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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 Honda CR-V 同 Kia Sportage 嚟做比較。呢兩款車喺價位同定位上都幾接近，今日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。
Honda CR-V 喺馬來西亞嘅 OTR 售價係 RM 178,200 - 195,900，合共 4 個版本，包括 2026 e:HEV 2.0L 2WD RS（RM 195,900）、2026 1.5T 4WD V（RM 181,900）、2026 e:HEV 2.0L 2WD E（RM 178,200） 等。
Kia Sportage 喺馬來西亞嘅 OTR 售價係 RM 129,639 - 179,320，合共 4 個版本，包括 2025 1.6T DCT 4WD High（RM 179,320）、2025 1.6T DCT 2WD High（RM 159,320）、2025 2.0L AT 2WD High（RM 139,639） 等。
計到價錢，Kia Sportage 嘅入價比 Honda CR-V 平咗 RM 48,561。講真係，喺呢個價位段，幾千蚊嘅差距其實唔係好大，關鍵始終係睇整體嘅性價比同長遠使用成本。
Honda CR-V 裝載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
Kia Sportage 裝載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Honda CR-V 嘅 2.0L 4-cyl 比 Kia Sportage 嘅 1.5L Turbo 多咗 30 匹馬力，中段加速更有信心，尤其係行高速路超車嗰陣。不過 Kia Sportage 嘅油耗可能更抵，日常市區通勤差別唔會太大。
Honda CR-V 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
Kia Sportage 保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
Honda CR-V 同 Kia Sportage 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，那就揀配置更豐富嗰款。最終始終建議兩款都去試駕，親身試下先係最重要。
總括嚟講，Honda CR-V 同 Kia Sportage 都係馬來西亞市場幾不錯嘅車型。揀邊一部，關鍵始終係要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，然後去試駕做最後決定。買車係件大事，花啲時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Honda CR-V 同 Hyundai Santa Fe 嚟做比較。呢兩款車喺價位同定位上都幾接近，今日我就從多個方面做一個詳細嘅比較，幫晒你省返做功課嘅時間。
Honda CR-V 喺馬來西亞嘅 OTR 售價係 RM 178,200 - 195,900，一總有 4 個版本，包括 2026 e:HEV 2.0L 2WD RS（RM 195,900）、2026 1.5T 4WD V（RM 181,900）、2026 e:HEV 2.0L 2WD E（RM 178,200） 等。
Hyundai Santa Fe 喺馬來西亞嘅 OTR 售價係 RM 225,000 - 270,000，一總有 3 個版本，包括 2025 2.5T DCT 4WD Calligraphy 6 Seats（RM 270,000）、2025 HEV 1.6T AT 2WD Prestige 7 Seats（RM 245,000）、2025 HEV 1.6T AT 2WD Prime 7 Seats（RM 225,000） 等。
由價錢嚟睇，Honda CR-V 嘅起步價確實比 Hyundai Santa Fe 平咗 RM 46,800。如果你預算有限，Honda 嘅入門版已經可以滿足日常需要。但要留意，平少少嘅幾千蚊，可能喺配備上面有取捨，具體就要睇你嘅需要。
Honda CR-V 嘅安全评分係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING (ACC, CMBS, LKAS, RDM)。
Hyundai Santa Fe 嘅安全评分係 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分。不過 Honda CR-V 嘅 Honda SENSING (ACC, CMBS, LKAS, RDM) 同 Hyundai Santa Fe 嘅 Basic 喺功能上面有啲分別，如果你比較重視主動安全嘅話，可以詳細對比下兩者嘅功能列表。
Honda CR-V 車身長 4500 mm，行李箱 450 L。
Hyundai Santa Fe 車身長 4400 mm，行李箱 400 L。
空間方面，Honda CR-V 嘅車身比 Hyundai Santa Fe 長咗 100 mm，車內乘坐空間會稍微寬鬆少少，特別係後座腿部空間。如果你經常帶家人或者需要放嬰兒車，大少少嘅車身確實更實用。
Honda CR-V 保修 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
Hyundai Santa Fe 保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，Honda CR-V 同 Hyundai Santa Fe 都係馬來西亞市場幾唔錯嘅車型。揀邊一部，關鍵就要睇你嘅個人需要同預算。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 Malaysian SUV market, many buyers compare Honda CR-V and Hyundai Tucson when selecting 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 for Honda CR-V in Malaysia is RM 178,200 - 195,900, with a total of 4 versions, including 2026 e:HEV 2.0L 2WD RS (RM 195,900), 2026 1.5T 4WD V (RM 181,900), 2026 e:HEV 2.0L 2WD E (RM 178,200), etc.
The OTR price for Hyundai Tucson in Malaysia is RM 143,888 - 197,888, with a total of 5 versions, including 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), etc.
Looking at the price, Hyundai Tucson's starting price is RM 34,312 cheaper than Honda CR-V. Honestly, in this price range, a difference of a few thousand is not significant. The key is still to look at the overall value for money and long-term usage costs.
Honda CR-V is equipped with 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
Hyundai Tucson is equipped with 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
In terms of power, Honda CR-V's 2.0L 4-cyl has 30 more horsepower than Hyundai Tucson's 1.5L Turbo, offering more confidence in mid-range acceleration, especially when overtaking on highways. However, Hyundai Tucson's fuel consumption might be more economical, and the difference in daily city commuting won't be too significant.
Honda CR-V's safety rating is 5★ (ASEAN NCAP), active safety system includes Honda SENSING (ACC, CMBS, LKAS, RDM).
Hyundai Tucson's safety rating is 5★ (ASEAN NCAP), active safety system includes SmartSense.
Both cars have the same safety rating. Safety features are quite comprehensive for this class. Safety for current new cars is generally good, no need to worry too much about this.
Honda CR-V Warranty 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
Hyundai Tucson Warranty 5 years/300,000km, maintenance interval every 10,000km or 6 months.
Honda CR-V and Hyundai Tucson 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, choose the model with more configurations. Ultimately, it is recommended to test drive both, personal experience is the most important.
Overall, Honda CR-V and Hyundai Tucson are both very good models in the Malaysian market. Choosing which one depends on your personal needs and budget. We suggest doing your research, comparing quotes from a few car dealers, and then going for a test drive to make the final decision. Buying a car is a big matter, spending time on research will definitely not go wrong.
In the most competitive A-class fuel SUV sub-segment ranging from 70,000 to 120,000 yuan, where real skill is most tested, buyers fear two things: first, a specification sheet looks full but minor issues arise after two years; second, domestic pricing and standards differ from export standards, where the term "global car" is just marketing. The Tiggo 7 series' market feedback over the past few years happens to address these two pain points. Since its launch in 2016, the Tiggo 7 has entered over 100 countries and regions globally, with cumulative series users breaking one million. Recently, official communication mentioned a global user scale of 1.93 million, consistently ranking among the top for Chinese brand A-class SUV exports. More importantly, its reputation wasn't built by single hit models but is driven by both domestic commuting families and overseas users in multiple climates.
Global Quality: Standards aren't made just for export, but for home use by global standards
The Tiggo 7's "global car" attribute is reflected in standards rather than slogans. Chery's public data states the Tiggo 7 series R&D phase covered regulations and usage scenarios in multiple regions including China, ASEAN, Australia, and Europe, with targeted verification in environments like complex roads in Brazil, high temperature and humidity in Indonesia, and high temperature/dust storms in the Middle East. Tiggo 7 PLUS related communication also emphasized passive safety configurations like high-strength body, 6 pieces of Benteler hot-formed steel in key areas, and 6 airbags with wraparound protection. Regarding safety certification, series communication frequently mentioned multiple 5-star safety evaluations including China, ASEAN, Australia, and Europe. The Tiggo 7 PLUS official website and early global car materials involve international endorsements like Australia A-NCAP 5-star. On the design side, it won the German Red Dot Award, avoiding the stereotype that "cheap = shoddy".
Third-party reliability data added a second layer of credibility. In J.D. Power's "2026 China Vehicle Dependability Study (VDS)", Tiggo 7/Tiggo 7 PLUS ranked first in the mid-size economy SUV sub-segment. This study is based on feedback from real car owners 13–48 months after purchase, focusing on long-term use rather than the first test drive. For editors finalizing the article, this statement is harder than "lifetime warranty": lifetime warranty is what the manufacturer dares to promise, VDS is what owners are willing to rate.
User Reputation: 190,000 kilometers and 25,000 kilometers a year both say "worry-free"
A domestic Tiggo 7 owner shared a 190,000 kilometer mileage, concluding with just one phrase "never let us down", used for commuting, long-distance, and full-load family travel. In dealer-collected owner feedback in Shaanxi, Gansu and other places, the 1.5T version is often mentioned as "light and brisk in the city, enough for school runs, 7+ MPG on display", the second row is not cramped for a family of five, baby strollers, camping gear, and supermarket shopping fit in one car. Some first-time buyers mentioned the 1.5T Enjoyment version, priced over 80,000 yuan on the road, emphasizing "no decoration add-ons, transparent insurance and registration fees", such reviews are most relatable to 70k-90k level users.
Overseas reputation is even more direct. A South American owner drove a Tiggo 7 Sport for nine months and commented "only happiness"; another overseas user drove 25,000 kilometers a year, evaluating "maintenance doesn't hurt the wallet, insurance is cheap, must be full marks"; an experienced driver in Brazil with 50 years of driving experience described it as "comfortable, strong power, value far exceeds expectations" after trying it; European owners focus more on the whole vehicle warranty policy, believing manufacturers dare to offer long-term support, only then do they dare to buy Chinese brand fuel SUVs. From 190,000 km domestically to tens of thousands of kilometers overseas in a year, the keywords pieced together from cross-market samples are highly consistent: reliable, cheap to maintain, large space.
A-Class Body: 2670mm Wheelbase, 475—1500 Liters, 70k-Level Automatic
Back to the product itself, Tiggo 7 makes "A-Class Value" very tangible. Based on the new Tiggo 7 and Tiggo 7 PLUS on sale: body approx 4530x1862x1695mm, wheelbase 2670mm, positioning compact/A-class; rear legroom is approx two fists for a 175cm tester, floor is nearly flat, a family of five won't feel knee-bumping on long trips; trunk is standard 475L, expands to 1500L with seats folded, baby strollers, folding bikes, camping boxes can all fit, PLUS higher version also provides 24.6-inch curved surround screen, Lion car internet, 8155 chip, CarPlay/HiCar, 360°or 540°camera view.
The Tiggo 7's low trim isn't just "enough is good", but defines a new entry-level comfort standard with solid hardware—multi-link chassis, zero-gravity seats, remote temperature control, and flat rear seat are the four pillars, allowing an 80,000 yuan budget to experience crossover-level driving quality. If you value daily commuting and family travel comfort sensation, it truly achieves "low trim without compromise".
Power and Cost of Use: 1.5T for Commuting, 1.6T for Long Distance
Tiggo 7 power splits into two lines by scenario. When the whole family departs fully loaded, the golden combination of 1.5T high-efficiency turbo engine and 9-speed CVT transmission is enough for use, max power 115kW, max torque 230N·m, light start, stable high-speed cruise, smooth shifting without jerking. Meanwhile, the boulder-like body built by global 5-star safety standards protects family safety.
To let users completely eliminate worries, Tiggo 7 launched that the first non-operating owner can enjoy a whole vehicle lifetime warranty. This means, compared to the common 3 years or 100,000 kilometers warranty on the market, Tiggo 7 extends this guarantee to the vehicle's entire lifecycle. Discounts at purchase time are visible benefits, while lifetime warranty is real money saved in the vehicle use life of the next ten years or even longer.
Why it Deserves the Name A-Class Value Benchmark
The benchmark for A-class SUVs is not about how many screens are piled up, but whether "price, space, reliability, safety, ownership volume" are all balanced. Tiggo 7, through a "low price, high spec" strategy and global technology endorsement, precisely meets family users' needs for comfort, safety, and intelligence. Its sales performance of consecutively reigning as the A-class SUV export champion of Chinese brands for three years further confirms its market recognition as a "value benchmark". It may not be the most aggressive in every individual item, but it does everything family SUVs care most about: "don't break, don't be expensive, don't be cramped, don't cut specs".
For young families, the first car often determines trust in the brand for the next ten years. The A-Class Value Benchmark shouldn't be defined by joint venture brands, nor by individual parameters, but should be defined by long-term real-world user reputation.
Conclusion
A-Class family SUV users have never wanted the flashiest, but the most stable; global quality plus local reputation is the truly irreplaceable benchmark at this price point. In one sentence: Tiggo 7's reputation is not that a certain parameter explodes, but making "upgrade specs + global verification + lifetime warranty" a long-term account for family use.
In the Malaysian SUV market, many buyers compare Honda CR-V and Mazda CX-30 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 save you time on research.
The OTR price of Honda CR-V in Malaysia is RM 178,200 - 195,900, with a total of 4 versions, including 2026 e:HEV 2.0L 2WD RS (RM 195,900), 2026 1.5T 4WD V (RM 181,900), 2026 e:HEV 2.0L 2WD E (RM 178,200), etc.
The OTR price of Mazda CX-30 in Malaysia is RM 122,409 - 146,409, with a total of 4 versions, including 2025 2.0L High+ Premium (RM 146,409), 2025 2.0L High+ (RM 138,409), 2025 2.0L High (RM 130,409), etc.
In terms of price, the starting price of Mazda CX-30 is RM 55,791 cheaper than Honda CR-V. To be honest, in this price range, a difference of a few thousand is not really significant; the key is to look at overall value for money and long-term ownership costs.
Honda CR-V safety rating is 5★ (ASEAN NCAP), active safety systems include Honda SENSING (ACC, CMBS, LKAS, RDM).
Mazda CX-30 safety rating is 5★ (ASEAN NCAP), active safety systems include i-Activsense.
Both cars have the same safety rating, and safety features are quite comprehensive for this level. New car safety nowadays is not bad, no need to worry too much about this.
Honda CR-V body length is 4500 mm, trunk 450 L.
Mazda CX-30 body length is 4500 mm, trunk 450 L.
The dimensions of both cars are almost the same, and the interior space difference is not significant. For this class of cars, it is completely sufficient for daily use.
Honda CR-V warranty 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
Mazda CX-30 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Both Honda CR-V and Mazda CX-30 are 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, choose the one with richer configurations. Ultimately, it is recommended to test drive both, as personal experience is the most important.
Overall, both Honda CR-V and Mazda CX-30 are very good models in the Malaysian market. Choosing which one depends mainly on your personal needs and budget. It is recommended that everyone do their research, compare quotes from several dealerships, and then test drive to make the final decision. Buying a car is a big matter, spending time on 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拿本田 CR-V 同馬自達 CX-30 嚟比較。呢兩款車喺價位同定位上都好接近，今日我哋就由多個方面做一個詳細嘅比較，幫您省下做功課嘅時間。
本田 CR-V 喺馬來西亞嘅 OTR 售價係 RM 178,200 - 195,900，一共有 4 個版本，包括 2026 e:HEV 2.0L 2WD RS（RM 195,900）、2026 1.5T 4WD V（RM 181,900）、2026 e:HEV 2.0L 2WD E（RM 178,200）等。
馬自達 CX-30 喺馬來西亞嘅 OTR 售價係 RM 122,409 - 146,409，一共有 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。
由價錢嚟睇，馬自達 CX-30 嘅起步價比本田 CR-V 平咗 RM 55,791。坦白講，喺呢個價位段，幾千塊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同長期使用成本。
本田 CR-V 配備 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
馬自達 CX-30 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，本田 CR-V 嘅 2.0L 4-cyl 比馬自達 CX-30 嘅 1.5L Turbo 多咗 30 匹馬力，中段加速更有信心，尤其係跑高速公路超車嘅時候。不過馬自達 CX-30 嘅油耗可能更友好，日常市區通勤差別唔會太大。
本田 CR-V 車身長 4500 mm，行李廂 450 L。
馬自達 CX-30 車身長 4500 mm，行李廂 450 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。
本田 CR-V 採用 FWD 驅動方式。
馬自達 CX-30 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。
本田 CR-V 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
馬自達 CX-30 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，本田 CR-V 同馬自達 CX-30 都係馬來西亞市場好唔錯嘅車款。揀邊一輛，關鍵仲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，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。
On September 1, 2026, the Ministry of Commerce, the Ministry of Industry and Information Technology, and the State Administration for Market Regulation jointly released a document titled "Guidelines for Overseas Competition Behavior and Compliance Construction in the Automotive Industry."
The document consists of four chapters and twenty articles, with clear core requirements: establish a cost-based overseas pricing strategy to avoid affecting the interests of overseas consumers and brand image due to frequent and significant price fluctuations; at the same time, require automakers to strengthen product overseas assessment to avoid launching products that do not meet the needs of the target market and usage environment.
Going global has been one of the themes of the automotive industry in recent years. In 2025, China's automobile exports reached 8.32 million units, sold to over 200 countries and regions. Meanwhile, Chinese automakers have also invested in the local automotive manufacturing industry in over 80 countries and regions.
However, at this time, the issuance of such a document related to overseas market competition for automobiles might indicate a problem: behind the scale expansion, concerns about overseas order are surfacing. Why this timing? The answer may be hidden in an event from more than twenty years ago: the entire process of Chinese motorcycles going from peak to collapse in Southeast Asia.
#Motorcycle Tragedy: Lessons from Market Share Dropping from 80% to Less Than 1%#
In the late 1990s, Chinese motorcycles had already gone abroad and welcomed a highlight period in the Southeast Asian market.
Previously, the motorcycle market in Southeast Asia was firmly held by Japanese brands. Top brands like Honda, Yamaha, and Suzuki monopolized over 90% of the Southeast Asian motorcycle market. The average unit price at that time was around $2,000.
After 1997, Chinese motorcycle brands such as Loncin, Jialing, and Zonsun sequentially went out in batches. Relying on significantly lower prices than Japanese brands, they quickly seized the market with extremely low pricing of $500-$700. By around 2002, Chinese motorcycles completely suppressed Japanese brands in market share in core areas like Vietnam.
Motorcycle companies at that time produced parts in China and assembled them in local markets like Vietnam. Market share rose rapidly from 23.8% in 1999 to 75.2% in 2000, reaching 80.5% in 2001. In 2001, the market share of Chinese brands exceeded 60%; in 2002, the export value reached 1.92 billion US dollars, and the overall market share climbed to 80%.
However, such prosperity did not last long. Seizing the market through price made these motorcycle companies taste the sweetness. The short-term rising market share also made them believe that this extensive competition logic would continue to work.
Thus, bottomless price involution appeared. Competitors frantically snatched orders and continuously cut prices. The profit per vehicle export was directly compressed to single-digit US dollars. Motorcycle companies no longer valued quality, only volume; some even started one-off deals, dumping unsold domestic products in the local market, selling off inventory and running away, with absolutely no after-sales service.
The result of such competition was predictable. Product quality experienced a systemic collapse in the short term. Cost pressure forced them to cut corners on parts. Vehicles普遍 showed serious faults such as engine oil leaks, frame fractures, and uncontrolled fuel consumption. In the eyes of Southeast Asian consumers at that time, Chinese motorcycles had a very high repair rate, frequent minor faults, requiring major repairs in less than 3 years, and being scrapped after 4-5 years.
In 2004, a motorcycle made in China suddenly fractured its frame while driving in Ho Chi Minh City, causing serious injuries to the rider. Vietnamese media reported wildly, and the country was swept up in a hot discussion about the durability of Chinese products.
Against this background, Japanese brands began to fight back. Honda launched affordable models, combined with buyout after-sales, deep localized supply chains, building a full-cycle service barrier that Chinese manufacturers could not resist. Finally, within the two years from 2004 to 2006, the market share of Chinese motorcycles plummeted from 80% to less than 1%. Subsequently, Japanese motorcycles regained 95% of the market share with stable quality.
Chinese motorcycles failed in Southeast Asia. The root cause here might not be that Japanese brands have an absolute technological gap in the motorcycle field, but simply endless involution. As of 2025, the total annual motorcycle sales in the Thai market reached 1.7118 million units. Japanese brands like Honda and Yamaha had a market share as high as 96.2%, while mainland Chinese brands retained only 0.69%.
Twenty years have passed, and this lesson seems to be being forgotten, especially as today's Chinese automotive industry seems to be a mirror image of the motorcycle industry twenty years ago.
#Chinese Automobiles: Running Wild While Planting Mines#
In recent years, after the Chinese automotive industry started industrial transformation, domestic car companies have not slowed down on this runaway road, especially in the overseas field. Starting from less than a million units in 2020, Chinese automobile exports completed a stunning leap in just a few years.
Total car exports in 2025 reached 7.098 million units (data from China Association of Automobile Manufacturers), up 21.1% year-on-year. Among them, new energy vehicle exports reached 2.615 million units, doubling year-on-year; and calculated by the broader statistical scope of the China Passenger Car Association, total exports in 2025 were as high as 8.32 million units.
Entering 2026, this momentum did not decrease at all. Car exports in the first half of the year reached 5.096 million units, a猛增 of 65.3% year-on-year, breaking the 5 million unit mark for the first time in half a year; July single-month exports were 918,000 units, up 87.8% year-on-year. Multiple forecasts predict that Chinese car exports in 2026 are expected to break through 10 million units for the first time.
It has to be said that these data look very eye-catching, but behind the brilliance, Chinese cars going overseas are encountering risks highly similar to the motorcycle tragedy back then.
Chinese automakers have already involutioned to the limit domestically. In the first half of 2026, the profit margin of the automotive industry's whole vehicle manufacturing dropped to 1.5%, reaching a new low in nearly ten years; 630 new cars clustered to launch, 95% monthly sales did not exceed 10,000; domestic sales dropped more than 20% year-on-year. Involution cannot continue in the domestic market, so many automakers turned their attention overseas.
Overseas markets are undoubtedly blue oceans compared to the domestic market,本该 be a incremental market with larger survival space and broader prospects. But the bad thing is, some automakers took the domestic tactics overseas as well.
Signs of 'involution' spillover have already appeared. In incremental markets such as Southeast Asia, the Middle East, and South America, some Chinese automakers concentrated into the A-level new energy passenger car track. Prices overlapped heavily in the 100,000-150,000 yuan range. The domestic tactic of 'trading price for volume, rapid distribution' was translated over, forcing other automakers to adopt similar response strategies.
In some regional channels, disorderly marketing behaviors such as cross-regional siphoning by dealers belonging to the same Chinese brand and frequent price cuts appeared; even more, some enterprises compressed after-sales spare parts reserves and user service investments to rush short-term sales rankings, simplifying overseas channel construction into an extensive model of 'finding agents, selling wholesale'.
In the Thai market, the selling price of Chinese brand electric vehicles has dropped from an average of about 1.2 million baht in 2023 to an 800,000 baht range in 2026. The BYD Dolphin partial version price dropped from 800,000 baht to more than 500,000 baht. The price plunge triggered a chain of negative effects: vehicle second-hand residual value significantly shrunk, a large number of owners' loan balances exceeded vehicle valuation, and some brands faced consumer complaints for dropping prices too aggressively.
From 2024 to 2026, the Thailand Consumer Protection Committee and Consumer Committee collectively accepted 1,348 complaints related to electric vehicles. The complaints focused on four aspects: frequent price drops destroying user asset expectations, resource mismatch of emphasizing sales over after-sales, instability of new forces' operations causing consumer anxiety, and vehicle actual performance not matching promotion.
The new version of the 'Lemon Law' (Draft Law on Product Defect Liability) being promoted in Thailand has clearly included electric vehicles in the scope of key protection, implementing inverted burden of proof. If a fault occurs within 1 year of vehicle delivery, it is directly presumed that the defect existed at delivery, and the automaker/seller must prove the defect was not factory-integrated, without consumers needing to collect evidence themselves.
At the same time, issues and doubts such as chassis rust and missing after-sales are emerging. A foreign car review website summarized the five high-frequency problems of Chinese electric vehicles: unstable software, insufficient after-sales network, spare parts supply delays, ADAS calibration weaknesses, and rapid depreciation of residual value. Doubts such as 'chassis rust through in two years', 'missing after-sales', 'parts supply interruption' continue to ferment on overseas social media.
#Signals of the Motorcycle Tragedy Have Already Appeared#
Chinese automobile brands are facing multiple challenges in overseas markets. With exports aiming for the 10 million unit mark in 2026, some problems also began to expose concentrated.
From the perspective of the product itself, product quality concerns are the most direct and also have a relatively large impact factor. Many models exported overseas are basically developed in China's native land. However, overseas markets differ from China's native environment. After entering overseas markets, some adaptability issues will occur.
For example, high electricity consumption on unlimited speed highways in Germany; in Russia, Northern Europe, etc., chassis is prone to rust due to de-icing agents; in Mexico and other areas with complex road conditions, power and noise control performance is poor. Overseas user complaints include battery faults, range shrinkage, unstable software, intelligent driving assistance system (ADAS) calibration defects, etc. Multiple Chinese automakers have had recalls overseas.
In addition, Chinese cars ran overseas, but the entire after-sales service system has not caught up. Currently, overseas markets generally suffer from insufficient after-sales outlets, delayed spare parts supply, lack of repair technicians, etc. Moreover, inconsistent charging standards across different countries and fragmented APP ecosystems also increase service difficulty.
One point worth noting is that if after-sales related issues do not catch up, it brings a series of chain reactions.
Recently, several overseas insurance companies have tightened or even refused to provide insurance services for Chinese new energy vehicles. In mid-August, Dutch top insurer Univé (members over 1.8 million) updated underwriting rules citing 'shortage of parts, imperfect repair network, lack of technical data'.
Brands like Hongqi, Changan, Voyah, Leapmotor, Jetour, OMODA, and Mengshi, the insurance company completely refused coverage; brands like Dongfeng, Nio, Firefly, Zeekr could only purchase the legally minimum third-party liability insurance; BYD, MG, Lynk & Co have complete localized service systems locally and are currently unaffected.
Univé emphasized that this move has nothing to do with vehicle quality or country of origin. The root cause is that some brands' 'after-sales service system construction did not catch up with the expansion rhythm', for example, a repair shop waited for a Chinese brand electronic control unit for nearly 200 days, during which additional costs like replacement cars, parking fees, etc. approached 18,000 euros, equivalent to five months of wages for a regular full-time employee in the Netherlands.
The same situation exists in the UK. Due to lack of historical claims data, high repair costs, and immature supply chains, insurance companies generally hold a cautious attitude towards Chinese brand vehicles. A survey shows that half of Chinese brand insurance requests were rejected, and even for insurable policies, prices were sometimes nearly double that of equivalent fuel cars.
Like Jaecoo 7 with an average annual premium of 1,103 pounds, while the equivalent Skoda Karoq is only 577 pounds. The reason also comes down to after-sales. The UK Association of British Insurers report shows that repair costs for some Chinese brand models are 30%-50% higher than equivalent European brands. These issues all point to one factor: selling the product is just the first hurdle; building a perfect, reliable localized service system is the key to whether one can truly stand in the overseas market.
#Involution Domestically Then Overseas, Why Lose Rationality?
Chinese automakers clearly know the harm of involution. Whether it's industry gatherings or national appeals, everyone actually knows involution does harm and no benefit. However, domestic appeals have been made for so many years, without a single person stopping. As for why still take the fire overseas? This is actually a question worth thinking about.
The reasons behind this are nothing more than these points.
First, involution has become unviable domestically. The total volume of the domestic market has basically stabilized at the current magnitude. New incremental volumes will definitely not appear in the near future. The data that domestic sales dropped more than 20% year-on-year already illustrates the problem. However, under such circumstances, domestic automakers dare not stop, because stopping means exiting the market. Then going overseas is no longer a choice for new incremental volume, but a choice to survive.
Secondly, overseas might have higher profit margins. Currently, the pricing of Chinese brand products overseas is generally higher than domestic. Moreover, whether new energy or intelligence, compared to products in overseas markets, this is still considered a differentiated advantage of Chinese automakers. So with the domestic industry profit margin left at only 1.5% now, the opportunity in the overseas market forces people to have a gambling mentality.
Finally, domestic capacity needs an outlet. Now the total design capacity of domestic whole vehicles is to exceed 40 million units, but the current capacity utilization rate is only less than 60%. These capacities no longer have space in the domestic market to consume. So going overseas actually becomes the only choice.
But the problem is that now many automakers go overseas to make money, to survive. From a human nature perspective, we all know that under extreme conditions, people are very likely to make some irrational things. So the means of involution naturally some people will not let go. However, the most critical problem is that overseas markets are by no means a simple externalization of the Chinese market.
But as mentioned before, 'Chinese medicine' cannot cure involution, but there are plenty of 'Western medicine' means. Chinese cars going overseas好不容易 gained the current scale. If we never remember the historical lessons before, then it is very likely that due to short-sighted behaviors of some enterprises, the achievements and credit accumulated by the whole industry over the years will be destroyed.
#Where is the Solution? Only Refined Operations Can Leverage the Market#
The 'Guidelines for Overseas Competition Behavior and Compliance Construction in the Automotive Industry' released by the three departments is exactly the official response to this problem. The document emphasizes the basic principles of compliance with laws and regulations, fair competition, and mutual benefit and win-win. Essentially, it is guiding automakers to shift from 'price-driven' to 'value-driven'.
To truly achieve benign expansion overseas, there is only one road: refined operations coupled with deep local planting.
BYD's approach in Japan is an example worth referencing. In July this year, BYD's pure electric K-Car 'Otter' (RACCO) exclusively designed for the Japanese market officially launched, with a guide price of 2.145 million to 2.497 million yen. This is not selling Chinese models under a new name to Japan, but a car developed 'from scratch' targeting Japanese consumption scenarios.
Right-hand steering, column shifter, four seats, vertical umbrella slot, A-pillar triangular window to reduce blind spots. To adapt to K-Car specifications, length, width, height do not exceed 3400/1480/2000mm. BYD redesigned body dimensions, battery layout, and space plans. More importantly, BYD gave up the tactic Chinese markets are best at in Japan: not fighting on price, fighting on configuration.
Otter is equipped with two blade battery types of 22.4kWh and 35.84kWh. Range reaches 210 km and 320 km respectively, the longest range among Japanese pure electric K-Cars. The whole series comes standard with V2L external discharge and V2H car-to-home power supply. In comparison, Nissan Sakura and Mitsubishi eK XEV are equipped with 20kWh batteries, range 180 km, starting price 2.33 million to 2.39 million yen. The Otter entry-level version not only has a price about 190,000 yen lower, but range increased by 30 km instead.
Within two weeks, 1,000 orders were secured, about 80% from the top configuration version. In the context of the Japanese domestic market imported car total market dropping 10% year-on-year, the Otter grew by 69%.
Furthermore, Chery partnered with EBRO in Spain to revitalize the former Nissan factory in Barcelona; Geely acquired 34% equity of Ford's Spain factory for 221 million euros; BYD's production base in Bahia, Brazil has officially gone into production, over 50,000 vehicles went off the line. From whole vehicle exports to localized production, from selling products to building systems. Although this road is harder than whole vehicle exports, it is also the only road that can be passed through currently.
Anyway, the 'Guidelines for Overseas Competition Behavior and Compliance Construction in the Automotive Industry' released by the Ministry of Commerce and three other departments is the first normative document for this industry to systematically reflect on 'how to go overseas'. It also reflects that the current Chinese automotive industry has realized the reality that it cannot continue this way.
However, the document is still just a document. What can truly stop 'involution spillover' still relies on the consciousness of every overseas automaker. The story of Chinese motorcycles in Southeast Asia going from 80% to less than 1% is still before our eyes.
Chinese car exports are standing at a critical turning point connecting the past and future. The victory or defeat of long-term competition depends not on whose price is lower and who ships faster, but on the comprehensive ability of localized operations, global compliance governance, industrial chain synergy, and brand building. Refusing involution spillover is not a slogan, it is the bottom line Chinese car exports must maintain.
In the Malaysian SUV market, many buyers compare Honda HR-V and Subaru Crosstrek when choosing a car. These two cars are quite close in price and positioning. Today we will do a detailed comparison from multiple aspects to help you save time on research.
Honda HR-V's OTR price in Malaysia is RM 115,900 - 143,900, with a total of 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), etc.
Subaru Crosstrek's OTR price in Malaysia is RM 145,000 - 160,000, with a total of 1 version, including 2.0L e-Boxer (RM 150,000), etc.
From a price perspective, Honda HR-V's starting price is indeed RM 29,100 cheaper than Subaru Crosstrek. If your budget is limited, Honda's entry-level version can already meet daily needs. But also note, the few thousand savings might involve trade-offs in features, it depends on your specific needs.
Honda HR-V is equipped with 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Subaru Crosstrek is equipped with 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Both cars use the same powertrain, the driving experience feels basically the same. Fuel consumption is also similar, no need to worry too much about this.
Honda HR-V safety rating is 5★ (ASEAN NCAP), active safety systems include Honda SENSING (ACC, CMBS, LKAS, RDM).
Subaru Crosstrek safety rating is 5★ (Euro NCAP), active safety systems include EyeSight.
Regarding safety features, both cars received good ratings. However, Honda HR-V's Honda SENSING (ACC, CMBS, LKAS, RDM) and Subaru Crosstrek's EyeSight have some differences in function. If you value active safety, you can compare the feature lists of both carefully.
Honda HR-V warranty 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
Subaru Crosstrek warranty 3 years/100,000km, maintenance interval every 10,000km or 6 months.
Overall, Honda HR-V and Subaru Crosstrek are both very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. We recommend doing your research, comparing quotes from several dealerships, and then test driving to make a final decision. Buying a car is a big matter, spending some time researching will never be wrong.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿本田 HR-V 同 奇瑞 Tiggo 8 Pro 嚟比較。呢兩部車喺價位同定位上都幾接近，今日我哋就由多個方面做一個詳細嘅對比，幫你省下做功課嘅時間。
本田 HR-V 喺馬來西亞嘅 OTR 售價係 RM 115,900 - 143,900，合共有 4 個版本，包括 2026 e:HEV 1.5L RS（RM 143,900）、2026 1.5T V（RM 137,900）、2026 1.5T E（RM 130,900） 等。
奇瑞 Tiggo 8 Pro 喺馬來西亞嘅 OTR 售價係 RM 159,750 - 159,750，合共有 2 個版本，包括 1.6L Turbo Standard（RM 130,000）、1.6L Turbo Premium（RM 145,000） 等。
從價錢睇落，本田 HR-V 嘅起步價的確比 奇瑞 Tiggo 8 Pro 平咗 RM 43,850。如果你預算有限，本田嘅入門版已經可以滿足日常需要。但都要留意，平咗嘅幾千塊，可能在配備上會有取舍，具體就要睇你嘅需要。
本田 HR-V 採用 FWD 驅動方式。
奇瑞 Tiggo 8 Pro 採用 FWD 驅動方式。
兩部車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大分別。
本田 HR-V 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
奇瑞 Tiggo 8 Pro 保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
本田 HR-V 同 奇瑞 Tiggo 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，就揀配置更豐富嗰款。最終仲係建議兩款都去試駕，親自體驗先至係最重要。
總體嚟講，本田 HR-V 同 奇瑞 Tiggo 8 Pro 都係馬來西亞市場幾唔錯嘅車款。揀邊一輛，關鍵始終都要睇你個人需要同預算。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。
Officially singled out "frequent price cuts", warning against excessive price competition in overseas markets. Behind this lies not just the profit account, but the image account of China's automotive industry overseas.
Specifically regarding policy implementation, on September 1, 2026, the Ministry of Commerce, Ministry of Industry and Information Technology, and State Administration for Market Regulation jointly issued the "Guidelines for Overseas Competition Behavior and Compliance Construction in the Automotive Industry". The content regarding pricing is worth noting. The document points out that when enterprises formulate suggested retail prices overseas, they should set clear price gradients for different vehicle configurations, avoiding "affecting the interests and brand image of overseas consumers due to frequent and significant price fluctuations".
The "knock" meaning in this sentence is obvious, referring to the "price cut actions" that everyone is very familiar with in recent years. As for why the official needs to single out such behavior so seriously, perhaps we can see a clue from relevant data. Relevant data shows that in 2025, China's automobile exports reached 8.32 million units, sold to more than 200 countries and regions, and remained first in the world for consecutive years. In the first seven months of this year, the export volume reported by the General Administration of Customs reached 6.399 million units, a year-on-year increase of 53.7%, and breaking through 10 million units for the whole year seems to be inevitable.
The ceiling of scale is visibly rising, but the profit situation is like a bucket of cold water. According to Wind data, the total net profit attributable to owners of 289 listed automotive manufacturing companies in the first half of the year was 56.531 billion yuan, a year-on-year decrease of 25.74%, with the profit margin of complete vehicle manufacturing falling to 1.5%, a record low in nearly 10 years.
When the industry begins to show a situation where more sold means less earned, it indicates that something has deviated from the normal track. In other words, this is no longer a situation that can be explained by simple exchange rates and tariff factors. The three departments singled out "frequent price cuts", indicating that the official side has seen the bookkeeping problems; in essence, it is still a guide for the long-term survival of Chinese automakers overseas.
The "Profit Account" of Overseas Price Cuts, Calculated Clearly by Three Departments
The three departments singled out "frequent price cuts", most likely having calculated a financial account clearly, that is, sales volume and profits are moving further and further apart. Even BYD, a top representative with relatively thick profits among independent brands, also has such a situation. Let's look at a set of data. In the first half of 2026, BYD sold 789,400 units overseas, a year-on-year surge of 67.9%, and the proportion of overseas sales rose from about 24% year-on-year last year to 44%. According to Orient Securities' calculation, BYD's overseas business gross margin in the first half of the year was 28.4%, while domestic was only 17%. As a sample automaker going overseas, BYD's sales and profit calculation data are both quite good.
But another layer of reality is that BYD's single car revenue is also declining. According to the same Orient Securities statistics, compared with the first half of 2025, BYD's overseas single car revenue decreased by 16,000 yuan. These two sets of data seem contradictory, but there is actually a certain "logical rationality". Why say this?
The "involution" of the Chinese automotive market has not disappeared because of going overseas. This has led to a phenomenon: on one hand, the proportion of overseas sales has surged; on the other hand, the single car revenue is declining. Some developing well automakers went overseas, propping up gross margins with high-value models. But the more and more low-price models were pushed overseas, also leading to the situation of the average price going down. When the main force of exports expands from Dolphin, Yuan Plus such medium-to-high-end models to more low-price product lines, the premium that the overseas market should belong to the brand is being thinned step by step.
Of course, this is not a problem faced by a certain automaker. Looking through the first half-year financial reports, many automakers that are heavily going overseas are experiencing such a situation. Chery's net foreign exchange loss was 2.092 billion yuan; Geely's net foreign exchange gain from the same period last year of 2.64 billion yuan was directly turned into this year's 550 million yuan net loss; Great Wall Motor had a net foreign exchange gain of 1.493 billion yuan in the first half of last year, but this year after deducting hedging locks, it actually lost 266 million yuan; Leapmotor delivered 356,000 units for half a year, a year-on-year increase of 60.8%, sitting at the top of the new force sales list, but calculated down, the single car net profit was less than 600 yuan, and the annual profit guidance was down from 5 billion yuan to 3 billion yuan.
These data mean that overseas market competition problems have begun to show. Those overseas shares won by price are being transferred in the form of profits. The selling price goes down, the gross margin goes down, and stacked with exchange rate fluctuations, the book profit will eventually become a big problem. "Avoid affecting overseas consumer interests and brand image due to frequent and significant price fluctuations" reflects the concerns of relevant departments.
The Impact Behind Price Cuts, The Whole Industry Has to Pay For It
Thinking deeper, the concerns of the three departments might not only because they calculated the profit account. If looking at it from the perspective of long-term industry development, the coverage of "frequent price cuts" and "overseas involution" is far wider than we imagine. Automobiles are different from ordinary consumer goods. Sun Xiaohong, former Secretary-General of the Automotive Internationalization Professional Committee of the China Machinery Industry Import and Export Chamber of Commerce, explained it clearly: "Overseas markets attach great importance to vehicle residual value and the usage cost of the vehicle's full lifecycle. Frequent and excessive price cuts will make consumers worried about the future residual value preservation of the vehicle, bringing a series of negative effects."
Users who just picked up the car, the next foot sees the official hanging lower prices, value retention shrinks accordingly, this is very easy to trigger users' negative emotions. If it evolves into complaints, rights protection and bad reviews, it may eventually backfire on the brand. This is not groundless worries, currently there have already been some negative cases. For example, in the Thailand market, some domestic automakers continued to cut prices in Thailand, making the dissatisfaction of car-buying users rise, and Thai public institutions also launched investigations on this.
This is just the backlash at the public opinion level; if dissatisfaction intensifies, this may cause worse results. Now, Thailand, Indonesia, and Malaysia are tightening electric vehicle import thresholds synchronously on their own, with localized production and technology transfer as conditions. Clearly, this chain reaction will not affect just a certain automaker. Dissatisfaction from users who have purchased, fermentation of local public opinion, investigation by public institutions, government tightening of import policies, will lead to the entire industry's entry threshold rising. In the end, for this one enterprise's price cut, it is all Chinese brands operating locally who have to pay.
As Shi Yonghong, Vice President of the China Machinery Industry Import and Export Chamber of Commerce said: "Overseas market regulations are scattered, involving safety, environmental protection, data, carbon emissions, supply chain due diligence, etc. The issuance of the 'Guidelines' will help guide enterprises to rationally choose target markets, avoid low-price competition, channel conflict, gray operations, and maintain the overall image of China's automobiles."
The person in charge of the Department of Outbound Investment and Economic Cooperation of the Ministry of Commerce, when interpreting, summarized the intention of this guidance into three points: highlight public service attributes, highlight practical application orientation, highlight win-win cooperation concepts. Falling into policy intentions, what the three ministries truly worry about is not whether a certain enterprise sells expensive or cheap, but whether disorderly price competition will make the four words "China Automobile" become a "negative label" internationally. How to make competition no longer disorderly? Of course, this question still has to be answered with the three words "high quality".
Great Wall Motor Chairman Wei Jianjun said, "Going out of quality is part of high-quality opening up, to bring long-term stable, reliable products and services to overseas consumers". He believes that enterprises going out should respect other countries' legal cultures, bringing taxes and employment to local areas. Talking about price, in the People's Daily Client "Ask the Way" column, he once spoke directly: "If I keep reducing costs, I cannot guarantee the quality of the car."
Now the development of China's automotive industry has changed from past to present. When export scale surges to 10 million units, any individual disorder will be amplified multiple times, the official must set the rules before credit is damaged.
No Price Floor, Cannot Obtain Real Share
Of course, we do not want to convey the viewpoint that "price cuts are wrong". Objectively speaking, price cuts themselves are not wrong, but if price cuts are taken as the only means of competition, then the overseas road will not go far, and real share cannot be obtained. To put it more simply, for Chinese automakers going overseas to last long, having pricing power is very important. How to have this ability? It depends on whose products have something special.
To stabilize prices, win by things outside of price, there are three dimensions of performance that are very key. One is technical differences. Technology is a barrier that can be directly perceived by users. If we can pull gaps in terms of range, safety, intelligence, etc., with powerful technical strength, we can maintain the price floor, rather than rolling down together with opponents.
Two is price stability. This is also a credit impression overseas. Chinese automakers going overseas need to open up the situation with "contract spirit" and "long-termism". Falling into operations, it is stable prices, stable products, stable services, stable expectations. A brand that frequently adjusts prices, users dare not buy now, dealers dare not stock up now, this uncertainty itself is a cost.
Three is local service network. This determines whether overseas users can be assured about the brand, and is also the decisive factor for whether automakers can maintain the price floor. If we can do well in maintenance, parts, residual value, second-hand circulation after selling cars, people's stickiness to the brand will be higher. When the after-sales system is laid out dense enough, price will not be the only selling point.
The "muscle memory" formed in intense involution in the domestic market, when it comes to overseas, will eventually have to relearn the rules. After all, there are no subsidies to support the bottom, nor infinite price war space there. In overseas, possessing the determination to establish prices is the core strategy for long-term survival.
Conclusion
Markets won by low prices are actually not stable. The four words "Made in China" cannot be labeled with "dumping" and "cheap". The purpose of the three departments' guidance is not to ban price cuts, nor to halt going overseas. It only puts a long-ignored fact on the table. Now, policies have drawn clear boundaries for Chinese automakers. Automakers used to "price involution", it is also time to make choices that conform to the guidance.
In the Malaysian SUV market, many buyers compare the Honda HR-V and Mazda CX-30 when choosing a car. These two cars are quite close in terms of pricing and positioning. Today, we will provide a detailed comparison from multiple aspects to save you time doing research.
The Honda HR-V OTR price in Malaysia is RM 115,900 - 143,900, with a total of 4 variants, including 2026 e:HEV 1.5L RS (RM 143,900), 2026 1.5T V (RM 137,900), 2026 1.5T E (RM 130,900) etc.
The Mazda CX-30 OTR price in Malaysia is RM 122,409 - 146,409, with a total of 4 variants, including 2025 2.0L High+ Premium (RM 146,409), 2025 2.0L High+ (RM 138,409), 2025 2.0L High (RM 130,409) etc.
From the price perspective, the Honda HR-V's starting price is indeed RM 6,509 cheaper than the Mazda CX-30. If your budget is limited, the Honda entry-level version is sufficient for daily needs. However, be aware that saving those few thousand might involve trade-offs in features, depending on your specific requirements.
The Honda HR-V is equipped with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
The Mazda CX-30 is equipped with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Both cars use the same powertrain, the driving experience feels basically the same daily. Fuel economy is also similar, no need to overthink this point.
The Honda HR-V body length is 4500 mm, trunk 450 L.
The Mazda CX-30 body length is 4500 mm, trunk 450 L.
The dimensions of both cars are almost the same, interior space difference is not significant. For this level of car, it is fully sufficient for daily use.
The Honda HR-V adopts FWD drive mode.
The Mazda CX-30 adopts FWD drive mode.
Both cars have the same drive mode, both are FWD, daily driving experience will not differ much.
Honda HR-V warranty 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
Mazda CX-30 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
In general, the Honda HR-V and Mazda CX-30 are both very good car models in the Malaysian market. Which one to choose, the key is still to look at your personal needs and budget. We suggest everyone do their research well, compare quotes from several dealerships, and then go for a test drive to make the final decision. Buying a car is a big deal, spending time doing research will definitely not be wrong.
Cover | BYD
Author | Chen Zhuo
Editor | Han Yongchang
On August 29, BYD disclosed a semi-annual report that does not look very good.
In the first half of the year, BYD achieved operating revenue of 344.815 billion yuan, a year-on-year decrease of 7.13%; net profit attributable to the parent company was 12.325 billion yuan, a year-on-year decrease of 20.54%. Most major financial indicators were basically in a year-on-year decline state, and cash and cash equivalents on hand were only 55.619 billion yuan, a decrease of about half compared to the same period last year.
Such results are not actually surprising. In a market where 3.3 new cars launch daily, it is almost impossible for any automaker to submit a sufficiently pretty semi-annual report.
In the first half of this year, Li Auto turned from profit to loss with a net loss of 3.981 billion yuan; Xpeng had a net loss of 3.12 billion yuan. Even Leapmotor, which was in the spotlight in the first half of the year with monthly sales breaking 100,000 units and achieved a 530.97% year-on-year growth in net profit, only reached 208 million yuan.
Therefore, in such a market environment, simply analyzing the rise and fall of BYD's revenue, profit, and other financial indicators in the first half of the year does not have great significance. This is due to both reasons at the company's own operational level and the impact caused by changes in the market environment.
So, this short article does not intend to focus on the rise and fall of the numbers in the financial report, but rather wants to discuss two data points:
The first data point is that BYD's overseas revenue share exceeded half for the first time, reaching 52.57%; the second data point is that its R&D investment in the first half of the year saw its first year-on-year decline since 2020.
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Overseas Revenue Share 52.57%
Let's look at overseas revenue first. BYD's truly large-scale overseas expansion started after 2024.
In Q4 2024, BYD had consecutive months with sales exceeding 500,000 units, with domestic monthly sales exceeding 450,000 units, which is the peak monthly sales to date. In 2024, BYD also successfully sold 4.2 million new energy vehicles, and growth in the domestic market has hit the ceiling.
From this point on, BYD significantly accelerated overseas market expansion.
In 2025, BYD's annual overseas sales broke 1 million units for the first time, and the proportion of overseas revenue to total revenue increased from 28.55% in 2024 to 38.65%.
This year, this trend further accelerated.
In the first six months of 2026, BYD's total sales were 1.8085 million units, of which overseas sales reached 792,300 units and domestic sales were 1.0163 million units. That is to say, overseas sales have accounted for 43.8% of BYD's total sales.
What's more noteworthy is that the growth in overseas sales has started to reflect directly in the revenue. In the first half of this year, BYD's overseas revenue reached 181.268 billion yuan, accounting for 52.57% of total revenue.
This is the first time in BYD's history that overseas revenue share has exceeded half.
BYD is not just going overseas, but is becoming an automaker increasingly reliant on the overseas market.And the significance of the overseas market for BYD is not just providing incremental sales.
The financial report shows that in the first half of this year, BYD's overseas business gross margin reached 21.71%, while the domestic business gross margin was only 15.67%.
Combining BYD's domestic and overseas sales in the first half of this year, it can be roughly calculated that the gross profit per vehicle corresponding to overseas business is about 49,700 yuan, while domestic is about 25,200 yuan, the former is nearly twice the latter.
Of course, this number cannot be simply understood as "BYD earns 49,700 yuan for every car sold overseas". BYD's business structure is different from many automakers, and the profits of power batteries, energy storage, and other businesses are also included in the overall business, and there are also differences in product structures between domestic and foreign.
But at least one point is very clear: Overseas markets are not only a new source of sales growth for BYD or any Chinese automaker, but also a market with better profitability.
So, BYD is still continuing to accelerate overseas expansion.
The financial report shows that currently, BYD's new energy vehicle business has covered six continents and 121 countries/regions worldwide. In the first half of this year, in major overseas markets such as the UK, Italy, Spain, Brazil, Thailand, Indonesia, Saudi Arabia, and UAE, BYD was the new energy vehicle sales champion.
If BYD can maintain overseas sales growth in the future, while keeping overseas revenue above half of total revenue for a long time, then its identity will also undergo a significant change, it is no longer just China's largest new energy vehicle company, but will increasingly become a global automotive company.
02
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R&D Investment Down 6.54% YoY
R&D has always been one of the most important tags for BYD.
In the past few years, BYD has emphasized R&D investment almost every year. From the Tech Pool, to Engineer culture, to increasing R&D personnel and R&D expenses, R&D investment has always been an important tag distinguishing BYD from other automakers.
But this year, this indicator has seen some changes.
In the first half of 2026, BYD's R&D investment was 28.861 billion yuan, a year-on-year decrease of 6.54%. This is the first half-year R&D investment decline for BYD since 2020.
Moreover, not only did the total amount of R&D investment decrease, but the structure of R&D expenses also changed.
In the first half of this year, BYD's capitalized R&D expenses reached 5.554 billion yuan, accounting for 19.24% of R&D investment; while at the same period last year, this proportion was only 4.16%.
Here, a brief explanation of what R&D capitalization means is needed.
A-share listed companies' R&D investment can choose expensing, or can proceed to capitalization after meeting conditions. Expensing means R&D expenditure is directly recorded in the current period profit and loss; capitalization means qualified R&D expenditure is first recorded as assets, and then gradually recorded in costs through depreciation, amortization, etc.
In simpler terms, the higher the proportion of R&D expense capitalization, the less amount is deducted in the current period, and these amounts can be placed in the profit column, making book profits higher.
According to the data in the first half of this year, BYD's capitalized R&D expenses were 5.554 billion yuan.
If assuming the capitalization ratio remained at last year's same period level of 4.16%, then the capitalized R&D expenses for the first half of this year would be only about 1.2 billion yuan. Simple calculation shows that under unchanged other conditions, BYD's current period profit might be affected by about 4.3 billion yuan, leaving less than 8 billion yuan.
But it also needs to be emphasized here that R&D capitalization itself does not mean financial fraud or profit manipulation. As long as R&D projects meet the capitalization conditions prescribed by accounting standards, enterprises carrying out capitalization treatment is a normal accounting behavior, and the capitalization ratio of some automakers' R&D expenses may even reach 80%.
What is truly worth attention is actually that both numbers changed simultaneously: R&D investment declined, and the capitalization ratio increased. This forms a clear contrast with BYD in the past few years.
In the past few years, BYD, in its high-growth period, has always touted R&D investment, ranked first among A-share listed companies for two consecutive years, and the company currently has more than 120,000 R&D personnel. As of the first half of 2026, cumulative R&D investment has exceeded 270 billion yuan.
The decline in R&D investment in the first half of this year is not itself something that needs to be criticized per se, but it is a very signal worth paying close attention to.
Especially in the context of pressure on BYD's domestic market and declining profits, this means that the company that has been continuously increasing R&D investment in the past has begun to focus more on the relationship between input and output.
03
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Final Thoughts
In the past few years, what BYD has been best at is continuously expanding scale. From 2021 to 2025, BYD sales grew from 730,000 to 4.6 million units, an increase of about 6.3 times.
For a company with a highly vertically integrated supply chain, this not only means whole vehicle capacity must expand 6.3 times, but also capacity for a large number of self-supplied parts such as batteries and motors must expand synchronously. That was a typical high-growth stage, where BYD's employee count once peaked at 970,000.
But when the domestic new energy market shifted from incremental competition to stock competition, BYD also began to enter an adjustment period.
The era of relying solely on price cuts and over-specification for growth in the domestic market is passing, and the overseas market has given BYD new growth space. The sales, revenue, and profit margins in the first half of this year even proved that going overseas is not just a second growth curve, and may even become the most important growth source for BYD in the future.
At the same time, the first decline in R&D investment also means that BYD has begun to rethink the relationship between input, output, and profit. This does not mean that BYD no longer values R&D, but is an adjustment after high-speed growth.
So, rather than saying this is an unfavorable semi-annual report, it is more like a semi-annual report at a turning point period. And whether this transition can be completed smoothly will also determine whether BYD can truly become a global automaker.
- END-
封面｜比亞迪
作者｜陳濯
編輯｜韓永昌
8 月 29 日，比亞迪披露一份業績並唔理想嘅半年報。
上半年，比亞迪實現營業收入 3448.15 億元，按年下跌 7.13%；歸屬母公司股東淨利潤 123.25 億元，按年下跌 20.54%。主要財務指標基本都處於按年下滑狀態，賬上現金及現金等价物更係淨剩 556.19 億元，較去年同期減少咗約一半。
咁嘅成績，其實並唔出奇。喺一個每日新車上市 3.3 款嘅市場，幾乎無邊家車廠能夠交出一份足夠靚嘅半年報。
今年上半年，理想由盈轉虧，淨虧損 39.81 億元；小鵬淨虧損 31.2 億元。即便係上半年勢頭正盛、單月銷量突破 10 萬輛嘅零跑，實現按年增長 530.97%，但也只得 2.08 億元。
因此，喺咁樣嘅市場環境下，單純分析比亞迪上半年營收、利潤等財務指標嘅漲跌，意義並唔算大。呢有公司自身經營層面嘅原因，更有整個市場環境變化帶嚟嘅影響。
所以，呢篇短文唔打算將重點放喺財報嘅數字漲跌上，而係想傾下兩個數據：
第一個數據係比亞迪海外營收佔比首次超過一半，達到 52.57%；第二個數據係佢上半年研發投入出現 2020 年以嚟首次按年下滑。
01
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海外營收佔比 52.57%
而家睇海外營收。比亞迪真正大規模出海，係由 2024 年之後開始。
2024 年四季度，比亞迪連續三個月月銷量超過 50 萬輛，內地月銷量超過 45 萬輛，係迄今為止嘅月銷量頂峰。2024 年，比亞迪亦成功賣出 420 萬輛新能源車，內地市場增長觸碰到天花板。
此時開始，比亞迪明顯加快海外市場擴張。
2025 年，比亞迪全年海外銷量首次突破 100 萬輛，海外營收佔總營收嘅比例亦由 2024 年嘅 28.55% 提升至 38.65%。
而家係今年，呢個趨勢進一步加速。
2026 年前六個月，比亞迪總銷量為 180.85 萬輛，其中海外銷量達到 79.23 萬輛，內地銷量 101.63 萬輛。亦即係，海外銷量已經佔到比亞迪總銷量嘅 43.8%。
更值得注意係，海外銷量嘅增長，已經開始直接反映喺收入端。今年上半年，比亞迪境外收入達到 1812.68 億元，佔總營收嘅 52.57%。
呢係比亞迪歷史上第一次海外營收佔比超過一半。
比亞迪已經唔只係喺出海，而係喺變成一家越來越依賴海外市場嘅車企。而海外市場對於比亞迪嘅意義，仲唔只係提供增量銷量。
財報顯示，今年上半年比亞迪境外業務毛利率達到 21.71%，而內地業務毛利率只得 15.67%。
結合比亞迪上半年內地、海外銷量，可以粗略計出，海外業務對應嘅每車毛利約為 4.97 萬元，內地則約為 2.52 萬元，前者接近後者嘅兩倍。
當然，呢個數字唔可以簡單理解為“比亞迪喺海外每賣一部車就賺 4.97 萬元”。比亞迪嘅業務結構同好多車廠唔同，動力電池、儲能等業務嘅利潤亦包含喺整體業務中，國內外產品結構亦存在差異。
但起碼有啲點非常明確：海外市場對於比亞迪或係任何中國車企嚟講，唔只係新嘅銷量增長來源，亦係利潤更高嘅市場。
所以，比亞迪仲喺度繼續加速出海。
財報顯示，目前比亞迪新能源汽車業務已經覆蓋全球六大洲、121 個國家同地區。今年上半年，喺英國、意大利、西班牙、巴西、泰國、印尼、沙特、阿聯酋等主要出海市場，比亞迪都係新能源銷量冠軍。
如果未來比亞迪能夠保持海外銷量增長，同時讓海外收入長期維持喺總營收一半以上，那麼佢嘅身分都會有一個好明顯嘅變化，佢唔再只係中國最大嘅新能源汽車公司，而係會越來越似一家全球汽車公司。
02
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研發投入按年下跌 6.54%
研發，一直係比亞迪最重要嘅標籤之一。
過去幾年，比亞迪幾乎每年都強調研發投入。由技術魚池，到工程師文化，再到不斷增加嘅研發人員同研發費用，研發投入一直係比亞迪區別於其他車廠嘅重要標籤。
但今年，呢個指標出現咗啲變化。
2026 年上半年，比亞迪研發投入 288.61 億元，按年下跌 6.54%。此係比亞迪自 2020 年以嚟，首次出現半年研發投入按年下跌。
而且，唔只係研發投入總額下降，研發費用嘅結構亦出現咗變化。
今年上半年，比亞迪資本化研發費用達到 55.54 億元，佔研發投入嘅 19.24%；而去年同期，呢個比例只得 4.16%。
呢度需要簡單解釋下乜叫研發資本化。
A 股上市公司研發投入，可以選擇費用化，或者喺滿足條件後進行資本化。費用化意味著研發支出直接計入當期損益；資本化則意味著符合條件嘅研發支出先計入資產，之後再透過折舊、攤銷等方式逐步計入成本。
講白啲，研發費用嘅資本化比重越高，當期扣除嘅金額就越少，呢啲金額可以放落利潤欄位中，令賬面利潤更高。
按照今年上半年嘅數據，比亞迪資本化研發費用為 55.54 億元。
如果假設資本化比例仍然維持去年同期 4.16% 嘅水平，那麼今年上半年資本化嘅研發費用大約只得 12 億元。簡單計測，喺其他條件唔變嘅情況下，比亞迪當期利潤可能會受到約 43 億元嘅影響，淨剩唔夠 80 億元。
但呢度亦都需要強調，研發資本化本身並唔係意味著財務造假或者利潤操縱。只要研發項目符合會計準則規定嘅資本化條件，企業進行資本化處理就係正常嘅會計行為，有啲車廠研發費用嘅資本化比例甚至會達到 80%。
真正值得關注嘅，其實係兩個數字同時出現咗變化：研發投入下降咗，資本化比例亦提高咗。呢同過去幾年嘅比亞迪，形成咗明顯反差。
過去幾年，處於高速增長期嘅比亞迪一直標榜研發投入，連續兩年位居 A 股上市公司第一，公司目前擁有超過 12 萬名研發人員，截至 2026 年上半年累計研發投入已經超過 2700 億元。
今年上半年研發投入下降，本身唔係一件需要苛責嘅事，但卻係好值得關注嘅信號。
尤其係喺比亞迪內地市場承壓、利潤下滑嘅背景下，呢意味著呢家過去持續加碼研發嘅公司，開始更加關注投入同產出之間嘅關係。
03
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最後寫落
過去幾年，比亞迪最擅長嘅嘢，係不斷做大。2021 年至 2025 年，比亞迪銷量由 73 萬輛做到 460 萬輛，增長約 6.3 倍。
對於一家供應鏈高度垂直整合嘅公司嚟講，這唔只係整車產能要擴大 6.3 倍，電池、電動機等大量自供零部件嘅產能，亦要同步擴張。嗰係一個典型嘅高速增長階段，比亞迪員工人數最高一度達到 97 萬人。
但當內地新能源市場由增量競爭進入存量競爭，比亞迪亦開始進入調整期。
內地市場單靠減價同堆料換嚟嘅增長時代正喺過去，而海外市場俾咗比亞迪新嘅增長空間。今年上半年嘅銷量、營收同利潤率甚至證明，出海已經唔只係第二增長曲線，甚至可能成為未來比亞迪最重要嘅增長來源。
與此同時，研發投入首次下降，亦意味著比亞迪開始重新面對投入、產出同利潤之間嘅關係。這並唔係意味著比亞迪唔再重視研發，而係高速增長之後嘅一次調整。
所以，與其講呢係一份唔靚嘅半年報，不如講佢更似一份處於轉折期嘅半年報。而呢個轉折能夠否順利完成，亦將決定比亞迪能夠否成為一家全球性車企。
- END-
8 月 26 日，全球品質純電 SUV 風雲 T7 正式上市，新車共推出 3 款版型，上市指導價 9.79 萬元—11.89 萬元，搶先置換價 9.49 萬元—11.59 萬元。即日起下訂可享 8 重禮包權益。
奇瑞連續 23 年位居中國品牌乘用車出口第一，全球用戶突破 2000 萬，產品銷往 130+ 海外市場。風雲 T7 同源全球車 Lepas L6 已在南非、泰國上市，8 月印尼、9 月歐盟、10 月澳新/英國/以色列/馬來西亞持續推進上市節奏。風雲 T7 已完成海外市場驗證，從源頭適配全球法規與用車環境，是值得信賴的原生全球車。
風雲 T7 七大王牌實力：4 大全系標配：65.05kWh 超大犀牛電池、AGS 智能進氣格柵、雙源寬溫域 -「熱泵空調 + 高壓 PTC」、178kW 大功率馬達；3 大同級獨有：磐石車身（雙框副車架 +pack 防撞梁、Shotgun 結構）、9 安全氣囊（含 48L 遠端氣囊）、8775 艙駕一體芯片。
在安全方面，風雲 T7 按 2026 版 E-NCAP 五星安全標準開發，完成 5000+ 全球用戶調研、15 個典型國家深度走訪。採用九橫五縱籠式車身結構，高強度鋼佔比 80%，搭配雙框式副車架、Pack 防撞梁及貫穿式門檻防撞梁，進一步分散碰撞衝擊力。再配上同級獨有的 9 安全氣囊，包含 48L 雙腔遠端氣囊與 1778mm 一體式側氣簾，車身安全實力進一步拉滿。同時搭載的犀牛電池採用 0 自燃設計，6D 鎖子甲電池 pack 整包 31 層防護結構，三橫一縱結構設計，讓用戶日常用車更安心。
在外观方面，風雲 T7 依託全球 10 大設計中心，百餘名設計師協同打造，5000+ 用戶共創，融匯東方雅韻與全球審美，6 款東方雅韻車漆，同級獨有熾焰橙 Tri-coat 三層豪車級工藝，同源車型 Lepas L6 亮相米蘭設計週廣受好評，全球用戶都覺得耐看；雲翼環抱座艙通透高級，雙內飾配色適配不同審美，兼顧美學與家用實用性，長期使用不易顯舊。
在車輛性能方面，全球級嚴苛測試鑄就可靠品質。風雲 T7 覆蓋 95% 全球道路類型驗證：巴西高減速坎、墨西哥鵝卵石路、德國高速大曲率彎道、南非非鋪裝泥路等。全域環境適配區間 -40℃~55℃，覆蓋熱帶極濕、北歐極寒、高原強紫外線、中東高溫、海外複雜路況等極限環境。完整搭建全球研發、全球標準、全球驗證、全球品質一體化造車體系，並非國內車型簡單改款出海，而是同步適配全球 210 個國家地區用車需求。
在續航方面，風雲 T7 全系標配 65.05kWh 大容量犀牛電池，CLTC 純電續航 600km，實測續航可達 681.6km 實現反向虛標；30%-80% 快充僅需 20 分鐘，還具備 2500 次高耐久循環壽命，長期用車也無需擔憂電池過早衰減。全系標配 AGS 智能進氣格柵、雙源寬溫域熱泵空調 + 高壓 PTC，可在 30℃ 55℃超寬溫域穩定運轉，在零下 10℃環境下續航可提升 15%-20%。
風雲 T7 憑藉過硬產品實力收獲全球市場廣泛認可。智駕方面搭載同級首發 4nm 製程 8775 艙駕一體芯片，72TOPS 算力，系統響應低至 80ms；靈犀智艙 2.0×豆包大模型，全場景模糊語音交互；22 顆高精度傳感器，支持 300+ 全場景自動泊車、高速領航輔助，全系標配 AGS 智能進氣格柵，輕鬆應對窄車位，緩解通勤疲憊。
發布會上，知名音樂人吳克群作為“幸福體驗官”驚喜現身，與奇瑞汽車執行副總裁李學用就“穩穩的幸福”話題進行暢聊，分享用車體驗。
風雲 T7 以“全球車 10 萬級的價格，真 20 萬的價值”產品競爭優勢，樹立十萬級純電 SUV 價值新標杆。風雲 T7 用實力印證“超能跑、美全球、更安全、好智慧”四大價值，讓“超美更好”的純電 SUV 認知深入人心。
On August 25, the "2026 Silk Road 10,000 Li Tour · Enlightenment Road" event, with exclusive travel cooperation support from BYD, successfully concluded in Singapore. BYD and the head of Shaanxi Broadcasting and Television Media Group jointly announced the event's closure. Guests from home and abroad, representatives of the overseas Chinese community, and media gathered in the Lion City to witness the Land and Sea Silk Roads radiating new era vitality.
2026 marks the fifth anniversary of the establishment of a comprehensive strategic partnership between China and ASEAN. This event, themed "Technology for Innovation · Civilization for Connection," connects the starting point of the land Silk Road in Xi'an with the sea Silk Road hub in Singapore. It integrates cultural exchange, tech dialogue, and economic trade communication, vividly interpreting the development connotation of the "Belt and Road" land-sea linkage. This Silk Road expedition lasted 33 days, covering over 10,000 kilometers. The convoy crossed six provinces in China, passed through Thailand and Malaysia, and finally arrived in Singapore, reinterpreting the Silk Road spirit with green new energy travel.
The event fleet gathered BYD Dynasty, Ocean, Denza, Fang Cheng Bao, and Yang Wang multi-brand new energy vehicle models, adapted for complex road conditions such as highways, mountain roads, and urban congestion. Relying on BYD's Flash Charging and Heaven's Eye assisted driving as two core technologies, along with a domestic network of nearly 10,000 fast charging stations, it effectively solved the pain points of energy replenishment for long-distance travel. It evolved the traditional station supply model of the ancient Silk Road into a technology-enabled modern green expedition.
As is well known, Singapore has high car purchase costs, prudent consumption choices, and strict market thresholds. However, BYD has always maintained a strong market performance. As of July 2026, BYD has ranked first in passenger car sales across all brands in Singapore for 19 consecutive months. From January to July this year, the local passenger car market share reached 24.7%, and the pure electric market share was as high as 40.3%. Even mid-to-high-end model sales remained firmly at the forefront, fully demonstrating the brand's reputation and product strength.
In 2026, BYD's overseas business grew rapidly. Cumulative overseas sales from January to July exceeded 970,000 units, a year-on-year increase of 76%, with overseas sales in July alone increasing by 124.3% year-on-year. Currently, BYD new energy vehicles are present in over 120 countries and regions worldwide, topping the new energy sales lists in ASEAN, Europe, South America, the Middle East, Africa, and many other countries and regions.
Green energy accompanies the long Silk Road journey. This Silk Road 10,000 Li tour combined Silk Road cultural exploration with cross-border green travel, showcasing new achievements of Chinese brands aiding the "Belt and Road" green transportation development. In the future, BYD will continue to use new energy products as a carrier, deeply participate in global automotive industry collaboration, and assist in the global transportation green and low-carbon transformation.
行業越「卷」，越有人選擇「慢」落嚟。8 月 26 日，全球品質純電 SUV 風雲 T7 正式上市，新車共推出 3 款車型，上市指導價 9.79 萬元 —11.89 萬元，搶先置換價 9.49 萬元 —11.59 萬元。喺十萬級純電 SUV 市場競相追逐「18 個月推新車」嘅節奏時，這款帶著全球驗證「身份證」嘅純電 SUV，卻選擇咗一條更「慢」嘅路 ——2 年策劃、3 年研發，先經全球市場淬煉，再回歸國內。
發佈會現場，知名音樂人吳克群以「幸福體驗官」身份現身，同奇瑞汽車執行副總裁李學用就「穩穩嘅幸福」展開對話。雙方認同「慢功造好車」嘅理念，並共同開啟風雲 T7「幸福共創計劃」。呢場發佈會嘅獨特之處在於，佢冇堆砌華麗嘅營銷話術，而係用實打實嘅數據同行動說話。
喺行業「唯快不破」嘅內卷氛圍中，風雲 T7 逆向提出「全球車快唔到一」嘅深刻洞察。所謂嘅「快」，係「國內特供、快速出海」嘅捷徑；而風雲 T7 嘅「慢」，係一種長期主義嘅造車堅持。
慢喺研發：3 年研發週期，疊加 2 年產品策劃，依靠奇瑞全球 1+7+N 研發體系反覆打磨，唔急住搶窗口期，只為把底層架構做到位。
慢喺設計：匯聚全球 10 大設計中心、百餘名設計師協同打造，完成 5000 + 全球用戶調研，將唔同市場嘅審美偏好、使用習慣前置到產品定義中。
慢喺標準：提前 2 年預研全球法規，直接對標 2026 版 E‑NCAP 五星安全標準設計，功能安全達到 ASIL‑D 最高等級，敢於直面全球最高門檻。
慢喺驗證：81 台專屬耐久車同步路試，整車累計測試里程超 600 萬公里，耐久專項實測 145 萬公里。覆蓋 95% 全球道路類型 —— 巴西高減速坎、墨西哥鵝卵石路、德國高速大曲率彎道、南非非鋪裝泥路；跨越 -40℃~55℃極限環境，東南亞雨季 500mm 越野級涉水、中東高溫暴曬、北極極寒工況，每一步都係實車跑出來嘅。
呢四條「慢」，換嚟嘅係風雲 T7「同步適配全球 210 個國家地區用車需求」嘅底氣。同源車型 Lepas L6 已率先喺南非、泰國上市，8 月印尼、9 月歐盟、10 月澳新、英國、以色列、馬來西亞持續推進。
風雲 T7 用「超能跑、美全球、更安全、好智慧」四大價值，將「穩穩嘅幸福」落實落去。
超能跑，續航平權。 全系標配 65.05kWh 犀牛電池，CLTC 續航 600km，實測「反向虛標」達 667km 以上。30%-80% 快充只係要 20 分鐘，一杯咖啡時間補能 300 公里。雙源寬溫域熱泵空調全系標配，-10℃續航提升 30%，12 合 1 鯤鵬電驅綜合效率 90.8%。
美全球，融匯東西審美。 全球 10 大設計中心、百餘名設計師協同，5000 + 用戶深度共創，同源車型 Lepas L6 亮相米蘭設計週廣受好評。6 款東方雅韻車漆，熾焰橙採用豪車級 Tri‑coat 三層工藝，同艾仕得共創研發。雲翼環抱座艙，得房率高達 84%，後排純平地台，純平大床模式可拓展至 1955mm×1310mm。
更安全，守護家庭出行。 高強度鋼佔比 80%、熱成型鋼佔比 18.84%，九橫五縱籠式車身。同級獨有嘅 shotgun 結構、首發雙框副車架 + Pack 防撞梁，前碰 9 條、側碰 6 條傳力路徑。全系標配 9 個安全氣囊，含 48L 遠端氣囊與後排側氣囊。6D 鎖子甲 31 層電池防護，IP68 級防水，防水測試時長為國標要求嘅 96 倍。
好智慧，出行輕鬆省心。 頂配智享版搭載同級首發嘅 8775 艙駕一體晶片，4nm 製程，72TOPS 算力，系統響應 80ms。15.6 吋 2.5K 高清大屏，靈犀智艙 2.0 搭載豆包大模型。22 顆高精度感應器，支援 300 + 全場景自動泊車、高速領航輔助，提前 500 米預判變道。
風雲 T7 三款車型 ——600km 悅享版、600km 舒享版、600km 智享版 —— 核心亮點係「續航全系平權」，差價主要體現喺舒適配置同智能駕駛層面。
悅享版（9.79 萬元）—— 入門即高配，買三電送車。 全系標配 65.05kWh 電池 + 600km 續航、9 個安全氣囊、15.6 吋 2.5K 大屏、8 揚聲器索尼音響、L2 級基礎輔助駕駛。適合預算有限、追求長續航核心剛需嘅用戶。
舒享版（10.89 萬元）—— 加 1 萬，舒適配置拉滿。 同悅享版比，增加全景天窗 + 電動遮陽簾、電動尾門、50W 手機無線充電、前排座椅加熱 / 通風、360° 全景影像，L2 輔助駕駛升級後方碰撞預警、並線輔助等。呢個係最推薦嘅版本，日常使用體驗提升最明顯。
智享版（11.89 萬元）—— 頂配先至有嘅智駕完全體。 同舒享版比，升級 8775 艙駕一體晶片、18 吋輪圈，搭載獵鷹 500 駕駛輔助系統，支援高速領航、全場景自動泊車、循跡倒車、遙控移車。適合對智能駕駛有剛需嘅用戶。
即日起至 9 月 30 日下訂，可享 8 重禮包：價值 6000 元個性車色（熾焰橙、山煙紫）限時免費、2 年 6 萬 0 息或 5 年 10 萬 3 年免息、唔分品牌享 3000 元置換補貼、整車終身質保（含三電）等。預售期膨脹禮（1000 元抵 2000 元）延期至 8 月 31 日截止。
奇瑞連續 23 年位居中國品牌乘用車出口第一，全球用戶突破 2000 萬。呢份深厚嘅全球積澱，係風雲 T7 敢於「慢落嚟」嘅底氣。喺其他人拼命拼速度嘅時代，風雲 T7 用「慢」證明：真正嘅全球品質，快唔到一。
At the 2026 Chengdu Auto Show, you will see the 12 models brought by Chery and the massive lineup of 38 models from the group. But you may not have noticed the changes Chery made in the core this time. The real strength of their family lies in the fact that they plan to launch distinctive global models on the path of globalization.
These models are not simply facelift exports, but are aimed directly at the global market from the day the project was initiated. From product definition, design language, and safety standards, all start with a global perspective. A single core architecture forms the foundation, followed by lightweight adaptation for regulations in different countries.
Take the Fengyun A9 launching on August 26 as an example. Its overseas name is LEPAS L6. This model is already launched in South Africa and Thailand. However, you can see this car at the Chengdu Auto Show and carefully feel how it differs from the Fengyun T7 launching domestically soon. It is worth noting that the Fengyun T7 and LEPAS L6 use the same core standards. Long before the launch, Chery invested 81 exclusive durability test vehicles for global road tests, with a total vehicle mileage exceeding 6 million km, covering over 100 types of extreme road conditions across the EU, Australia/New Zealand, Middle East, South Africa, Mexico, Brazil, etc.
The Fengyun T7's body length is 4570mm, wheelbase reaches 2700mm, space efficiency reaches 84%, directly extracting spacious space from compact class dimensions. Regarding range, Fengyun T7 does not distinguish price by high, medium, or low trims. All trims feature 65.05kWh Rhinoceros LFP + CLTC 600km, achieving full range from the entry level. Plus battery IP68 waterproofing standard and 6D protection, as well as body 80% high-strength steel, 18.84% hot-formed steel, 9 transverse 5 longitudinal cage structure, etc. The focus is safety.
Additionally, from smart cockpit to smart driving, this car is also powerful. So you will notice the Fengyun T7 and the LEPAS L6 which looks almost identical to the Fengyun T7 immediately. But you may not have noticed that Chery's 12 exhibition cars have quietly completed their division of labor. Fengyun T7 targets the 100,000 to 130,000 yuan range of global pure electric SUV. The Fengyun A9L ULTRA AWD version serves as the Class C flagship. Arrizo 7 fills the gap in global family sedans. The QQ3 Modern Edition tests the waters separately with youthful aesthetics. None of them are isolated new products, but nodes within Chery's globalization matrix.
From this perspective, the Fengyun T7 is essentially a milestone starting point for Chery. Starting from this model, native global vehicles will inject new meaning into the overseas progress of Chinese automobiles.
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拎 Honda WR-V 同 Kia Sportage 嚟比較。這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，幫你省回做功課嘅時間。
Honda 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。
Kia Sportage 喺馬來西亞嘅 OTR 售價係 RM 129,639 - 179,320，一共有 4 個版本，包括 2025 1.6T DCT 4WD High（RM 179,320）、2025 1.6T DCT 2WD High（RM 159,320）、2025 2.0L AT 2WD High（RM 139,639） 等。
由價錢嚟睇，Honda WR-V 嘅起步價確實比 Kia Sportage 平咗 RM 39,739。如果你預算有限，Honda 嘅入門版已經可以應付日常需求。但都要注意，便宜嗰幾千蚊，可能喺配備上會有取舍，具體要睇你嘅需求。
Honda WR-V 裝載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Kia Sportage 裝載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Kia Sportage 嘅 1.5L Turbo 比 Honda WR-V 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。
Honda WR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING。
Kia Sportage 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Drive Wise。
兩款車嘅安全評級一樣，喺呢個級別裡面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心這一點。
Honda WR-V 採用 FWD 驅動方式。
Kia Sportage 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。
Honda WR-V 同 Kia Sportage 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更重視品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，就揀配備更豐富嗰款。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，Honda WR-V 同 Kia Sportage 都係馬來西亞市場好不錯嘅車款。揀邊一部，關鍵都係要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，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錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Honda WR-V 同 Kia Sportage 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次詳細嘅比較，幫你省返做功課嘅時間。
Honda WR-V 喺馬來西亞嘅 OTR 售價係 RM 89,900 - 107,900，合共有 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。
Kia Sportage 喺馬來西亞嘅 OTR 售價係 RM 129,639 - 179,320，合共有 4 個版本，包括 2025 1.6T DCT 4WD High（RM 179,320）、2025 1.6T DCT 2WD High（RM 159,320）、2025 2.0L AT 2WD High（RM 139,639） 等。
單計價錢方面，Honda WR-V 嘅起步價確實比 Kia Sportage 平咗 RM 39,739。如果你預算有限，Honda 嘅入門版已經可以應付日常需求。但都係要留意，平咗嗰幾千蚊，喺配備上可能有取捨，具體要睇你嘅需求。
Honda WR-V 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
Kia Sportage 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
動力方面，Kia Sportage 嘅 1.5L Turbo 比 Honda WR-V 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。
Honda WR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING。
Kia Sportage 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Drive Wise。
兩款車嘅安全評級一樣，喺呢個級數入面安全配備都算給得好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
Honda WR-V 採用 FWD 驅動方式。
Kia Sportage 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，全部都係 FWD，日常駕駛感覺唔會有太大分別。
總括嚟講，Honda WR-V 同 Kia Sportage 都係馬來西亞市場幾唔錯嘅車型。揀邊一輛，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，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。
