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In the Malaysian SUV market, many buyers compare the Proton X90 and Honda HR-V 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 price of the Proton X90 in Malaysia is RM 106,800 - 122,800, with a total of 4 versions, including 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800), etc.
The OTR price of the Honda HR-V 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.
From the price perspective, the starting price of the Proton X90 is indeed RM 9,100 cheaper than the Honda HR-V. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note that the few thousand cheaper might involve trade-offs in features, depending on your specific needs.
Proton X90 comes with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Honda HR-V comes with a 1.5L Turbo, 140 hp. Official fuel consumption 7.0 L/100km.
Both cars use the same powertrain system, so the driving feel is basically the same. Fuel consumption is also similar, no need to worry too much about this.
Proton X90 body length 4400 mm, trunk 400 L.
Honda HR-V body length 4500 mm, trunk 450 L.
Regarding space, the Honda HR-V body is 100 mm longer than the Proton X90, having an advantage in seating space. However, the Proton X90 is a bit more flexible for parking in the city, each has trade-offs.
Proton X90 uses FWD drive system.
Honda HR-V uses FWD drive system.
Both cars have the same drive system, both are FWD, so the daily driving experience won't differ much.
In general, both the Proton X90 and Honda HR-V are very good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. It is recommended to do your research, compare quotes from multiple car dealerships, and test drive to make the final decision. Buying a car is a big matter, spending time doing research is never wrong.
In the Malaysian SUV market, many buyers compare Proton X90 and Honda WR-V when choosing a car. These two cars are quite close in terms of price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time on research.
Proton X90 OTR price in Malaysia is RM 106,800 - 122,800, coming in 4 versions, including 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800), etc.
Honda WR-V OTR price in Malaysia is RM 89,900 - 107,900, coming in 4 versions, including 2023 1.5L V (RM 99,900), 2023 1.5L E (RM 95,900), 2023 1.5L S (RM 89,900), etc.
From a price perspective, Honda WR-V's starting price is RM 16,900 cheaper than Proton X90. Honestly, in this price range, a difference of a few thousand isn't actually that big; the key is the overall value for money and long-term ownership cost.
Proton X90 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Honda WR-V safety rating is 5★ (ASEAN NCAP), active safety systems include Honda SENSING.
Both cars have the same safety rating, and safety equipment is quite comprehensive for this class. New cars nowadays are generally safe, so no need to worry too much about this.
Proton X90 body length is 4400 mm, boot capacity 400 L.
Honda WR-V body length is 4400 mm, boot capacity 400 L.
The dimensions of both cars are almost identical, with little difference in interior space. For this class of cars, it is perfectly adequate for daily use.
Proton X90 features FWD drive system.
Honda WR-V features FWD drive system.
Both cars have the same drive system, both are FWD, so the daily driving experience will not differ significantly.
Overall, Proton X90 and Honda WR-V are both very good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. We suggest doing your research, comparing quotes from several dealerships, and then test driving to make the final decision. Buying a car is a big deal, spending some time researching is never a wrong move.
In Malaysia's SUV market, many buyers compare the Proton X70 and Subaru Crosstrek 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 doing your research.
The OTR price for the 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 price for the Subaru Crosstrek 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, the starting price of the Proton X70 is indeed RM 38,200 cheaper than the Subaru Crosstrek. If your budget is limited, the Proton entry-level version is sufficient for daily needs. However, be aware that the saving of a few thousand might involve trade-offs in features, depending on your specific needs.
The Proton X70 is equipped with a 1.5L Turbo, with 140 hp. Official fuel consumption is 7.0 L/100km.
The Subaru Crosstrek is equipped with a 1.5L Turbo, with 140 hp. Official fuel consumption is 7.0 L/100km.
Both cars use the same powertrain, and the driving feel is basically the same daily. Fuel consumption is also similar, no need to worry too much about this point.
The safety rating for the Proton X70 is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The safety rating for the Subaru Crosstrek is 5★ (Euro NCAP), active safety system includes EyeSight.
Regarding safety features, both cars have received good ratings. However, the Proton X70's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Subaru Crosstrek's EyeSight have some differences in functionality. If you value active safety highly, you can compare their feature lists carefully.
The Proton X70 body length is 4400 mm, trunk 400 L.
The Subaru Crosstrek body length is 4400 mm, trunk 400 L.
The dimensions of both cars are almost the same, and the interior space difference is not significant. For cars in this class, it is fully sufficient for daily use.
The Proton X70 adopts FWD drive method.
The Subaru Crosstrek adopts FWD drive method.
The drive method of both cars is the same, both are FWD, there will not be a big difference in daily driving feel.
Overall, the Proton X70 and Subaru Crosstrek are both very good models in the Malaysian market. Which one to choose, the key is still to look at your personal needs and budget. It is recommended to do your research, compare quotes from several dealerships, and then test drive 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，好多買家喺揀車嘅時候都會拎 Proton X90 同 Honda CR-V 嚟做比較。這兩款車喺價位同定位上都幾近，今日我哋就從多個方面做一個詳細嘅比較，幫到你省返做功課嘅時間。
Proton X90 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,800，一總共有 4 個版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800）等。
Honda CR-V 喺馬來西亞嘅 OTR 售價係 RM 178,200 - 195,900，一總共有 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。
從價錢嚟睇，Proton X90 嘅起步價確實比 Honda CR-V 平咗 RM 71,400。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但都要注意，平嗰幾千蚊，喺配備上可能会有取舍，具體要睇你嘅需求。
Proton X90 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Honda CR-V 搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，Honda CR-V 嘅 2.0L 4-cyl 比 Proton X90 嘅 1.5L Turbo 多咗 30 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
Proton X90 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Honda CR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING (ACC, CMBS, LKAS, RDM)。
兩款車嘅安全評級一樣，喺呢個級別裡面安全配備都算給得好齊全啦。而家嘅新車安全性都唔差，唔使太擔心呢一點。
Proton X90 車身長 4400 mm，後尾箱 400 L。
Honda CR-V 車身長 4500 mm，後尾箱 450 L。
空間方面，Honda CR-V 嘅車身比 Proton X90 長咗 100 mm，乘坐空間更有優勢。不過 Proton X90 喺城市入面停車會靈活啲，各有取舍。
Proton X90 採用 FWD 驅動方式。
Honda CR-V 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。
總嘅嚟講，Proton X90 同 Honda CR-V 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，多比較幾間車行之嘅報價，先至去試駕做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Proton X90 同 Honda CR-V 嚟做比較。這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比較，幫你省返做功課嘅時間。
Proton X90 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,800，一共有 4 個版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800） 等。
Honda 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。
從價錢嚟睇，Proton X90 嘅起步價確實比 Honda CR-V 平咗 RM 71,400。如果你預算有限，Proton 嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千塊，可能喺配備上會有取舍，具體要看你嘅需要。
Proton X90 嘅安全评分係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
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)。
兩款車嘅安全评分一樣，喺呢個級別入面安全配備都算俾好足。而家嘅新車安全性都唔差，唔使太擔心這一點。
Proton X90 採 FWD 驅動方式。
Honda CR-V 採 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大分別。
Proton X90 同 Honda CR-V 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，可以優先考慮口碑好嗰一款；如果你更在意 CP 值同配備，就揀配備更豐富嗰款。最終仲係建議兩款都去試駕，親身感受先係最重要。
總括嚟講，Proton X90 同 Honda CR-V 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係睇你嘅個人需要同預算。建議大家做足功課，多比較幾間車行之報價，先去試駕做最後決定。買車係件大事，花少少時間做功課絕對無錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會將 Proton X90 同 Honda HR-V 嚟比較。呢兩款車喺價位同定位上都幾接近，今日我哋就從多個角度做詳細比較，幫你省咗做功課嘅時間。
Proton X90 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,800，一共有 4 個版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800）等等。
Honda HR-V 喺馬來西亞嘅 OTR 售價係 RM 115,900 - 143,900，一共有 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）等等。
睇返價錢，Proton X90 嘅起價確實比 Honda HR-V 平咗 RM 9,100。如果你預算有限，Proton 嘅入門版已經可以滿足日常需要。但亦要留意，平嗰幾千蚊，喺配備上可能会有取舍，具體要睇你嘅需求。
Proton X90 裝 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Honda HR-V 裝 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
兩款車用嘅係同一套動力系統，日常開起嚟嘅感覺基本冇分別。油耗方面都差唔多，唔使太諗呢一點。
Proton X90 車身長 4400 mm，行李箱 400 L。
Honda HR-V 車身長 4500 mm，行李箱 450 L。
空間方面，Honda HR-V 嘅車身比 Proton X90 長咗 100 mm，乘坐空間更有優勢。不過 Proton X90 喺城市入面泊車會靈活啲，各有取捨。
Proton X90 採用 FWD 驅動方式。
Honda HR-V 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大分別。
Proton X90 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Honda HR-V 保修 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
總括嚟講，Proton X90 同 Honda HR-V 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係要睇你個人需要同預算。建議大家做好功課，多比較多間車行嘅報價，再去試駕做最後決定。買車係件大事，花少少時間做功課絕無錯處。
喺馬來西亞嘅SUV市場，好多買家喺揀車嘅時候都會拿 Proton X90 同 Honda HR-V 嚟比較。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個詳細嘅對比，幫你節省咗做功課嘅時間。
Proton X90 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,800，一共有 4 個版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800）等。
Honda HR-V 喺馬來西亞嘅 OTR 售價係 RM 115,900 - 143,900，一共有 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。
從價錢睇翻，Proton X90 嘅起售價確實比 Honda HR-V 平咗 RM 9,100。如果你預算有限，Proton 嘅入門版已經可以滿足日常需要。但亦都要注意，便宜嗰幾千蚊，可能喺配備上會有取捨，具體視乎你嘅需要。
Proton X90 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Honda HR-V 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
兩款車用得係同一套動力系統，日常駕駛嘅感受基本冇分別。油耗方面都差唔多，唔使太糾結呢一點。
Proton X90 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Honda HR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING (ACC, CMBS, LKAS, RDM)。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算好齊全。依家嘅新車安全性唔差，唔使太擔心呢一點。
Proton X90 保用 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Honda HR-V 保用 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
總體嚟講，Proton X90 同 Honda HR-V 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係要看你嘅個人需要同預算。建議大家做足功課，多比較幾間車行之報價，再去試車做最後決定。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 X90 同 Honda WR-V 黎做比較。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個詳細對比，幫你攞返做功課嘅時間。
Proton X90 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,800，一共有 4 個版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800） 等。
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。
從價錢來看，Honda WR-V 嘅起步價比 Proton X90 平咗 RM 16,900。老實講，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。
Proton X90 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Honda WR-V 搭載 1.5L 4-cyl，馬力 105 hp。官方油耗 6.0 L/100km。
動力方面，Proton X90 嘅 1.5L Turbo 比 Honda WR-V 嘅 1.5L 4-cyl 多咗 35 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 Honda WR-V 嘅油耗可能更加友好，日常市區通勤差別唔會太大。
Proton X90 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Honda WR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING。
呢兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算俾好齊全咗。而家嘅新車安全性都唔差，唔使太擔心呢一點。
Proton X90 車身長 4400 mm，後備箱 400 L。
Honda WR-V 車身長 4400 mm，後備箱 400 L。
呢兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
Proton X90 同 Honda WR-V 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更看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，那就揀配置更加豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要。
總嘅嚟講，Proton X90 同 Honda WR-V 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，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，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
1997, north of Wuhu city, a barren stretch of land.
No factories, no equipment, no technical drawings, hardly anyone believed anything could grow here. Chery drove its first stake into such a place. Back then, the Chinese auto market was dominated by joint-venture brands. Santana, Jetta, Fukang "the old three" ruled supreme. Domestic brands? In many people's concepts, that was just a joke.
Two years later, the first Fengyun came off the line. Two more years passed, and Fengyun became the first Chinese brand sedan to cross the border. No one could have imagined that this car, which raced out of the barren land, would weave a story of 20 million vehicles 29 years later.
But what is truly worth discussing about the number 20 million is never how big it is, but how "heavy" it is.
20 million, placed in today's Chinese auto market, just looking at the numbers, it's not earth-shattering. But if you calculate this arithmetic problem differently, the result is completely different.
Among Chery's 20 million users, nearly 7 million are from overseas. Accounting for 35%. What does this mean? For every 3 Chery vehicles sold, 1 is sold outside China. This proportion is unique among all Chinese automakers.
This first half of the year, Chery exported 943,800 vehicles, up 71.5% year-on-year. On average, one Chery vehicle heads to an overseas wharf every 17 seconds. June was even more exaggerated, with overseas sales hitting 191,000 in a single month, with an export ratio as high as 69.5%. In other words, nearly seven out of ten Chery vehicles sold that month were bought by foreigners.
If we look at the timeline, in 2007 Chery completed its first 1 million in the first decade—that was the first time a Chinese domestic brand knocked on the door of the "million club". From 1 million to 20 million, 19 years, compound growth rate 17%. The growth curve of the last two years is steep and frightening; just the export volume of the first half of this year already exceeded the total global sales of certain brands for the entire year.
But what is worth pondering more behind the numbers is: Chery didn't just recently think about going overseas, it has walked this road of globalization for over twenty years. Starting from the first Fengyun exported to Syria in 2001, Chery has always been moving outwards. The first 20 years were a slow simmer, only in the last two years has it come to a quick boil.
At the delivery site of the 20 millionth vehicle on July 25, 2026, there was an interesting detail.
The owner is named An Xinran, Australian nationality, pursuing a PhD at Zhejiang University. Why did she buy a Chinese brand EV? The story starts with her mom. An Xinran's mom was already a Chery owner in Australia. Back then she chose Chery because Chery received a five-star rating in the Australia and New Zealand high-spec safety test. The old lady felt this Chinese car was reliable, safe, and trustworthy.
Influenced by her mother, after coming to China to study, An Xinran has been paying attention to Chery. Later she saw the Fengyun A9, was moved by its appearance and intelligent cockpit, became the recipient of the 20 millionth vehicle, and received the car key from Yin Tongyue and spokesperson Yang Zi.
Where is the gold content of this story? In "intergenerational transmission" and "trans-oceanic trust".
Mom drives a Chery in Australia for safety; daughter drives a Chery in China for intelligence. Two generations, two countries, two completely different usage scenarios and consumption needs, caught by the same brand. This is not something ad copy can fabricate; this is real word-of-mouth rolling into a snowball.
Think about it, how harsh the Australian market is on car safety requirements, anyone who knows cars slightly knows. Getting a five-star rating there is equivalent to getting an "entry ticket" for the entire mature Western market. And an Australian family, mom drove it and thought it was good, daughter continues to buy — this trust chain is more convincing than any "Global Sales #1" slogan.
What is truly difficult is not selling the car, but taking root
Many people think "globalization" is just shipping cars to ports, loading ships, and sending them off. That is trade, not globalization.
Chery's understanding of globalization is three stages: product going overseas, capacity going overseas, ecosystem going overseas. As Yin Tongyue said, it is from "going out" to "going in" and then to "blending in".
How to blend in?
As of now, Chery has 16 overseas factories globally, distributed in Brazil, Spain, Thailand, South Africa, etc. In 2024, Chery cooperated with Spanish EV MOTORS, revived the Spanish national brand EBRO, directly creating over 1,000 jobs, called a "model of China-Spain cooperation" by both governments. This July, Chery launched the upgrade and renovation of the South African Rosslyn plant — this plant was built in 1963, after Chery took over it promised to retain all 692 employees, and also drove nearly 3,000 jobs upstream and downstream.
Among Chery's 150,000 global employees, overseas employees exceed 20,000.
Yin Tongyue has a sentence that impressed me deeply. He said Chery cannot be a "tumbleweed chasing profit", rolling wherever the wind blows, cannot take root; it must be a "tree planter rooted locally", wherever it is, for wherever it is, becoming a part of the locals.
This sounds simple, but weighs heavily. The "tumbleweed" style of going out is the logic of making fast money — rush in when the market is good, run away when the market is bad. But the logic of the "tree planter" is — I came, and I won't leave, I grow together with this land.
In 2026, Chery joined the IATF International Automotive Task Force Board, obtained the voting right for global auto standard formulation. From "abiding by rules" to "participating in setting standards", this leap is much harder and more valuable than selling hundreds of thousands more cars.
After 20 million, why dare to say "no involution"?
At the Fengyun A9 launch event on July 25, 2026, Yin Tongyue said: "After 20 million vehicles, we will no longer participate in involution, we will no longer only pursue sales, but pursue upward brand growth, pursue greater value creation."
Spoken by others, this might be face-saving talk. But spoken by Chery, it is backed by solid actions.
This first half of the year, Chery actively "squeezed out excess" domestically, significantly reducing dealer inventory, shipping 150,000 fewer cars domestically. The sales figures indeed looked bad, but dealer inventory pressure eased, channels became healthier. What was the cost? Decline in short-term sales. What was exchanged? Beneficial operation of the entire system.
In the latest Fortune China 500 list, Chery ranked 87th on its debut, with a return on net assets of 36.5%, number one in the auto industry. Not competing on price is because it found things more valuable than competing on price.
Fengyun A9 is that "upward" spear. Full series standard equipped with 70kWh battery, 655 km range, 8 airbags, front double wishbone rear five-link suspension, pre-sale price 109,900 to 129,900. Pulling this spec sheet to the European market, the level of competitiveness is clear to those in the know. 72-hour pre-sale orders 18,173 units, 15 days broke 31,729 units. The market votes with its feet, more real than any self-praise. From the first Fengyun going off the line in 1999, to today Fengyun A9 becoming the carrier of the 20 millionth; from "making cars ordinary people can afford" to "defining global high-quality mobility standards" — the name Fengyun has been used for 27 years, the logic behind it has climbed several steps.
What did that stake hammered on the barren land pierce out?
Back to 1997. When Chery drove the first stake into the barren land, no one believed this zero-start domestic brand could survive, let alone believed it could go out.
That year, the landscape of Chinese cars was still decided by joint-venture brands. "Market for Technology" was exchanged for 20 years, how much technology was actually exchanged, everyone has a number in their heart. Chery took a different road from the beginning — no joint ventures, no relying on foreign parties, gnawing technology by itself, expanding market by itself.
Was this road difficult? Too difficult. The first 1 million in 2007 took ten years; from 1 million to 2 million took three years; from 2 million to 5 million took five years; from 5 million to 10 million took six years; from 10 million to 15 million took three years; from 15 million to 20 million took only two years. The slope gets steeper and steeper, but every step is stepped solidly.
This number 20 million, the real weight is not in "20 million" itself, but in its composition — 35% overseas users, first Chinese brand exports for 23 consecutive years, three-digit growth in European market, one seat on the IATF board, An Xinran and her mom crossing two generations and two countries brand trust.
These are the assets that cannot be taken away. Yin Tongyue said, 2027 is Chery's 30th anniversary, by then Chery will not only be an auto company, but also a tech ecosystem company. From barren land to 20 million vehicles, from Wuhu to over 100 countries and regions globally, Chery has walked this road for 29 years.
No short cuts, all hard work. But on the road of globalization, it is precisely hard work that is most valuable.
喺馬來西亞嘅 SUV 市場，好多買家揀車嗰陣都會拿 Proton X90 同 Honda WR-V 比下。這兩款車喺價位同定位上都幾接近，而家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。
Proton X90 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,800，合共 4 個版本，包括 2026 1.5T Prime X（RM 122,800）、2026 1.5T Prime（RM 116,800）、2026 1.5T Lite（RM 106,800） 等。
Honda WR-V 喺馬來西亞嘅 OTR 售價係 RM 89,900 - 107,900，合共 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。
睇返價錢，Honda WR-V 嘅起步價比 Proton X90 平咗 RM 16,900。講真，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。
Proton X90 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Honda WR-V 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Honda SENSING。
兩款車嘅安全評級一樣，喺呢個級數裡面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心呢點。
Proton X90 採用 FWD 驅動方式。
Honda WR-V 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大分別。
Proton X90 同 Honda WR-V 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。最後都係建議兩款都去試駕，親自體驗先至最重要。
總括嚟講，Proton X90 同 Honda WR-V 都係馬來西亞市場幾唔錯嘅車款。揀邊一部，關鍵仲係睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，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 the Malaysian SUV market, many buyers compare the Proton X70 and Subaru Forester when choosing a car. These two vehicles are quite close in terms of price and positioning. Today, we will conduct a detailed comparison from multiple aspects to help you save time on research.
The OTR price of the 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 price of the Subaru Forester 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.
From a pricing perspective, the starting price of the Proton X70 is indeed RM 67,200 cheaper than the Subaru Forester. If your budget is limited, the Proton entry-level version can already meet daily needs. However, note that the few thousand difference might involve trade-offs in features, depending on your specific requirements.
Proton X70 body length 4400 mm, boot 400 L.
Subaru Forester body length 4400 mm, boot 400 L.
The dimensions of the two vehicles are almost identical, with little difference in interior space. Cars in this class are more than sufficient for daily use.
Proton X70 uses FWD drive method.
Subaru Forester uses FWD drive method.
The drive methods of the two vehicles are the same, both FWD, so there should not be much difference in daily driving experience.
Both the Proton X70 and Subaru Forester 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 cost-performance and features, then choose the one with richer configuration. Ultimately, it is recommended to test drive both models, as hands-on experience is the most important.
Overall, both the Proton X70 and Subaru Forester are very good models in the Malaysian market. Which one to choose mainly depends on your personal needs and budget. It is recommended to do your research, compare quotes from several dealerships, and then test drive to make the final decision. Buying a car is a big matter, spending some time researching will definitely not be wrong.
GM's world still exists, but there aren't enough new cars.
Author｜Liu Xinyi Editor｜Mao Shiyang
Auto Pixel (ID:autopix)Original
SAIC-GM's farewell and rebirth arrived in almost the same month.
On August 5, SAIC and GM extended SAIC-GM's joint venture term by 20 years, until 2047.
Four words stood on site: Together to a New Realm. Along with the renewal, the new task for this joint venture was also confirmed.
Three weeks later, on August 28, the Buick Envision 2026 model will be discontinued in the US.
The two events are independent but coincided in the same month.
The Envision story goes back eleven years. At the end of 2015, the first batch of Envisions destined for North America departed from Yantai Port, entering Buick dealerships in the US, Canada, and Mexico the following year. Over the next ten years, cumulative exports reached 420,000 units. After 2017, it became GM's only model imported from China to the US.
Starting in 2018, the Envision bore a 25% tariff, and GM's application for exemption was unsuccessful. On January 22, 2026, GM announced stopping production of Envisions for the US market in China; the next generation will move to the Fairfax, Kansas factory in 2028.
By May this year, the inventory cycle for this model in the US had exceeded 300 days.
▍Old photo of Buick Envision at Yantai Port
One door is closing, while another is opening. According to the arrangement after the renewal, the Buick Zhijing series independently developed by SAIC-GM will be exported overseas starting from October this year, with target markets including the Middle East, Africa, South America, Mexico, and Asia-Pacific.
Tariffs shut out the US car market, and GM hands the world outside to Shanghai.
01
Outside the US, GM is Short of Cars
This renewal did not change the 50:50 equity ratio, nor disclose new investment amounts. What changed is the division of labor.
At the signing ceremony, GM Global Senior Vice President and China President Luo Xu said, SAIC-GM has established local capabilities in engineering, manufacturing, and quality, "We can bring these advantages to the international markets of the Middle East, Africa, South America, Mexico, and the Asia-Pacific region", relying on GM's existing sales and service layouts in these regions.
In organizational language, what he revealed is that SAIC-GM and Pan Asia define the products, while GM provides global channels outside the US market.
The specific implementation method is quite light. SAIC-GM will not build its own sales network overseas, but will fully reuse GM's existing system.
The first exported car is the Buick Zhijing E7, with the first stop in South Korea. GM Korea is responsible for pricing, marketing, and after-sales, while SAIC-GM is only responsible for production, supply, and technical support. Later in other markets, a similar model is expected to be used.
The flow of products and resources has changed. In the past, GM brought global products to China; next, SAIC-GM will send products developed in China back to the world.
This is not common in "Joint Venture 2.0". When most foreign parties allow Chinese joint ventures to go global, they first demarcate their core markets. GM did not give SAIC-GM just an edge market to test the waters; it opened the Middle East, Africa, South America, Mexico, and Asia-Pacific all at once, almost including everything GM owns outside the US. And it allows Chinese products to directly connect to its sales and service system built over many years.
Why now, why these markets, the answers are written on GM's two reports respectively.
▍Group photo when GM Brazil was founded in 1925
The first is North America. In Q2 2026, GM North America's adjusted EBIT margin reached 8.6%, full-size pickup share 43%, No. 1 for the seventh consecutive year. The company raised its performance guidance for the second time this year, raising the adjusted EBIT expectation to $14-16 billion.
This is a self-sustaining machine, expensive, large, high-spec, with brand premium, plus the cash flow of subscription services. It does not need external funding and less external products.
The second report is outside the US.
In 2025, the US market contributed nearly 70% of GM's global sales. Following the US were China, Uzbekistan, Brazil, Kazakhstan, Colombia, Chile, Ecuador, Peru, Kuwait. Apart from the US and China, the rest are all emerging markets.
The cars these markets want have almost no overlap with the cars produced by that machine in North America.
And GM's position in these places is very uneven.
Mexico remains GM's stronghold, market share long second only to Nissan. South America slowed down in defense: In 2025, GM's share in Brazil dropped from 12.0% to 10.3%, Volkswagen rose to 17.1%, BYD rose to 4.4%.
The absence in the Middle East is even more obvious. In Saudi Arabia, GM has fallen out of the top mainstream brands, while SAIC MG has entered the top sales list. Africa has left a damaged network; Egypt still has manufacturing and operational systems, but GM has long exited the major business of South Africa and East Africa.
For Mexico and South America, SAIC-GM is defending the ring; for the Middle East, it's supplementing products; for Africa, there is a hint of returning to old markets.
02
Ultium Failed to Stitch GM Together
In 2014, Mary Barra became GM's first female CEO.
The GM she took over had just emerged from bankruptcy restructuring, still retaining a huge global business map. Opel and Vauxhall in Europe, Chevrolet laying networks in India, South Africa, and Southeast Asia, Holden stayed in Australia, Korea Daewoo system responsible for small cars, Brazil responsible for South American products.
These businesses allowed GM to maintain the image of a global automaker, but also kept it burdened with the costs of a global automaker for a long time.
Mary Barra adopted a clear financial standard. If a business cannot generate sufficient returns, it is no longer retained due to scale, history, or global status.
From 2015 to 2020, GM began to intensively take action against markets that could not generate sufficient shareholder returns, withdrawing from Europe, Russia, India, Southeast Asia, and Australia, selling Opel, Vauxhall, and the Thailand factory.
Profit discipline achieved results, capital gradually flowed to large cars North America was best at; the cost was that GM simultaneously dismantled the product system serving global needs.
Opel once provided front-wheel-drive sedans and European engineering capabilities, Holden mastered rear-wheel-drive platforms, Korea was responsible for low-cost small cars. After exiting these markets, GM also lost most of the capabilities to serve global needs.
By 2020, GM had basically completed global contraction. North America kept pickups, large SUVs, and high-profit fuel cars; China still had a huge joint venture system; markets like South America, Korea, Middle East were compressed into regional businesses maintaining their own profitability.
They were like isolated islands scattered on the world map. With the competitive landscape unchanged, they could continue to exist relying on inertia, contributing limited but stable profits.
But now, competition has intensified.
In 2025, the Brazilian car market continued to grow, but GM's share dropped from 12.0% to 10.3%; Volkswagen rose to 17.1%, BYD rose to 4.4%. In the Mexican market, GM's sales dropped 3.4%, while Nissan, Toyota, Kia, and Mazda all grew.
The results are written on GM's International Operations (GMI) report outside North America. In 2025, GMI wholesale sales dropped 8.1%, revenue dropped 3.3%; excluding Chinese joint venture business, adjusted EBIT dropped 32.8%, leaving only $426 million.
What these regional businesses lacked was not brand and channels, but a set of new products that could be continuously delivered to dealerships.
GM certainly knew the side effects of contraction. Once contraction was basically completed, Mary Barra had to find a new technical base, without re-establishing those regional R&D centers, to reconnect North America, China, and the remaining international markets.
Electric vehicles seemed to provide this opportunity exactly.
By 2019, Tesla had completed the difficult climb of Model 3, delivering 367,500 units for the year; the Shanghai factory from groundbreaking to delivery took less than a year, proving that a highly centralized model, battery, and software system can be quickly replicated between the US and China.
The signal from the capital market was more direct. In January 2020, Tesla's market value surpassed GM and Ford combined for the first time, and exceeded Toyota six months later. For GM which had just completed global contraction, electrification not only represents the future of the auto industry but also provides a shortcut to cover the global again without rebuilding the old system.
Starting in 2018, GM turned the funds saved after cutting losses to electrification and autonomous driving; by March 2020, GM officially released Ultium and promised to invest over $20 billion before 2025. China subsequently held the corresponding technology release.
Ultium's engineering ambition is huge. GM hopes it will simultaneously cover compact crossover vehicles, SUVs, Hummers, and large pickups, and allow North America and China to share scale, supply chain, and R&D costs.
But the product that first proved Ultium was the Hummer EV equipped with about 205 kWh batteries. This number is double the common battery capacity of China's mainstream large pure electric vehicles. From the beginning, Ultium was pulled towards American-style large cars by the goals of ultra-long range, thousand-horsepower power, and large pickups; it can continuously add modules to cover upwards, but it is difficult to use the same system to build down cheap models.
More fatally, GM bet on the wrong direction of market convergence. Ultium bet on highly modular battery cells, modules, and e-drive to拼出 as many models as possible; the place where markets truly form barriers has shifted to software, electrical/electronic architecture, and continuous iteration capabilities, while model diversity is actually converging.
In April 2026, GM notified suppliers to indefinitely postpone the development of the next generation Silverado EV and Sierra EV models; major platform updates are not expected until after 2030.
China, however, quickly shifted to lower-cost lithium iron phosphate, faster charging speeds, plug-in hybrids and range extender, and smart cockpits and assisted driving driven by local suppliers.
The base originally used to unify China and the US ultimately failed to connect either end.
Ultium did not stitch GM back together after it was dismantled. It left behind battery, e-drive, manufacturing, and safety verification capabilities, and made an inescapable conclusion: North America, China, and outside the US can no longer be defined by the same base.
03
SAIC-GM, Established Twice
At the end of 2024, SAIC-GM was not facing how to go global, but whether this company was worth continuing to exist.
That year, SAIC-GM sales dropped to 435,000 units, down 56.54% year-on-year, the largest decline among SAIC Motor's whole vehicle enterprises. In December, GM accrued 2.6 to 2.9 billion USD in impairment for its Chinese joint venture business, and confirmed about 2.7 billion USD in restructuring costs, totaling over 5 billion USD.
This money was both a settlement for the past and drew the survival line for SAIC-GM.
Ultium did not bring the expected transformation to the China business, and Detroit had no other mature global plan to send over. SAIC-GM must reduce scale, restore profitability, and rely on the China team to re-answer the most basic question: How exactly should the next generation of products be built.
In April 2025, the Xiaoyao Architecture and Buick's high-end new energy sequence Zhijing were released together.
Xiaoyao retained Ultium's e-drive, manufacturing, and safety accumulation, but the technical route has shifted to China: batteries switched to 6C Lithium Iron Phosphate, power covers pure electric, plug-in hybrid and range extender, electronic/electrical architecture also shifted to central computing.
More important than parameter changes is that product definition rights remain in China.
In the past, Pan Asia mainly adapted Detroit platforms for China. With Xiaoyao and Zhijing, technical routes, product forms, prices, and supply chains started to be defined by the China team.
The results came faster than expected.
Zhijing L7 first stabilized in the mid-to-large new energy sedan market; on April 22, 2026, Zhijing E7 went on sale, with the lowest trade-in equity price of 154,900 yuan, breaking 10,000 major orders within 90 minutes of launch, exceeding 10,000 deliveries in the first month, becoming the first joint venture new energy model to achieve this.
The reversal at the operational level started earlier. In 2025, SAIC-GM sales rebounded to 535,000 units, up 22.99% year-on-year; GM's business in China achieved profitability for consecutive quarters.
It first proved it no longer needed continuous blood transfusion from headquarters, and then proved that new energy vehicles defined by the China team can obtain the market.
Thus, the direction of renewal discussion changed. From whether SAIC-GM needed to continue existing to how to maximize its value.
This capability did not appear suddenly. In 1997, Pan Asia and SAIC-GM were established on the same day, going from localization, model modification all the way to whole vehicle forward development. In 2010, the new S-Orio developed throughout Pan Asia went on sale and went overseas; in over twenty years, it developed over 30 series and over 150 models for Buick, Chevrolet, and Cadillac.
In the past, this capability was mainly used to change GM's global products into what China needs. In the Zhijing era, the direction reversed; products defined by the China team began to fill the gaps in GM's global product line.
Chinese joint ventures outputting products in reverse is no longer an isolated case. Volkswagen, Nissan, Mazda, and Kia are all sending models developed and produced in China overseas.
The real difference is the scale of openness; the more important overseas profits and capacity are, the clearer the boundaries drawn by the foreign side are; the more the overseas system needs replenishment, the larger the space gained by the China team.
GM's speciality lies in that its most protected North American profit core has almost no conflict with products SAIC-GM can provide. What GM needs most to protect is large pickups and SUVs in North America, which happen to fill the product gaps in GM's overseas network.
South America, Korea, Middle East, and Africa still have GM's brands, factories, and channels, but new product supply has become thin. Incorporating Chinese models is faster and cheaper than rebuilding R&D systems for each region.
Eleven years ago, the Envision sailed from Yantai to the US, China's role in GM's global system was still a manufacturing base. Eleven years later, SAIC-GM went global again with products it defined itself.
What GM handed over was not a world still growing, but a network where channels are still valuable but products are increasingly cut off. What SAIC-GM obtained was not a ready-made market, but the power to repair it.
This 20-year contract is not just a continuation of the previous joint venture relationship. It is more like SAIC-GM's second establishment.
This article is original content by Auto Pixel (autopix)
Unauthorized, do not reproduce
Initially, the matter of "joint venture" was due to the serious ideological differences between China and the United States, making the initial proposal of the "joint venture" model, General Motors Chairman Thomas Murphy, who came to China to negotiate cooperation in 1978, return in defeat. But unexpectedly, 48 years later, history came full circle.
On August 5, SAIC Group and General Motors announced in Shanghai that their joint venture relationship would be renewed for another 20 years, extending to 2047. If the first joint venture in 1997 was the trend of the times, the announcement by both parties this time to extend the joint venture term to 2047 seems somewhat special. The reason is that the United States and we are entangled due to various industrial competitions. General Motors and SAIC, as the largest automotive companies of their respective sides, what does their cooperation at this time mean?
Let's first see what the official statement said: Both sides stated that this cooperation renewal is based on nearly 30 years of successful cooperation. Against the backdrop of profound changes in the global automotive industry, SAIC Group and General Motors have cast a vote of confidence in the long-term value of the Chinese automotive market and the transformation capabilities and development prospects of SAIC-GM. Both shareholders will further collaborate on technical research and development, supply chains, and global market resources to provide continuous support for the smart electric transformation, local innovation, global layout, and long-term healthy development of SAIC-GM.
Deconstructing this passage, it mainly contains two meanings: First, to convey confidence; Second, both parties will collaborate on technical research and development, emphasizing the smart electric transformation, and paying close attention to the global market.
First point, the confidence aspect is obviously very important. Just on August 3, the United States even included our Qiaqia Melon Seeds, Sinian Dumplings, Septwolves, etc., in the import restriction list, not to mention new energy vehicles.
Second point, regarding the technical collaboration between the two parties, SAIC-GM's smart electric transformation, in just two short lines, the word "Global" is mentioned twice: Global market resources, Global layout; Recalling Tesla from the United States as well, "Become a benchmark factory and major export center for Tesla globally", this may imply that SAIC-GM intends to leverage China's supply chain advantages to bypass various restrictions in the United States and increase the "export" role of SAIC-GM.
"Exports" or a Key Development Strategy
Public data shows that as of September 2024, the Tesla Shanghai Factory had cumulatively exported 1 million Teslas in less than 4 years; in 2025, the Tesla Shanghai Factory delivered 851,000 new cars globally, accounting for half of its global sales. Domestic retail was 626,000 units, meaning exports were approximately 220,000 units.
Due to the localization rate of Tesla being above 95%, this means that while Tesla is earning substantial profits for its shareholders, it is also earning large amounts of foreign exchange for China. The initial core demand set by the Chinese automotive industry for the purpose of "joint venture" was to earn foreign exchange. Not to mention the contribution of Tesla to building a complete new energy vehicle industry chain in China after its growth. Therefore, even a wholly foreign-owned project like Tesla is of no small importance to the Chinese automotive industry.
We return to SAIC-GM. From the first batch of 50 Buick GL10 exported to the Philippines in 2001 to July 2022, SAIC-GM's cumulative exports surpassed 1 million units. As of the end of November 2025, this figure has exceeded 1.3 million units. Besides complete vehicle exports, the contribution of SAIC-GM to the Chinese automotive industry chain is even greater than Tesla.
From a global market perspective, General Motors began to gradually shrink since 2015, withdrawing successively from the passenger car markets in Western Europe and India, selling Opel's German headquarters, all passenger car factories in Western Europe; Thailand local complete vehicle manufacturing business, two complete vehicle factories in India, retaining only the US, China, South Korea, Canada, Mexico, Brazil and other major core profitable markets.
On the Chinese side, on the one hand, SAIC and Great Wall and other enterprises have successively taken over some of General Motors' overseas assets, allowing General Motors to avoid greater losses; at the same time, Chinese-made cars have seen continuous growth in exports for many years, achieving technical leaps and becoming objects of cooperation and joint ventures for overseas brands such as Audi, Volkswagen, and Stellantis. As an old partner of the Chinese automotive industry, retaining "SAIC-GM" as this high-quality asset is clearly a wise move for General Motors.
Looking at the "SAIC-GM" joint venture project, if the past China and SAIC needed to borrow General Motors' technology and products to develop themselves, and General Motors also needed to borrow China's market demand and scale to develop itself; the current China and SAIC are no longer as dependent on General Motors as they were back then, while General Motors, besides still needing China's market demand and scale, also needs to leverage SAIC Group's smart electric technology and China's automotive supply chain advantages, to retain SAIC-GM as a key bridgehead for General Motors to continue to profit and expand in the global market. This change in strength and status between the two has also given today's "SAIC-GM" a completely different meaning.
"Zhijing Model": Exports or the Short-term Optimal Solution
At the press conference for the renewal of SAIC-GM joint venture for another 20 years today, SAIC-GM clearly stated that in the future, both parties will rely on the local research and development system accumulated in the R&D center established jointly in China by the two parties — Pan Asia — and the mature domestic supply chain, as well as the empowerment of SAIC Group's leading smart electric technology capabilities in recent years. At the same time, inheriting General Motors' century-old technical heritage and global rigorous standards, they will continue to provide high-standard products and services to the market.
SAIC-GM also gave an example: the Zhijing model. As the new sub-brand of SAIC-GM "Zhijing", its core is SAIC Group's smart electric technology, combined with Pan Asia's R&D advantages and mature domestic supply chain, plus General Motors' global product standards, a new species combining multiple advantages.
SAIC-GM specifically mentioned that according to the plan, Buick Zhijing E7 will be officially exported to overseas markets in October this year, becoming the first high-end new energy vehicle of the Buick brand and SAIC-GM Motors to go overseas, marking the opening of a new chapter in enterprise transformation and globalization strategy.
Buick Zhijing will not only become a benchmark for joint ventures developed locally and exported in reverse to overseas markets, but also provide a new model of "local innovation, global sharing" for joint venture exports for multinational automotive companies. With the support of both shareholders, SAIC-GM Motors will continue to expand into international markets in the Middle East, Africa, South America, Mexico and Asia-Pacific in the future, further enhancing the influence of China's local innovation results in the global market.
From these descriptions, it seems that the future market focus of SAIC-GM may rely more on overseas markets. Public information shows that since the Zhijing brand was launched in April 2025, a total of three models have been launched: Zhijing Shijia, Zhijing L7, and Zhijing E7. All three cars are new energy vehicles. As a new brand, the Zhijing brand had to face the vast ocean of China's new energy competition as soon as it was born, with fierce competition far stronger than the era when Buick's early star models Buick Century and Buick Sail were located. It is unrealistic to want Zhijing's new cars to sell well like Buick Century and Sail back then. Therefore, whether it is SAIC or General Motors, they need to find a completely different business path for Zhijing. "Overseas markets" are probably the most realistic answer at this time.
According to consultancy firm AlixPartners forecasts, Chinese car exports in 2026 will reach 10 million units, an increase of 41% year-on-year, 2.5 times the annual export volume of Japanese cars. Looking at brands, taking Chery Group as an example, the cumulative sales from January to July this year were 1.6343 million units, of which exports were as high as 70%.
In the international market, precisely out of continued看好 of Chinese new energy vehicles, the third-ranked Stellantis Group in the world signed a cooperation agreement with Leapmotor, not only directly investing in Leapmotor Automobile but also establishing a Leapmotor International joint venture company to exclusively be responsible for the sales and production business of Leapmotor Automobile products in markets outside Greater China.
In addition, including the cooperation between Volkswagen and Xpeng, the new cooperation between Audi and SAIC, all have similarities with this time SAIC-GM's "new joint venture". In other words, no matter what barriers exist between nations, the global automotive industry that was originally entangled is now carrying out cooperation with a more profound impact in a posture where they cannot live without each other.
Perhaps, for industry and capital, politicians and national industrial policies may produce major changes every four years, but joint venture cooperation for the purpose of win-win is the true market main melody. Looking at the current development situation of Chinese new energy vehicles, the "joint venture enterprises" widely existing in China's market may be making the global automotive industry look anew. For those enterprises that have boarded China's train, they are all secretly grateful in their hearts, such as General Motors, Audi, etc. And for those enterprises that previously completely did not看好 "joint ventures", they probably regret it now. From this perspective, this new cooperation between SAIC and General Motors undoubtedly represents the most mainstream industrial trend at the moment, and also reveals the high ability and vision of the joint venture parties to adapt to the times.
如果你认识smart的时间不算长，脑海里的smart印象，大概率会是近些年新出的精灵#1、精灵#5：精致、尺寸克制但空间尚可，日常也能承担一家人的出行。
可smart最早出名，靠的是一台完全不同的车。
1998年，第一代smart fortwo问世，它只有两扇门、两个座位，车身短到在欧洲街头甚至能横着停进车位。后来大家习惯把这类车叫“城市小车”“微型车”，fortwo则早早把这套玩法摆到了全世界面前——两门两座、四轮四角、小尺寸里尽可能多留乘员空间，这些后来在微型车上频繁出现的思路，都能从它身上找到影子。
时隔28年，这个经典形态重新回到了smart的产品线。
全新smart精灵2号最近完成了工信部申报，量产版外观和部分基础参数也随之公开。今年10月，它还会回到巴黎，在巴黎车展完成全球首秀。
而正式露面前，smart先把这台车画上了上海、柏林、巴黎、香港、布宜诺斯艾利斯和墨尔本的街头。六座城市、六组涂鸦，挺符合这个品牌一直以来的调性，因为自诞生开始，它就不是一个特别循规蹈矩的汽车品牌。
看到申报图，熟悉fortwo的人应该不会陌生。
车身依旧相当短，全长根据不同选装为2751mm和2764mm，宽1669mm，高1555mm，轴距1875mm。前悬最短475mm，后悬最短401mm，车轮基本被推到了车身四角。
不到2.8米是什么概念？现在很多主流纯电小车都已经奔着3.5米甚至4米去了，精灵2号依然守着fortwo那种“小到极致”的感觉。两个座位当然谈不上照顾全家，可在城市里钻巷子、找车位、掉头，这种尺寸带来的轻松感，很难靠配置表描述。
造型也没有照搬老车。
车身轮廓还能看到fortwo留下来的影子，前脸、灯组和曲面处理已经明显属于现在的smart。申报信息里还能看到黑色车顶、车身同色车顶、多款轮圈、前后装饰件、不同字标等选装内容。对于这种小车来说，个性化本来就占了购买理由里不小的一块。
另外，不计成本专为微型车开发架构这事，应该也只有smart干得出来了，精灵2号使用smart全球研发团队针对超紧凑型纯电车型开发的ECA电动紧凑型架构。从空间布局开始就围绕两座小车展开，动力总成、电池、乘员舱都要在不到2.8米的长度里重新安排。官方给这套架构定下的思路也很直白：尽量少占地方，多把空间留给人。
fortwo过去很有代表性的后置后驱布局，也延续到了全新精灵2号身上。
16英寸轮胎版本采用前185/50 R16、后205/45 R16的前窄后宽搭配。前轮负责转向，后轮更宽，配合后置后驱，对抓地力和车身姿态都会有帮助，这里我直接给大家一个参数，微型车，但最高时速140km/h，没错了，有且只有smart能干出这事来！
目前公开的三电信息还不算多，但可以确认的是，新车采用磷酸铁锂电池，电芯来自宁德时代，不过电池容量、续航以及电机具体参数还要等后续公布。
安全部分也沿用了smart很有代表性的思路。过去fortwo那套Tridion Cell高强度安全座舱，是很多人认识smart车身结构的起点。到了全新精灵2号，smart围绕ECA架构重新开发新一代整车安全体系，小车尺寸没有给车身安全省掉功课。
写在最后
坦白讲，今天的纯电小车已经很多了，而且越做越成熟。五门、四座、更长续航、更低价格，日常代步几乎什么需求都有人照顾。沿着这条路继续做，smart当然也可以造一台很标准的小型纯电车。可那样的车，市场上已经有很多。
精灵2号选择继续保留两个座位、不到2.8米的车身、后置后驱、四轮四角，再专门为它开发一套纯电架构，多少有点“费力不讨巧”，也正因为如此，它才很像过去那台fortwo。
这些年，精灵#1、精灵#3让smart拥有了更宽的产品覆盖面，也让这个品牌走进更多普通家庭的购车清单。精灵2号回来以后，产品线里又多了一台非常挑人的车：后排没有，装载空间有限，尺寸小得极端，很多人从第一眼就知道自己需不需要它。
fortwo当年也是这样，喜欢的人，会觉得它停在哪里都很可爱，城市里开着特别顺手；没需求的人，大概从来不会把它列进候选名单。它存在了这么多年，靠的恰恰就是这种鲜明。
28年过去，汽车已经变了很多，smart也早已不是当年的smart。
好在那台两门两座的小车，又回到了街头，往后你在街上看到它的时候，你大概还是会很自然地叫出那个名字：哦（第四声），smart！
喺馬來西亞嘅 SUV 市場，好多買家揀車嗰陣都會拿 Proton X70 同 Volkswagen Tiguan 嚟比較。呢兩款車喺價位同定位上都幾接近，今日起我哋從多個方面做一個詳細嘅比較，幫你節省做功課嘅時間。
Proton X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 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。
Volkswagen Tiguan 喺馬來西亞嘅 OTR 售價係 RM 206,540 - 260,024，一共有 2 個版本，包括 2025 Allspace 2.0T R-Line（RM 260,024）、2025 Allspace 1.4T Elegance（RM 206,540） 等。
從價錢睇落，Proton X70 嘅起步價的確比 Volkswagen Tiguan 便宜咗 RM 99,740。如果你預算有限，Proton 嘅入門版已經可以滿足日常需求。但都要注意，便宜嗰幾千蚊，可能喺配備上面會有取捨，具體要看你嘅需求。
Proton X70 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Volkswagen Tiguan 搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，Volkswagen Tiguan 嘅 2.0L 4-cyl 比 Proton X70 嘅 1.5L Turbo 多咗 30 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
Proton X70 採用 FWD 驅動方式。
Volkswagen Tiguan 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 保養 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Volkswagen Tiguan 保養 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Proton X70 同 Volkswagen Tiguan 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更加睇重品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更加在意性價比同配備，那就揀配備更豐富嗰款。最終都係建議兩款都去試駕，親身經歷先係最重要。
總體嚟講，Proton X70 同 Volkswagen Tiguan 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵都係要看你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花啲時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Proton X70 同 Volkswagen Tiguan 來比較。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比較，幫你節省做功課嘅時間。
Proton X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 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。
Volkswagen Tiguan 喺馬來西亞嘅 OTR 售價係 RM 206,540 - 260,024，一共有 2 個版本，包括 2025 Allspace 2.0T R-Line（RM 260,024）、2025 Allspace 1.4T Elegance（RM 206,540） 等。
從價錢嚟睇，Proton X70 嘅起價確實比 Volkswagen Tiguan 平咗 RM 99,740。如果你預算有限，Proton 嘅入門版已經可以滿足日常需要。但都要留意，平嗰幾千蚊，可能喺配備上面會有取捨，具體睇你嘅需要。
Proton X70 配備 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
Volkswagen Tiguan 配備 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
動力方面，Volkswagen Tiguan 嘅 2.0L 4-cyl 比 Proton X70 嘅 1.5L Turbo 多咗 30 匹馬力。不過日常喺市區開，兩款車嘅動力都夠用，唔會覺得唔夠力。
Proton X70 車身長 4400 mm，行李箱 400 L。
Volkswagen Tiguan 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。
Proton X70 採用 FWD 驅動方式。
Volkswagen Tiguan 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，Proton X70 同 Volkswagen Tiguan 都係馬來西亞市場好唔錯嘅車型。揀邊一部，關鍵就係睇你嘅個人需要同預算。建議大家做足功課，多問幾間車行嘅報價，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。
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 起亞 Sportage 嚟做比較。呢兩款車喺價錢同定位上都幾接近，而家我哋就從多個方面做個詳細比較，幫你慳晒做功課嘅時間。
寶騰 X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，合共有 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。
起亞 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。
睇返價錢，寶騰 X70 嘅起價確實比 起亞 Sportage 平咗 RM 22,839。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，具體要睇你嘅需求。
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)。
起亞 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畀好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
寶騰 X70 採用 FWD 驅動方式。
起亞 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分別。
寶騰 X70 保養保障 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
起亞 Sportage 保養保障 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
寶騰 X70 同 起亞 Sportage 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更看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，就揀配置更豐富嗰款。最終都建議兩款都去試駕，親身經歷先係最重要。
總體嚟講，寶騰 X70 同 起亞 Sportage 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵都係睇你嘅個人需求同預算。建議大家做足功課，多比較幾間車行嘅報價，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。
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 Kia Sportage 嚟做比較。兩款車喺價碼同定位上都幾接近，今日我就由多個方面嚟做一個詳細嘅比較，幫你節省做功課嘅時間。
Proton X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，合共有 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。
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。
由價錢嚟睇，Proton X70 嘅起價確實比 Kia Sportage 平咗 RM 22,839。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，可能會喺配備上有取捨，具體要睇你嘅需求。
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)。
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畀得好齊全。而家嘅新車安全性都唔差，唔使太擔心這一點。
Proton X70 保養 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Kia Sportage 保養 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
Proton X70 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，就揀配置更豐富嗰款。最後都係建議兩款都去試駕，親身體驗先係最重要嘅。
總括嚟講，Proton X70 同 Kia Sportage 都係馬來西亞市場好唔錯嘅車型。揀邊一部，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。買車係件大件事，花少少時間做功課絕對唔會錯。
In the SUV market in Malaysia, many buyers compare Proton X70 and GWM Haval H6 when choosing a car. The 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.
Proton X70 OTR price in Malaysia is RM 106,800 - 122,300, there are 3 versions in total, including 1.5L Standard 2WD (RM 106,800), 1.5L Executive 2WD (RM 115,800), 1.5L Premium 2WD (RM 122,300), etc.
GWM Haval H6 OTR price in Malaysia is RM 139,750 - 139,750, there are 2 versions in total, including 1.5L Turbo Standard (RM 140,000), 1.5L Turbo Premium (RM 155,000), etc.
In terms of price, the Proton X70 starting price is indeed RM 32,950 cheaper than the GWM Haval H6. If your budget is limited, the Proton entry-level version can already meet daily needs. But also note, the few thousand cheaper might have trade-offs in features, it depends on your specific needs.
Proton X70 is equipped with 1.5L Turbo, horsepower 140 hp. Official fuel consumption 7.0 L/100km.
GWM Haval H6 is equipped with Hybrid, horsepower 170 hp. Official fuel consumption 4.5 L/100km.
In terms of power, GWM Haval H6's Hybrid has 30 more horsepower than Proton X70's 1.5L Turbo. However, for daily city driving, the power of both cars is sufficient, you won't feel it's not powerful enough.
Proton X70 safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
GWM Haval H6 safety rating is TBD, active safety systems include Basic.
In terms of safety features, both cars have achieved good ratings. However, Proton X70's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and GWM Haval H6's Basic have some differences in functionality. If you value active safety, you can compare the feature lists of both carefully.
Proton X70 vehicle length 4400 mm, trunk 400 L.
GWM Haval H6 vehicle length 4400 mm, trunk 400 L.
The dimensions of both cars are almost the same, cabin space difference is not large. For this class of cars, daily use is completely sufficient.
Proton X70 and GWM Haval H6 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 cost-performance ratio and features, choose the one with richer configuration. Ultimately, it is recommended to test drive both, personal experience is the most important.
Overall, Proton X70 and GWM Haval H6 are both very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. It is recommended to do your research, compare quotes from several dealerships, then test drive to make a final decision. Buying a car is a big matter, spending time on research will never be wrong.
In Malaysia's SUV market, many buyers compare Proton X70 and Chery Tiggo 9 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 save you time doing research.
Proton X70 OTR price in Malaysia is RM 106,800 - 122,300, totaling 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.
Chery Tiggo 9 OTR price in Malaysia is RM 166,800 - 179,800, totaling 1 version, including 2026 2.0T Standard (RM 179,750), etc.
From a price perspective, the Proton X70's starting price is indeed RM 60,000 cheaper than Chery Tiggo 9. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note, the savings of a few thousand might involve trade-offs in features, depending on your needs.
Proton X70 equipped with 1.5L Turbo, horsepower 140 hp. Official fuel consumption 7.0 L/100km.
Chery Tiggo 9 equipped with 2.0L 4-cyl, horsepower 170 hp. Official fuel consumption 8.0 L/100km.
Regarding power, Chery Tiggo 9's 2.0L 4-cyl has 30 horsepower more than Proton X70's 1.5L Turbo. However, driving daily in the city, both cars have enough power, you won't feel underpowered.
Proton X70 body length 4400 mm, trunk 400 L.
Chery Tiggo 9 body length 4400 mm, trunk 400 L.
The dimensions of both cars are almost the same, interior space difference is not large. For this class of car, daily use is completely sufficient.
Proton X70 adopts FWD drive mode.
Chery Tiggo 9 adopts FWD drive mode.
Both cars have the same drive mode, both are FWD, daily driving experience will not have too big difference.
Proton X70 warranty 5 years/150,000km, service interval every 10,000km or 6 months.
Chery Tiggo 9 warranty 3 years/100,000km, service interval every 10,000km or 6 months.
In general, Proton X70 and Chery Tiggo 9 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. Everyone is advised to do research, compare quotes from several car dealerships, then go for a test drive to make a final decision. Buying a car is a major matter, spending some time doing research will definitely not be wrong.
