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喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 寶騰 X70 同 奇瑞 瑞虎 8 Pro 嚟做比較。這兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一次詳細比較，幫你節省做功課嘅時間。
寶騰 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。
奇瑞 瑞虎 8 Pro 喺馬來西亞嘅 OTR 售價係 RM 159,750 - 159,750，一共有 2 個版本，包括 1.6L Turbo Standard（RM 130,000）、1.6L Turbo Premium（RM 145,000） 等。
從價錢睇，寶騰 X70 嘅起步價確實比 奇瑞 瑞虎 8 Pro 平咗 RM 52,950。如果你預算有限，寶騰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，具體睇返你嘅需求。
寶騰 X70 搭載 1.5L Turbo，馬力 140 匹。官方油耗 7.0 L/100km。
奇瑞 瑞虎 8 Pro 搭載 2.0L 4-cyl，馬力 170 匹。官方油耗 8.0 L/100km。
動力方面，奇瑞 瑞虎 8 Pro 嘅 2.0L 4-cyl 比 寶騰 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。
寶騰 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)。
奇瑞 瑞虎 8 Pro 嘅安全評級係 TBD，主動安全系統包括 Basic。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 寶騰 X70 嘅 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 同 奇瑞 瑞虎 8 Pro 嘅 Basic 喺功能上有些差異，如果你比較睇重主動安全嘅話，可以仔細比較下兩者嘅功能列表。
寶騰 X70 保用 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
奇瑞 瑞虎 8 Pro 保用 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
寶騰 X70 同 奇瑞 瑞虎 8 Pro 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。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。
總嘅嚟講，寶騰 X70 同 奇瑞 瑞虎 8 Pro 都係馬來西亞市場好唔錯嘅車款。揀邊輛，關鍵係睇返你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Proton X70 同 Chery Tiggo 7 Pro 嚟做比較。呢兩款車喺價位同定位上都幾接近嘅，而家我哋就由多個方面做一個詳細嘅比較，幫你省返做功課嘅時間。
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 Pro 喺馬來西亞嘅 OTR 售價係 RM 123,750 - 123,750，一共有 2 個版本，包括 1.6L Turbo Standard（RM 125,000）、1.6L Turbo Premium（RM 140,000）等。
由價錢嚟睇，Proton X70 嘅起步價確實比 Chery Tiggo 7 Pro 平咗 RM 16,950。如果你預算有限，Proton 嘅入門版已經可以滿足日常需要。但要留意，平嗰幾千蚊，可能喺配備上會有取捨，具體要看你嘅需要。
Proton X70 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Chery Tiggo 7 Pro 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
兩款車用咗同一套動力系統，日常行起嚟嘅感覺基本冇分別。油耗方面都相約，唔使太糾結呢一點。
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)。
Chery Tiggo 7 Pro 嘅安全評級係 TBD，主動安全系統包括 Basic。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 Proton X70 嘅 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 同 Chery Tiggo 7 Pro 嘅 Basic 喺功能上有啲差異，如果你比較睇重主動安全嘅話，可以仔細比較下兩者嘅功能列表。
Proton X70 採用 FWD 驅動方式。
Chery Tiggo 7 Pro 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大區別。
Proton X70 同 Chery Tiggo 7 Pro 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，就揀配置更豐富嗰款。總係建議兩款都去試駕，親身體驗先係最重要嘅。
總嚟講，Proton X70 同 Chery Tiggo 7 Pro 都係馬來西亞市場幾唔錯嘅車型。揀邊一部，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，再去試駕做最後決定。買車係件大事，花少少時間做功課絕對唔會錯。
In the Malaysian SUV market, many buyers compare Proton X70 and Mazda CX-3 when choosing a car. These two cars are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to help you save time on research.
The OTR selling price of Proton X70 in Malaysia is RM 106,800 - 122,300, with a total of 3 versions, including 1.5L Standard 2WD (RM 106,800), 1.5L Executive 2WD (RM 115,800), 1.5L Premium 2WD (RM 122,300) etc.
The OTR selling price of Mazda CX-3 in Malaysia is RM 126,159 - 139,159, with a total of 2 versions, including 2023 2.0L High (RM 139,159), 2023 2.0L Plus (RM 126,159) etc.
From a price perspective, Proton X70's starting price is indeed RM 19,359 cheaper than Mazda CX-3. If your budget is limited, Proton's entry-level version can already meet daily needs. However, you should also note that the lower price of a few thousand might involve compromises in features, which depends on your specific requirements.
Proton X70 is equipped with 1.5L Turbo, 140 hp power. Official fuel consumption 7.0 L/100km.
Mazda CX-3 is equipped with 1.5L Turbo, 140 hp power. Official fuel consumption 7.0 L/100km.
Both cars use the same powertrain, and the driving experience daily is basically the same. Fuel consumption is also similar, no need to dwell on this too much.
Proton X70 body length 4400 mm, trunk 400 L.
Mazda CX-3 body length 4500 mm, trunk 450 L.
Regarding space, Mazda CX-3's body is 100 mm longer than Proton X70, offering better seating space advantage. However, Proton X70 is more flexible for parking in the city, each has its trade-offs.
Proton X70 uses FWD drive method.
Mazda CX-3 uses FWD drive method.
Both cars have the same drive method, both are FWD, daily driving feeling will not have too big difference.
Proton X70 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Mazda CX-3 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Warranty conditions for both cars are the same, no need to worry about this aspect. Actual maintenance costs also depend on the brand's service network and part prices, suggest asking real owners in car owner groups for experience.
Overall, Proton X70 and Mazda CX-3 are both very good car models in the Malaysia market. Which one to choose, the key is still to look at your personal needs and budget. We suggest everyone do research, compare quotes from several dealers, then go for a test drive to make the final decision. Buying a car is a big thing, spending some time doing research will definitely not be wrong.
7 月 30 日上午，「出海突破 2000·插旗 60 國」墨甲機器人全球交付儀式喺安徽蕪湖舉行。活動現場，墨甲機器人宣布全球累計交付突破 2000 台，產品同服務覆蓋 60 多個國家同地區，並同步舉行全球交付里程碑點亮同出海發車啟運儀式。這不僅意味著企業全球化發展邁入新嘅階段，亦反映中國機器人正依托真實商業場景，加快從產品出口邁向規模化、體系化出海。
機器人工列同揮萬國旗，全球交付突破 2000 台
上午 8 時 30 分，奇瑞國際園區內，墨甲機器人列隊整齊，同步揮舞住嚟自 60 多個國家同地區嘅旗幟，運輸車隊蓄勢待發。隨著全球交付里程碑正式點亮、發車指令下達，滿載墨甲機器人產品嘅運輸車輛緩緩駛出園區，駛向蕪湖港。呢一刻，墨甲機器人全球累計交付正式突破 2000 台，產品同服務覆蓋 60 多個國家同地區。「出海突破 2000·插旗 60 國」，從一組數字，成為中國機器人全球化發展嘅又一個重要座標。
活動現場，嚟自蕪湖經開區、奇瑞集團、海外合作夥伴同媒體代表共同見證呢個重要時刻。從第一台機器人出口海外，到今天累計出海交付突破 2000 台，墨甲機器人用兩年多時間完成咗從產品驗證到規模化商業落地嘅跨越，成為國內較早實現機器人規模化海外交付嘅企業之一。
對於機器人產業而言，2000 台不僅意味着交付規模嘅突破，更意味著中國機器人開始在全球真實商業場景中形成持續運營能力，商業化應用邁向新嘅發展階段。
由馬來西亞起步 喺真實場景中打開全球市場
墨甲機器人嘅全球化故事，始於馬來西亞。
2025 年，墨甲機器人首次進入馬來西亞汽車營銷服務場景，邁出咗海外市场「從 0 到 1」嘅關鍵一步。從最初一台台樣機展示，到首批訂單交付；從產品輸出，到本地化運營體系建設，企業不斷探索海外市場嘅發展路徑，亦逐步完成咗從「走出去」到「落喺實」嘅轉變。
以馬來西亞為起點，墨甲機器人持續拓展東南亞、中東、歐洲、非洲、拉美等區域市場。今年以來，企業全球化佈局進一步提速：3 月亮相 Automation Thailand 2026，展示機器人在工業製造、智能服務等領域嘅應用能力；7 月，越南首個 AI 體驗中心正式投入營運，進一步推動機器人在汽車營銷服務場景嘅商業化應用，為當地消費者帶來智能交互新體驗。
截至目前，墨甲機器人已廣泛應用於汽車營銷服務、公共空間導覽、智慧警務、醫療導診、商業接待等多個場景，並獲得歐盟 CE、美國 FCC 等國際認證，為持續拓展國際市場提供咗有力支撐。從一個國家到 60 多個國家，從一次產品展示到長期穩定運營，中國機器人正不斷探索具有中國特色嘅全球化發展路徑。
依托產業體系優勢 探索機器人出海新路線
現時，機器人產業競爭正從產品競爭加速邁向體系競爭。「機器人出海，比拼嘅不僅係產品能力，仲係研發、製造、供應鏈、渠道、交付、服務同本地化運營等全鏈條能力。」奇瑞汽車執行副總裁、國際業務事業部總經理、墨甲機器人總經理張貴兵表示，只有真正融入當地市場，先至能夠實現長期發展。
作為奇瑞智能化戰略嘅重要組成部分，墨甲機器人依托奇瑞深耕全球近 30 年嘅產業積累，共享覆蓋全球嘅研發、製造、供應鏈、物流、渠道同服務體系，實現汽車產業同機器人產業互補優勢，為機器人規模化出海提供堅實支撐。
與此同時，墨甲機器人國內商業化應用亦持續取得突破。今年上半年，110 台墨甲智警機器人陸續喺多個城市投入使用，喺交通指揮、秩序引導、安全宣傳等場景開展常態化服務；醫療導診、智慧展館、公共服務等多元應用場景亦持續拓展，進一步驗證咗機器人在真實場景中嘅運營能力。
從產品出海邁向能力出海 中國機器人加速融入全球市場
隨著人工智能、具身智能等技術持續發展，機器人產業正迎來規模化應用嘅重要窗口期。全球市場不僅係產業發展嘅新空間，亦係檢驗產品競爭力同商業化能力嘅重要舞臺。
從累計交付突破 2000 台，到產品同服務覆蓋 60 多個國家同地區；從汽車營銷服務場景嘅持續深耕，到智慧警務、醫療導診、公共服務等多元場景加速落地，墨甲機器人正以真實場景驗證產品能力，以全球市場檢驗創新成果，不斷探索「場景驅動、體系支撐、生態協同」嘅發展路徑。從汽車產業全球化，到機器人產業全球化，中國智能製造正不斷拓展全球市場。隨著越來越中國機器人走進海外真實應用場景，中國機器人產業正加快實現從技術創新到產業價值、從產品出海到能力出海嘅跨越，為全球智能產業發展貢獻更多中國智慧同中國方案。
In the Malaysian SUV market, many buyers compare Proton X50 and Subaru Forester when choosing a car. These two models are quite close in price and positioning. Today, we will conduct a detailed comparison from multiple aspects to help you save time on research.
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.
Subaru Forester OTR price in Malaysia is RM 174,000 - 197,000, with a total of 3 versions, including 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), etc.
In terms of price, the starting price of Proton X50 is indeed RM 84,200 cheaper than Subaru Forester. If your budget is limited, Proton's entry-level version can already meet daily needs. However, be aware that the difference of a few thousand might involve compromises in features, depending on your specific requirements.
Proton X50 comes with 1.5L 4-cyl, 105 hp. Official fuel consumption 6.0 L/100km.
Subaru Forester comes with 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
In terms of power, the 2.0L 4-cyl in Subaru Forester has 65 more horsepower than the 1.5L 4-cyl in Proton X50. However, for daily city driving, the power of both cars is sufficient, you won't feel like there isn't enough power.
Proton X50 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Subaru Forester safety rating is 5★ (Euro NCAP), active safety systems include EyeSight.
Regarding safety features, both cars have received good ratings. However, the ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) of Proton X50 and EyeSight of Subaru Forester differ in functionality. If you value active safety, you can compare the feature lists of both carefully.
Proton X50 adopts 4WD drive mode.
Subaru Forester adopts FWD drive mode.
Proton's 4WD and Subaru's FWD will feel different in handling, test drive comparison is recommended.
Overall, Proton X50 and Subaru Forester are both very good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. We suggest doing research, comparing quotes from several dealerships, and then test driving to make the final decision. Buying a car is a big matter, spending time on research will definitely not be wrong.
In the Malaysian SUV market, many buyers compare Proton X50 and Chery Tiggo 8 PHEV when choosing a car. These two models are quite close in price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time on research.
The OTR price of Proton X50 in Malaysia is RM 89,800 - 113,300. There are 4 versions in total, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The OTR price of Chery Tiggo 8 PHEV in Malaysia is RM 159,750 - 159,750. There are 2 versions in total, including 1.6L Turbo Standard (RM 130,000), 1.6L Turbo Premium (RM 145,000), etc.
Looking at the price, the starting price of Proton X50 is indeed RM 69,950 cheaper than Chery Tiggo 8 PHEV. If your budget is limited, Proton's entry-level version can already meet daily needs. However, note that the few thousand cheaper might involve trade-offs in features, depending on your specific needs.
Proton X50 features a 1.5L 4-cyl, horsepower 105 hp. Official fuel consumption 6.0 L/100km.
Chery Tiggo 8 PHEV features a Hybrid, horsepower 170 hp. Official fuel consumption 4.5 L/100km.
In terms of power, the Hybrid in Chery Tiggo 8 PHEV has 65 more horsepower than the 1.5L 4-cyl in Proton X50. However, for daily city driving, the power of both cars is sufficient and won't feel underpowered.
The Proton X50's safety rating is 5★ (ASEAN NCAP), with active safety systems including ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The Chery Tiggo 8 PHEV's safety rating is TBD, with active safety systems including Basic.
Regarding safety features, both cars received good ratings. However, the ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) of Proton X50 and the Basic of Chery Tiggo 8 PHEV differ in functionality. If you value active safety, compare their feature lists carefully.
Proton X50 uses 4WD drive system.
Chery Tiggo 8 PHEV uses FWD drive system.
The Proton's 4WD and Chery's FWD will have different handling experiences, it is recommended to test drive and compare.
Both Proton X50 and Chery Tiggo 8 PHEV are mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, consider the one with better reputation; if you care more about value and features, 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 8 PHEV are both very good car models in the Malaysian market. Choosing which one depends on your personal needs and budget. We suggest doing your research, comparing quotes from several car dealers, and then test driving to make the final decision. Buying a car is a big matter, spending time researching is never wrong.
【懂車之道 產業】我哋嚟盤點下 2026 年 7 月 23 日，汽車圈發生咗咩大事件。
汽車事件一：浩思動力 V6 引擎樣機成功點火
近日，浩思動力 HORSE W30 首台樣機成功點火，該機型有望配套蓮花跑車產品線，進一步完善咗佢由家用高效動力至高端性能動力嘅全譜系產品矩陣。
作為面向高性能混動市場打造嘅核心產品，HORSE W30 兼顧極致性能、多場景適配同平台化拓展能力，可以滿足賽道場景下嘅持續動力輸出需求，亦能憑藉靈活嘅混動架構適配複雜地形、日常通勤等多元場景，為高性能混動車型提供咗全新嘅技術選擇。
汽車事件二：特斯拉發布第二季度財報
7 月 23 日，特斯拉發布 2026 年第二季度財報。本季度特斯拉全球共生產純電動車超 45.1 萬輛，同比增長約 10%；交付量超 48 萬輛，同比增長約 25%。上海超級工廠 6 月交付電動車超 8.9 萬輛，同比增長 24.4%，創本年內新高；上半年共交付近 46.8 萬輛，同比增長 28.4%。特斯拉第二季度總營收同比增長 26%，達到 282 億美元。
截至第二季度，特斯拉輔助駕駛全球付費用戶已達 148 萬，北美市場輔助駕駛選裝率創歷史新高，超過一半新車喺交付嗰陣訂閱咗輔助駕駛。
汽車事件三：馬來西亞首台 iCAR V23 正式下線
7 月 22 日，ICAR 汽車官方宣布，馬來西亞首台 iCAR V23 正式下線，新車將會喺 7 月底到店。據此前報道，2025 年 11 月，奇瑞汽車集團旗下嘅子品牌 iCaur 正式向馬來西亞推出 iCaur V23（國內為 iCAR V23），共推出 2 款車型，售價 11.98-13.28 萬林吉特（約合人民幣 20.53-22.76 萬元）。
《每日車聞》，呢度有最新嘅當日汽車新聞，請繼續關注《懂車之道》
近期，一场电池质量风波将广汽埃安和中创新航推上了舆论的风口浪尖。搭载中创新航177Ah磷酸铁锂电芯的埃安S系列运营车型，在行驶15万至30万公里后集中出现电芯鼓包、漏液、绝缘故障甚至行驶中断电趴窝等问题。7月18日，广汽埃安与中创新航先后发布致歉公告，承诺延保出现问题免费更换。有媒体初步估算，此次检测、维修、停运补偿等总计成本或超6亿元。
这不是孤例。四个月前，欣旺达才就极氪001的电池一致性问题签下6.08 亿元和解协议，此前由于搭载欣旺达电芯的极氪001WE86版车型存在质量问题，极氪曾发起涉及3.8万余辆车的召回，去年底吉利威睿电动提起诉讼，要求欣旺达支付23.14亿元赔偿金。
两家排名前十的动力电池企业相继在质量问题上出现大范围问题，引发外界对第二梯队动力电池企业处境的担忧。目前中国动力电池行业的格局中，宁德时代与比亚迪稳稳占据国内近64%的市场份额，剩下三成多的份额由十几家第二梯队厂商争抢。价格战压薄利润，产能扩张消耗现金流，随着电池消费税的开征车企自研电池也步步紧逼，而如今质量问题的出现，使得第二梯队电池厂生存挑战更加艰难。
01
双寡头阴影下的“第二战场”
中国汽车动力电池产业创新联盟发布的6月数据显示，动力电池行业双寡头格局依旧稳固，宁德时代6月装车32.59GWh，市占率42.70%，第一地位无法撼动；比亚迪6月装车14.11GWh，市占率18.49%，两大头部企业6月合计市场份额达61.19%，上半年合计63.18%。
第二梯队的座次基本稳定但暗潮涌动，国轩高科与中创新航的“季军之争”进入毫米级——中创新航6月装车5.20GWh，市占率6.82%，上半年装车20.71GWh，市占率6.18%；国轩高科6月装车4.96GWh，占比6.49%，上半年装车20.75GWh，市占率6.19%——两者上半年装机量仅差 0.04GWh，几乎并驾齐驱，形成激烈卡位战。
前十榜单中其余几家，亿纬锂能、瑞浦兰钧、正力新能、吉曜通行上半年累计市占率较去年同期全部实现提升，海外订单、储能业务成为支撑第二梯队厂商份额增长的核心抓手；欣旺达、蜂巢能源市占率同比下滑，市场拓展节奏放缓。
第二梯队与头部的差距，除了市场份额，更残酷的数据来自财报。虽然汽车行业一直有说法，整车企业都是在给电池厂打工，但是这只限于头部电池企业。2025年宁德时代一家的净利润高达722亿元，超过13家A股整车上市企业的利润总和，但第二梯队电池企业却普遍处于“增收不增利”甚至“增收反增亏”的尴尬局面。
对比2026年一季度部分动力电池上市公司财报数据能看出，大家营收普遍呈两位数涨幅，但净利润有升有降，且利润率较宁德时代有显著差距，“宁王”一季度销售毛利率高达24.82%，其余四家均未超过20%。
欣旺达同样是“增收不增利”，其2025年集团净利润10.57亿元，但动力电池业务却吞噬了利润，其动力电池业务主体2025年亏损30.25亿元，消费电池和储能业务赚来的利润一直在补动力电池的亏损，今年一季度集团整体净利润1304.52万元，盈利依然薄弱。
国轩高科2026年一季度营收同比增长近三成，创下单季历史新高，但归母净利润仅2100余万元，同比跌了将近八成。2025年国轩高科净利润曾冲高到23.83亿元，但依靠的并非电池业务，而是投资，去年通过投资的奇瑞汽车香港上市，拿下近17亿元公允价值收益。
02
第二梯队生存法则：低价换量
面对无法超越的“宁王”和“迪王”两大头部，众多第二梯队电池企业只能在有限的生存空间中拼抢。面对上游供应商，头部企业可以通过长期协议、参股矿企等方式锁定成本，第二梯队厂商只能被动承受原材料价格波动的影响。
面对整车企业，第二梯队厂商同样没有头部企业的议价权，主要靠价格优势和做头部企业的“B角”，来争取订单。为了从头部企业口中抢食，第二梯队厂商的常规操作是以10%-15%的价格折扣换取二供、三供份额。比如2022年，某车企进行大规模采购，当时一家第二梯队电池企业为拿下这个“大客户”，给出了0.78元/Wh的报价，而同期一线大厂报价在1.04元到1.16元/Wh之间。在价格战的泥潭中，规模扩张与利润增长之间形成了某种悖论——订单越多，亏损可能越大。
薄利直接制约了研发和品控的持续投入，甚至影响品控。除此之外，第二梯队厂商还随时处于可被替代的位置，中创新航曾在蔚来第二代ES8产品上短暂成为主供应商宁德时代的补充，但在第三代ES8上，蔚来又改为了宁德时代独家供应。为了获得稳定的订单，第二梯队厂商往往希望能深度绑定大客户，但这本身就是一把双刃剑。
2020年国轩高科拿到大众集团11亿欧元入股，除了带来资金和电芯订单，还帮助国轩高科在欧洲拿到了落地工厂。但大众标准电芯项目的达产时间已经从2023年拖到2026年底，要吞下这块大蛋糕，没有想象中容易，且车企会深度介入电池的成本核算与技术路线，第二梯队厂商的利润空间被严格限定。
此外，合作一旦出现质量问题，车企会迅速削减订单甚至切换供应商，对那些一两家核心大客户贡献过半营收的第二梯队厂商而言，打击将是致命的。2021年至2023年间，欣旺达正是依靠吉利系订单，将动力电池收入从不足30亿飙升至百亿级，吉利系曾稳居欣旺达第三大客户。但是发生召回事故后，吉利索赔的金额高达23亿，相当于欣旺达过去两年净利润总和。
03
第二梯队阵营的突围路径
当动力电池端价格战打得头破血流时，储能市场的全面爆发给了第二梯队厂商喘息和翻盘的机会。瑞浦兰钧是最典型的例子。今年上半年公司预计净利润7亿至8.5亿元，仅用半年时间就赚了超过去年全年的利润，成功扭亏为盈。户用储能和工商业储能的高毛利订单，直接拉动了盈利反转，今年上半年瑞浦兰钧的户用储能电芯出货量位居全球第一。
亿纬锂能同样受益。一季度储能电池出货20.38GWh，同比增长60.82%，储能出货量首次超过动力电池，成为第一增长曲线。目前亿纬锂能储能电池出货量稳居全球第二，7月18日刚和澳洲储能巨头Akaysha Energy签了4GWh储能大单，今年公布的储能订单总规模已超184GWh。最新公布的上半年业绩预期中，亿纬锂能预计归母净利润31.30亿元至33.71亿元，同比增长95%至110%，接近翻倍。但需要警惕的是，储能赛道也正在快速内卷，价格战迟早会传导过来，今天的利润高地，明天可能变成下一片红海。
海外市场也在成为动力电池企业另一重要支柱，亿纬锂能在马来西亚、匈牙利先后建厂，欣旺达布局泰国，国轩高科德国、印尼、泰国的Pack工厂也已经有产品下线。 但是海外市场门槛更高，欧盟碳足迹法规、美国 IRA 补贴、本地化生产要求，决定了海外建厂投入大、周期长、风险高。
还有不少第二梯队厂商希望依靠技术差异化超车，亿纬锂能押注46系大圆柱电池，主打高端乘用车市场，欣旺达也在北京车展期间发布了面向不同需求的“欣星环”大圆柱全场景电池。国轩高科则押宝固态电池，0.2GWh的全固态中试线已经贯通，良品率90%，正在推进2GWh量产线设计，预计2027年小批量装车。中创新航将技术制高点选在了飞行汽车领域，为小鹏汇天“陆地航母”配套的动力电池已量产下线。
站在2026年年中这个节点回望，动力电池行业已经走过了“野蛮生长、百舸争流”的阶段，进入深度整合期。中创新航和欣旺达的质量事件，给全行业敲响了警钟。7月1日“史上最严电池安全标准”的《电动汽车用动力蓄电池安全要求》(GB 38031-2025)正式实施，将加速行业的“马太效应”，缺乏研发与资金实力的第二梯队电池厂将面临巨大的合规成本压力。
双寡头格局不会轻易松动，第二梯队电池企业的淘汰赛还将加速。
✨重點
– 特斯拉賽博無人駕駛電動車 Cybercab 已在德州超級工廠投入生產
– 特斯拉電動車卡車 Semi 將按計劃於今年在內華達的新工廠啟動量產
– 電池組產能擴張持續取得進展，電池組產能是近期電動車產量提升的主要限制因素
– 德州儲能超級工廠接近完工，並計劃於今年啟動生產
– 越來越多客戶選擇在購車時訂閱特斯拉輔助駕駛軟件！
– 特斯拉無人駕駛網約車服務範圍持續擴大，目前已在美國 7 個主要城市上線
– 在 Model S 與 Model X 產線退役後，弗里蒙特工廠開始建設特斯拉人形機器人產線，計劃於今年晚些時候投入生產
我們致力於通過領先的現實世界人工智慧技術，推動交通、能源及生產力變革，這其中仍有大量艱鉅的工作需要完成。規模化進程不會一蹴而就，我們將繼續聚焦長期價值創造。
我們對將來從未如此樂觀。
🚗電動車業務
– 多個市場交付量創下歷史新高：韓國、澳大利亞、哥倫比亞、日本、泰國、葡萄牙、菲律賓、智利、斯洛文尼亞和立陶宛等
– 我們於 7 月在美國推出 Model Y L，市場反應熱烈
☀️能源生產與儲存
– 上海儲能超級工廠產量創新高，帶動 EMEA（歐洲、中東及非洲）市場儲能裝機量創下歷史新高；上海儲能超級工廠仍在持續推進產能爬坡
– 位於德州的新儲能超級工廠將按計劃於今年開始生產第三代 Megapack 和 Megablock 兩款儲能系統
– 特斯拉家用儲能系統 Powerwall 3P（三相版）現已在德國上市，1 台設備即可滿足德國普通家庭的用電需求
🤖人形機器人業務
– 我們正在弗里蒙特工廠安裝特斯拉人形機器人的第一代產線，預計將很快啟動生產
– 首批特斯拉人形機器人將用於我們的 Optimus Academy，用來收集訓練數據並進一步開發新功能
– 此外，我們繼續推進德州超級工廠的場地開發，目前建築施工已全面展開
⚙️人工智慧訓練算力
– 2026 年上半年，我們在德州的本地算力規模（按算力兆瓦計算）提升超過一倍
– Cortex 2 訓練集群支持電動車自動駕駛和人形機器人自主化軟件的開發，並將在今年繼續提升規模
🔋電池
– 新電池和材料工廠持續推進產能爬坡，其中包括柏林的電動車電池組產能、德州的正極材料生產和鋰精煉，以及內華達用於儲能產品的磷酸鋰鐵電芯產線
– 我們正在提高 4680 電芯產量，從而支持特斯拉賽博無人駕駛電動車、特斯拉電動車卡車 Semi 的產能爬坡，以及 Model Y 的產量提升
🏭其他基礎設施
– 淨新增超級充電樁超 2,400 根，充電網絡規模同比增長 17%
💡人工智慧軟件
– 開始向美國和韓國市場搭載 AI3 輔助駕駛硬件的早期客戶推送輔助駕駛 v14 lite
該軟件版本將 AI4 輔助駕駛硬件 v14 系列的駕駛行為能力，遷移至 AI3 輔助駕駛硬件的攝像頭和算力配置中，帶來目的地選項和速度配置等功能。同時，該版本通過更強的主動預判和實時響應能力，進一步應對複雜駕駛場景。
🦾人工智慧推理算力
– 我們位於奧斯汀的芯片工廠建設和設備採購持續取得進展
🛜電動車及其他軟件
– 推出夏季軟件更新：
輔助駕駛統計數據現可在手機應用程序中查看
Grok 可執行撥打電話、搜尋和播放音樂、調節空調等操作
自動導航功能從家庭和工作地點擴展至更多目的地，可根據個人習慣和日程安排提供支持
🚕特斯拉無人駕駛網約車服務
– 特斯拉賽博無人駕駛電動車已開始生產。這是一款專為自動駕駛打造的電動車，旨在成為特斯拉無人駕駛網約車車隊的主力車型
– 7 月開始在德州超級工廠園區內，向員工提供特斯拉賽博無人駕駛電動車試乘服務
– 正在為特斯拉無人駕駛網約車服務拓展至更多美國城市做準備，包括測試、許可審批和第一線應急響應人員培訓
– 無安全員的特斯拉無人駕駛網約車服務已擴展至整個奧斯汀都市圈，並於 7 月在邁阿密、奧蘭多和坦帕上線
🧠輔助駕駛
– 第二季度淨新增訂閱量創下歷史新高
– 北美輔助駕駛選裝率創下歷史新高，超過半數新車在交付時訂閱了輔助駕駛
– 在立陶宛、愛沙尼亞、丹麥和比利時市場獲得審批；截至 7 月，這些國家的客戶使用輔助駕駛累計行駛里程已超過 5,000 萬公里
感謝所有客戶、員工、供應商、股東和支援者們幫助我們取得了這些成績❤️
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拎 Proton X50 同 Mazda CX-5 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次詳細嘅比較，幫你節省做功課嘅時間。
Proton X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，合共 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。
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。
從價錢嚟睇，Proton X50 嘅起步價的確比 Mazda CX-5 平咗 RM 45,669。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但都要留意，平嗰幾千蚊，可能喺配備上會有取舍，具體要睇你嘅需求。
Proton X50 車身長 4400 mm，車尾箱 400 L。
Mazda CX-5 車身長 4500 mm，車尾箱 450 L。
空間方面，Mazda CX-5 嘅車身比 Proton X50 長咗 100 mm，乘坐空間更有優勢。不過 Proton X50 喺城市入面泊車會靈活啲，各有取舍。
Proton X50 採用 4WD 驅動方式。
Mazda CX-5 採用 FWD 驅動方式。
Proton 嘅 4WD 同 Mazda 嘅 FWD 喺操控上會有唔同感受，建議試駕比較。
Proton X50 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一款；如果你更在意性價比同配備，就選配置更豐富嗰款。最終都建議兩款都去試駕，親身體驗先至係最重要。
總括嚟講，Proton X50 同 Mazda CX-5 都係馬來西亞市場好唔錯嘅車型。揀邊輛，關鍵都要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，先至去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
In Malaysia's SUV market, many buyers compare Proton X50 and Honda HR-V when choosing a car. The price and positioning of these two cars are quite close. Today we will make a detailed comparison from multiple aspects to help you save time doing research.
Proton X50 has an OTR selling price in Malaysia of RM 89,800 - 113,300, totaling 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), and others.
Honda HR-V has an OTR selling price in Malaysia of RM 115,900 - 143,900, totaling 4 versions, including 2026 e:HEV 1.5L RS (RM 143,900), 2026 1.5T V (RM 137,900), 2026 1.5T E (RM 130,900), and others.
From a price perspective, the starting price of Proton X50 is indeed RM 26,100 cheaper than Honda HR-V. If your budget is limited, Proton's entry-level version is already sufficient for daily needs. But also note, that saving of a few thousand might involve trade-offs in equipment, depending on your needs.
Proton X50 is equipped with 1.5L 4-cyl, 105 hp. Official fuel consumption 6.0 L/100km.
Honda HR-V is equipped with 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
In terms of power, Honda HR-V's 1.5L Turbo has 35 more horsepower than Proton X50's 1.5L 4-cyl. However, for daily city driving, both cars have sufficient power and won't feel underpowered.
Proton X50 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Honda HR-V warranty 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
Proton X50 and Honda HR-V 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 a better reputation; if you care more about value for money and features, choose the one with richer configurations. Ultimately, it is recommended to test drive both, as hands-on experience is the most important.
In general, Proton X50 and Honda HR-V are quite good car models in the Malaysian market. Choosing which one depends mainly on your personal needs and budget. We suggest doing your research and comparing quotes from several car dealerships before test driving to make the final decision. Buying a car is a big matter, spending time on research will never be wrong.
Written by | Wang Jing
Edited by | Huang Dalu
Designed by | Zhen Youmei
Another cross-border player buying a shell to make cars brings new news.
On July 11, Chunan Automobile completed the rollout of the first ET engineering prototype car. Its helmsman Dai Deming is both the head of Hengxin Auto Group, the fourth largest dealer group in the country, and the operator of Chunan New Energy, one of the top five global energy storage battery shippers. Chunan Automobile's manufacturing qualification comes from taking over the WM Motor Huanggang factory. (See Automotive Commercial Review's previous report "Exclusive | After He Xiaopeng and Lei Jun, Hubei Veteran Enters the Red Sea of Car Manufacturing")
Buying a shell to get qualifications is nothing new. In Putian, Fujian, a company walked for ten years, first called Yundou, later JoyAir. After two rounds of shareholder changes, it now only has a qualification document and a silent factory.
As new cross-border players enter the arena, this ten-year story is worth telling from the beginning.
Former Mixed-Ownership Reform Model
On December 11, 2015, in Xiuyu District, Putian, the Yundou New Energy establishment ceremony.
Red banners hung high above the temporary stage, representatives of four shareholders took the stage one by one—Fujian Automotive Group 39%, Putian State-owned Investment 34.44%, listed company Haiyuan Composites 11%, and the management team centered on founder Liu Xinwen 15.56%, contributing a total of 900 million yuan.
State-owned capital provided policy and land, private capital provided efficiency, management provided industry experience. Some media reported at the time it was called a "Perfect Model": having state-owned capital backing, yet combining market vitality.
Liu Xinwen came with real skills. He entered Chery Automobile in 1998, working his way up from a grassroots engineer to General Manager of Chery New Energy, personally making Chery QQ3 EV and Chery eQ—the latter sold 25,000 units in 2015, accounting for 12% of the pure electric market.
He recruited Lin Mi from BYD DENZA. This young man who became DENZA Vice President at 32 served as Executive Vice President and General Manager of Marketing of Yundou. The vehicle technology was managed by Chery veteran Chen Zihuang, who has 20 years of vehicle development experience; the addition of three-electric expert Liu Yan filled the core weakness. She led the team to develop the BMS system, which can maintain 90% range at minus 20 degrees Celsius.
The R&D team started with 200 people, the Putian base was built to an annual capacity of 50,000 units, with a total investment of nearly 1.9 billion yuan, planned according to "Industry 4.0" standards.
What is worth remembering is that 2015, when Yundou was established, was almost the common starting point for a generation of new car forces. NIO was established at the end of 2014, XPeng launched in 2014, Li Auto was founded in July 2015, Leapmotor was registered in December of the same year—they all stood on the same starting line.
But at that time, NIO still relied on JAC for OEM, XPeng R&D was fewer than 50 people, Li Auto was still researching the micro mobility car SEV. Yundou's starting conditions were considered superior among new forces at the same period.
The more crucial chip was qualifications. In January 2017, Yundou obtained the NDRC's new pure electric passenger vehicle qualification, becoming the 10th in the country; in July, it obtained MIIT access, becoming one of the first batch of "Dual Qualification" automakers. This was one year earlier than Leapmotor and two years earlier than NIO's mass production.
At that time, registered car companies once approached 500, PPT car manufacturing was prevalent, and those who could list and deliver were few. "Dual Qualification + Current Stock" was the hardest entry pass.
An 80,000 yuan car sold fewer than 9,000 units
On October 10, 2017, at the Xiamen International Convention and Exhibition Center, π1 was officially launched.
Liu Xinwen stood on the stage wearing a dark suit, wearing Yundou's blue Logo on his chest, and said a sentence that colleagues would remember: "We are the fastest new force to achieve mass production and delivery. No PPT, no concept car. Today it launches, tomorrow you can pick up the car."
π1 is equipped with a 38.5kWh ternary lithium battery, NEDC range 251km, maximum power 55kW, peak torque 170N·m, priced at about 80,000 yuan after subsidy. In the year of PPT car manufacturing prevalence, the two words "Current Stock" were the biggest trust endorsement.
Quanzhou dealer Boss Zhang remembered the grand scene at that time: "The store was only 50 square meters, crowded every day, receiving a maximum of 37 orders in one day. A customer drove three hours from Longyan, looked at it on the spot and swiped the card, saying 'No need to wait for the car, there is still government subsidy, it is reassuring'."
In the first month after launch, π1 sales broke through 1,200 units.
In March 2018, π3 followed up, positioned at A0+ pure electric SUV, range 310km, priced at 109,800 to 149,800 yuan, forming a product matrix with π1.
Lin Mi led the "Hundred Cities Thousand Stores" plan, betting heavily on third and fourth-tier cities. These places are price-sensitive and subsidies are tilted. π1 relied on the combination of "80,000 yuan after subsidy + Current Stock" to become the first pure electric car for many families. By the end of the year, dealerships expanded to 103, covering 28 provinces, with third and fourth-tier cities accounting for 70%.
"We do not compete with NIO for the rich in first-tier cities, nor do we compete with Chery for the low-end market of 50,000 to 60,000 yuan. We just do 'Good Cars that People Can Afford'." Lin Mi said at the 2018 marketing conference.
The annual delivery was about 9,000 units, second among new forces, second only to NIO's 11,348 units. But a car selling for 80,000 yuan after subsidy, selling fewer than 9,000 units in a year, itself indicates a problem.
Yundou's "Second Place" is picking a general among dwarfs—new forces were extremely small in volume at that time, rankings did not mean anything. 9,000 units was not the starting point, it was the limit this hand of cards could play in the window period.
200 million yuan turned into 50 million yuan
In the fourth quarter of 2018, the real fork in the road arrived.
Liu Xinwen submitted π7 model R&D budget: 200 million yuan. Plan to build a pure electric exclusive platform, do dual motor four-wheel drive, push the range over 500km, while building a battery Pack factory in Putian at the same time—then batteries were all purchased externally from CATL, procurement cost accounted for 35% of the whole vehicle, autonomous production was expected to reduce costs by 10% to 15%.
His judgment was clear: not building technical barriers is waiting to die.
Fujian Automotive Group's board representative rejected it on the spot: "π1 and π3 are selling well, we should take the opportunity to expand capacity, not put money into R&D where returns are not visible."
The four shareholders had their own calculations.
Fujian Automotive Group required 2019 production capacity utilization to reach 80%, i.e., 40,000 units, opposing long-term R&D investment. Putian State-owned Investment focused on short-term performance, disliked π7 "Three years to break even", better to expand existing capacity directly. Haiyuan Composites didn't even need to talk, in the second half of 2018 they announced plans to reduce Yundou 5% equity, wanting to cash out and exit, this action directly scuttled the originally agreed 500 million yuan Series B financing.
Management team holds 15.56% equity, no veto power in the board.
200 million yuan was finally approved at 50 million yuan, only enough for basic design. Lin Mi's proposed 100 million marketing plan was compressed to 30 million yuan, of which 15 million yuan was still Putian State-owned Investment's local advertising subsidy, designated to be invested in Putian locally, to promote "Made in Putian" city card. Battery Pack factory was not built, three-electric R&D team cut from 50 people to 15 people, core technical personnel began to flow out.
A core technical personnel later recalled: "Like a high-speed car suddenly braked. We knew the opponents were doing intelligence, long range, but shareholders only looked at the present."
偏偏同年 6 月，补贴退坡的刀落下来。四部委联合发文，续航低于 250km 的车型不再享受补贴。π1 续航 251km，刚刚踩线，单车补贴从 3.6 万元腰斩到 1.8 万元；π3 从 4.5 万元降到 2.25 万元。
偏偏 on the same year June, the knife of subsidy rollback fell. Four ministries issued a joint document, models with range lower than 250km no longer enjoy subsidies. π1 range 251km, just stepped on the line, single car subsidy halved from 36,000 yuan to 18,000 yuan; π3 dropped from 45,000 yuan to 22,500 yuan.
Two knives fell at the same time: internal R&D rejected, external competition accelerating.
Boss Zhang calculated: "After subsidy rollback, π1 profit per vehicle dropped from 8,000 yuan to 2,000 yuan, not profitable at all. Chery Small Ant dealers' profit could still reach 5,000 yuan, BYD Yuan EV also had 3,000 yuan, we simply couldn't compete. For a few months I sold cars at a loss just to keep customers, but finally couldn't hold out."
At the end of 2018, 17 of Yundou's 103 dealerships left.
In that year's year-end summary meeting, Liu Xinwen did not propose a clear sales target for the first time, just repeatedly said "Survive".
Dispersed
After Spring Festival 2019, Liu Xinwen resigned. Core team dispersed accordingly. Chen Zihuang went to XPeng, Liu Yan took people to BYD, left a letter on departure: "Yundou had the best starting point, but no correct direction, the value of technical personnel cannot be realized here."
R&D team shrank from 200 people to 80 people, π7 has not been mass-produced to this day.
Fujian Automotive Group's new CEO was from a traditional automaker, lacking new energy industry experience, leading direction was "Cost reduction and efficiency increase"—actual operation was cutting R&D, suppressing marketing, changing to low-price alternative parts.
Quality complaints immediately erupted: in 2019 alone air conditioning failures had 127 cases, involving π1 and π3 two models. A Shandong owner's message was very representative: "Air conditioning cannot adjust temperature, adjustment button simply does not work, air outlet cannot be sealed, now need to wear gloves and hat when driving."
Sales cliff: 2,600 units in 2019, down 72% year-on-year; 1,800 units in 2020.
Four years cumulative loss exceeded 600 million yuan, asset-liability ratio 95%, current liabilities exceeded 1.7 billion yuan, only 80 million yuan left on account, already unable to cover employee wages and supplier payments.
In March 2021, multiple suppliers surrounded factory gates to claim debts, longest arrears reached 18 months.
On the road to collapse, Yundou also wanted to grab a lifebuoy.
In February 2019, Putian Mayor led team to Changchun, Yundou signed formal cooperation agreement with FAW Cars: Both parties planned to jointly develop a pure electric passenger vehicle, FAW provides platform and production manufacturing system, Yundou provides three-electric technology and sales network and qualification, launch by end of year; at the same time cooperate comprehensively in mobility, autonomous driving, supply chain, finance.
If landed, Yundou might turn over relying on FAW's system ability. But this car was never mass-produced—Liu Xinwen had already left, R&D team dispersed, capital chain broke, Yundou could not take on this cooperation. FAW did not really enter, agreement stopped on paper.
In May 2020, Lin Mi returned to serve as CEO again. The first thing he did was abolish rigid systems, "I returned first month abolished attendance, KPI, abolished everything managing people in the enterprise."
He spent one month time to find 200-plus employees of different levels interview, found everyone generally fell into confusion: "Their doubt is, how big can Yundou do? Where to go next for oneself?"
Lin Mi recalled models with air conditioning faults, replaced with qualified parts; old models supplemented with central control big screen and Internet of Vehicles functions; launched old customer trade-in plan, 10,000 yuan subsidy; cooperated with Didi to launch ride-hailing custom version, trying to make up C-end through B-end.
These moves made the enterprise have scattered warm-up, December 2020 monthly sales rose to 320 units. But without new models, without R&D funds, repair cannot save structural collapse.
2021 industry big restructuring accelerated. Saleen bankrupt, Byton stopped, Bojun dissolved. Yundou also fully stopped production, employees shrank from 1,200 to less than 100, dealerships shrank from 103 to 23. Boss Zhang's store also closed in August 2021, ending four-year cooperation.
"Worst time, company account only had 3 million yuan, could not even pay next month wages." A留守 employee recalled.
On June 28, 2022, Junyao Group through its subsidiary Zhuhai Yucheng Investment Center acquired 85.31% equity of Yundou for 450 million yuan. Yundou Dual Qualification shell, waited for Junyao.
Junyao's Wish Calculation
A group doing aviation and milk takes over a car company losing 600 million yuan in four years, fully stopped production, this combination shocked the industry, but Junyao's idea has its logic.
Wang Junjin with his brother Wang Junyao started in 1991 contracting the first private chartered airline route, always wanted to connect sky business to ground. In 1998 obtained Wenzhou 100 taxis permanent operating rights, became Wenzhou's largest taxi operator at the time; in 2010 layout logistics transportation; in 2015 cooperated with Didi to deploy 1,000 new energy ride-hailing vehicles in Shanghai, Hangzhou.
Automotive is just one piece in "JoyAir Big Mobility" ecosystem puzzle, is the missing link in "Home—Car—Cabin" full chain, alongside aviation, milk products, finance. Essentially, Junyao entering automotive industry is sweeping grass hitting rabbits: investment not large, success is ecosystem plus points, failure is stop loss exit.
为此，吉祥汽车走的是低成本造车模式。王均金弟弟王均豪解释得形象：“喝牛奶不一定要养牛，我们不搞重资产自研。”
为此 JoyAir Car followed low-cost car manufacturing model. Wang Junjin's brother Wang Junhao explained vividly: "Drinking milk does not necessarily require raising cows, we do not do heavy asset R&D."
On operation, Junyao used mainly agent model. Former SAIC Group President Chen Zhixin as consultant identity actually controlled decision-making. Daily management handed to Wei Yong. Wei Yong January 2022 from SAIC-GM-Wuling procurement负责人岗位过来，任云度总经理。他重新组建了供应商体系，在莆田扎下根来。
In operation, Junyao used mainly agent model. Former SAIC Group President Chen Zhixin as consultant identity actually controlled decision-making. Daily management handed to Wei Yong. Wei Yong January 2022 from SAIC-GM-Wuling procurement personnel position came over, served as Yundou General Manager. He reorganized supplier system, rooted in Putian.
On November 16, 2023, Junyao Group held "From Rushing to Rushing 2023 JoyAir Big Mobility" Airborne Global Press Conference on JoyAir Aircraft, officially launched "JoyAir Big Mobility" strategy and JoyAir Automobile brand.
However, "Automotive Commercial Review" believes, this operation method made JoyAir Automobile brand from the very beginning have no success opportunity.
Furthermore, when Junyao entered, market environment was already completely different from Yundou start time. 2015 was policy dividend explosion period, competition not full, with qualification and subsidy could sell cars; 2022 was eve of price war, new energy penetration rate approaching 30%, began to enter market driven stage.
In 2023, JoyAir Car (Junyao holding Yundou Car) on old Yundou π1 basis launched Yundus Rabbit: Small pure electric SUV, 69,800 yuan starting, 320km and 415km two versions, mainly 100,000 yuan below market. This naturally impossible to have success possibility.
Actually, JoyAir Car had already discovered this terrible situation early. So, it changed playing method.
In November 2024, JoyAir Car first new car AIR was chosen to be launched in Thailand. There is new energy vehicle relatively competition compared to domestic to be mild, but 159,000 yuan standard version starting sales price, still no one asks about it.
Overseas launch not successful, May 7, 2025, JoyAir AIR model in Beijing launched. This car positioned 150,000 yuan level pure electric sedan, differentiation fully bet on JoyAir Airlines company rights, but relying on plane tickets and gold card cannot fill product power gap.
However, whether in foreign testing or domestic symbolic launch, JoyAir AIR always not successful. And Junyao actually had already early realized this problem. After Thailand launch failure second month, December 2024, Zhuhai Yucheng held equity from 85.31% reduced to 15.55%, Putian State-owned Investment equity from 8.69% increased to 49.44%, Fujian Leading Industry Equity Investment Fund equity from 6% increased to 35%.
From acquisition to exit, two and a half years. For Junyao, this is rational enterprise decision. But for this shell, back to starting point—Ten years, going around and around back to Fujian local state-owned capital hands.
Junyao Group Party Committee Secretary, President Wang Junhao on exit before and after 2025 China Enterprise Competitiveness Annual Conference publicly criticized new car forces: "Now new car forces, many people doing and doing just raise capital, doing and doing just prepare to run."
Indeed, Junyao did not rely on JoyAir Car to raise capital, of course loss also not large. Finally, Wang Junjin personal paid-in 190 million yuan, Group promised three years investment not less than 1 billion yuan, but final arrived less than half.
Whose Net Worth on Table
Yundou and JoyAir story, placed in China new forces ten years restructuring full landscape look, not an exception, is a category.
Put failed list out one by one: Yundou (Liu Xinwen, Chery System), JoyAir (Chen Zhixin + Wei Yong, SAIC/Wuling System), WM Motor (Shen Hui + Hou Haijing, Geely, Volvo/SAIC-GM System), Aiways (Fu Qiang + Chen Zhixin, Volvo/SAIC System), Enovate (Zhang Hailiang, SAIC System), HiPhi (Ding Lei, SAIC System), Neta (Fang Yunzhou + Zhang Yong, Chery/BAIC System), pure traditional automaker born professional managers at helm.
Then look at surviving that few: Li Bin sold Easy Car founded NIO, He Xiaopeng sold UC founded XPeng, Li Xiang sold Autohome founded Li Auto, Zhu Jiangming is Dahua Co-founder, invested 500 million yuan personal funds founded Leapmotor, all wealth free after take own money enter scene.
Difference not only in know or not know new automotive, but also in who bears risk.
Professional manager spends shareholders' money, investors' money, local government's money, do decision naturally has retreat road—worst is also change one company continue to be executive.
And NIO, XPeng, Li Auto, Leapmotor founders, net worth bet on this one thing. Li Bin 2019 almost bankrupt also did not leave, He Xiaopeng repeatedly add personal assets, Zhu Jiangming take own money smash in. "Unsuccessful return to zero" people and "Unsuccessful change place" people, do out decision weight different.
Junyao is third kind variant: Money is own, but mind not all here. Automotive just is ecosystem puzzle piece, use agent operation, one risk just pull back. Funds in place, determination not in place.
Governance structure problem also runs through all. Yundou is four-party system, JoyAir is external shareholders plus consultant plus general manager multi-head pattern, WM Motor has multi-round VC each has demands, Aiways shareholders changed several rounds, Neta then 360 and local government both have voice.
Decision power dispersed, no one willing to bet full on long-term investment. Liu Xinwen held Yundou 15.56% equity, no decision power, R&D budget 200 million yuan cut to 50 million yuan stop not stop.
Putian Xiuyu District sea breeze still blowing. Dual Qualification shell still there, Putian State-owned Investment again become largest shareholder. Ten years, this card from scarce turned into chicken rib—2017 it worth 2 billion yuan entry fee, now 450 million yuan no one willing to pay out again.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會用 Perodua Aruz 同 Mitsubishi Xforce 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，幫你省回做功課嘅時間。
Perodua Aruz 喺馬來西亞嘅 OTR 售價係 RM 72,900 - 77,900，一共 2 個版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900） 等。
Mitsubishi Xforce 喺馬來西亞嘅 OTR 售價係 RM 109,930 - 119,930，一共 2 個版本，包括 2026 1.5L Ultimate（RM 119,930）、2026 1.5L Urban（RM 109,930） 等。
由價錢睇，Perodua Aruz 嘅起價確實比 Mitsubishi Xforce 平咗 RM 37,030。如果你預算有限，Perodua 嘅入門版已經可以滿足日常需求。但亦都要注意，平咗幾千蚊，可能喺配備上會有取捨，具體就要睇你嘅需求。
Perodua Aruz 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Mitsubishi Xforce 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Mitsubishi Xforce 嘅 1.5L Turbo 比 Perodua Aruz 嘅 1.5L 4-cyl 多咗 35 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。
Perodua Aruz 車身長 4400 mm，行李箱 400 L。
Mitsubishi Xforce 車身長 4400 mm，行李箱 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。
Perodua Aruz 採用 FWD 驅動方式。
Mitsubishi Xforce 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，Perodua Aruz 同 Mitsubishi Xforce 都係馬來西亞市場幾唔錯嘅車型。揀邊一部，關鍵仲要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕先做最終決定。買車係一件大事，花少少時間做功課絕對唔會錯。
In the Malaysian SUV market, many buyers compare the Perodua Aruz and Chery Tiggo 8 when choosing a car. Both cars 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 Perodua Aruz has an OTR price in Malaysia of 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.
The Chery Tiggo 8 has an OTR price in Malaysia of RM 129,750 - 129,750, with a total of 1 version, including 2026 1.6T Standard (RM 129,750), etc.
Looking at the price, the Perodua Aruz's starting price is indeed RM 56,850 cheaper than the Chery Tiggo 8. If your budget is limited, the Perodua entry-level version can already meet daily needs. But note that the few thousand cheaper might involve trade-offs in features, depending on your specific needs.
The Perodua Aruz is equipped with a 1.5L 4-cyl, 105 hp. Official fuel consumption 6.0 L/100km.
The Chery Tiggo 8 is equipped with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
In terms of power, the Chery Tiggo 8's 1.5L Turbo has 35 more horsepower than the Perodua Aruz's 1.5L 4-cyl. However, for daily city driving, both cars have sufficient power and won't feel underpowered.
Perodua Aruz safety rating is 5★ (ASEAN NCAP), active safety systems include.
Chery Tiggo 8 safety rating is TBD, active safety systems include Basic.
Perodua Aruz body length is 4400 mm, trunk 400 L.
Chery Tiggo 8 body length is 4400 mm, trunk 400 L.
Both cars are almost the same size, with little difference in interior space. For this class of cars, it is sufficient for daily use.
Perodua Aruz warranty 5 years/150,000km, service interval every 10,000km or 6 months.
Chery Tiggo 8 warranty 3 years/100,000km, service interval every 10,000km or 6 months.
Overall, both the Perodua Aruz and Chery Tiggo 8 are quite good 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 several car dealerships, and then test drive to make the final decision. Buying a car is a big matter; spending some time doing research will definitely not be wrong.
