夠勁。
Perodua Ativa 車身長 4400 mm，後尾箱 400 L。
Mazda CX-30 車身長 4500 mm，後尾箱 450 L。
空間方面，Mazda CX-30 嘅車身比 Perodua Ativa 長咗 100 mm，乘坐空間更有優勢。不過 Perodua Ativa 喺城市泊車會靈活啲，各有取舍。
Perodua Ativa 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Mazda CX-30 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
兩款車嘅保修條件一樣，呢方面唔使糾結。實際保養成本仲要睇品牌嘅服務網絡同零件價格，建議去車友群問吓真實車主嘅經驗。
總體嚟講，Perodua Ativa 同 Mazda CX-30 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，關鍵仲係睇你個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去做試駕先做最終決定。買車係件大事，花少少時間做功課絕對無錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 本田 WR-V 同 馬自達 CX-8 嚟做比較。呢兩款車喺價位同定位上都相當接近，今日我哋就從多個方面嚟做詳細嘅比較，幫你省咗做功課嘅時間。
本田 WR-V 喺馬來西亞嘅 OTR 售價係 RM 89,900 - 107,900，一共有 4 個版本，包括 2023 1.5L V（RM 99,900）、2023 1.5L E（RM 95,900）、2023 1.5L S（RM 89,900） 等。
馬自達 CX-8 喺馬來西亞嘅 OTR 售價係 RM 165,360 - 201,360，一共有 5 個版本，包括 2025 2.5T 4WD High Plus Petrol（RM 201,360）、2025 2.2L 2WD High Plus Diesel（RM 193,123）、2025 2.5L 2WD High Plus Petrol（RM 186,360） 等。
由價錢嚟睇，本田 WR-V 嘅起步價確實比 馬自達 CX-8 平咗 RM 75,460。如果你預算有限，本田嘅入門版已經可以滿足日常需要。不過都要注意，平嗰幾千蚊，可能喺配備上會有取舍，具體要睇你嘅需求。
本田 WR-V 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
馬自達 CX-8 搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，馬自達 CX-8 嘅 2.0L 4-cyl 比 本田 WR-V 嘅 1.5L 4-cyl 多咗 65 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
本田 WR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 本田 SENSING。
馬自達 CX-8 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 馬自達 ADAS。
兩款車嘅安全評級一樣，喺呢個級別裡面安全配備都算給得好齊全。而家嘅新車安全性都唔差，唔使太擔心這一點。
本田 WR-V 採用 FWD 驅動方式。
馬自達 CX-8 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大分別。
總括嚟講，本田 WR-V 同 馬自達 CX-8 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係要睇你個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，先去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Hyundai Tucson 同 Subaru Forester 做比較。兩款車喺價錢同定位上都好接近，今日我哋就從多個方面做一個詳細嘅對比，幫你節省做足功課嘅時間。
Hyundai Tucson 喺馬來西亞嘅 OTR 售價係 RM 143,888 - 197,888，一共有 5 個版本，包括 2025 HEV 1.6T AT 2WD Prestige（RM 197,888）、2025 1.6T DCT 4WD Prestige（RM 186,888）、2025 1.6T DCT 2WD Prime（RM 164,888） 等。
Subaru Forester 喺馬來西亞嘅 OTR 售價係 RM 174,000 - 197,000，一共有 3 個版本，包括 2024 2.0L S EyeSight GT Edition（RM 189,538）、2024 2.0L S EyeSight（RM 177,538）、2024 2.0L L EyeSight（RM 167,538） 等。
從價錢來看，Hyundai Tucson 嘅起步價確實比 Subaru Forester 平咗 RM 30,112。如果你預算有限，Hyundai 嘅入門版已經可以满足日常需要。但都要注意，平嗰幾千蚊，可能喺配備上會有取捨，具體睇你嘅需要。
Hyundai Tucson 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Subaru Forester 配備 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，Subaru Forester 嘅 2.0L 4-cyl 比 Hyundai Tucson 嘅 1.5L Turbo 多咗 30 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
Hyundai Tucson 嘅安全评分係 5★ (ASEAN NCAP)，主動安全系統包括 SmartSense。
Subaru Forester 嘅安全评分係 5★ (Euro NCAP)，主動安全系統包括 EyeSight。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 Hyundai Tucson 嘅 SmartSense 同 Subaru Forester 嘅 EyeSight 喺功能上有些差異，如果你比較重視主動安全嘅話，可以仔細對比一下兩者嘅功能列表。
Hyundai Tucson 車身長 4400 mm，尾箱 400 L。
Subaru Forester 車身長 4400 mm，尾箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間分別唔大。呢個級別嘅車，日常使用完全夠用。
Hyundai Tucson 保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
Subaru Forester 保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
總而言之，Hyundai Tucson 同 Subaru Forester 都係馬來西亞市場幾好嘅車型。選擇邊一個，關鍵係要睇你嘅個人需要同預算。建議大家做足功課，多比較幾間車行嘅報價，先至去試駕做最終決定。買車係件大事，花少少時間做功課絕對無錯。
