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In Malaysia's SUV market, many buyers choose to compare Proton X90 and Honda HR-V when selecting a car. The 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.
In Malaysia, the Proton X90 OTR price is RM 106,800 - 122,800. There are 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.
In Malaysia, the Honda HR-V OTR price is RM 115,900 - 143,900. There are 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.
Looking at the price, 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 you also need to note that the few thousand cheaper might involve compromises in equipment, depending on your specific needs.
The Proton X90 has a body length of 4400 mm and a trunk capacity of 400 L.
The Honda HR-V has a body length of 4500 mm and a trunk capacity of 450 L.
In terms of space, the Honda HR-V's body is 100 mm longer than the Proton X90, offering an advantage in passenger space. However, the Proton X90 is a bit more flexible for parking in the city, with each having its own trade-offs.
The Proton X90 uses FWD drive mode.
The Honda HR-V uses FWD drive mode.
Both cars use the same drive mode, both are FWD, and there will not be much difference in the daily driving experience.
Proton X90 and Honda HR-V are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale price more, you can prioritize the one with better reputation; if you care more about cost-performance and equipment, then choose the one with more configurations. Finally, we suggest test driving both cars, as personal experience is the most important.
In general, Proton X90 and Honda HR-V are both very good car models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. We suggest everyone do their research, compare quotes from several car dealerships, then go for a test drive to make the final decision. Buying a car is a big matter, spending some time on research will definitely not be wrong.
In the Malaysian SUV market, many buyers compare the Proton X50 and Chery Tiggo 9 when choosing a car. These two cars are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to help you save time doing research.
The OTR price for Proton X50 in Malaysia is RM 89,800 - 113,300, with a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
The OTR price for Chery Tiggo 9 in Malaysia is RM 166,800 - 179,800, with a total of 1 version, including 2026 2.0T Standard (RM 179,750), etc.
From a price perspective, the starting price of the Proton X50 is indeed RM 77,000 cheaper than the Chery Tiggo 9. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note that those few thousand cheaper might have compromises in equipment, depending on your needs.
The Proton X50 is equipped with a 1.5L 4-cyl, with 105 hp. Official fuel consumption is 6.0 L/100km.
The Chery Tiggo 9 is equipped with a 2.0L 4-cyl, with 170 hp. Official fuel consumption is 8.0 L/100km.
Regarding power, the Chery Tiggo 9's 2.0L 4-cyl has 65 more horsepower than the Proton X50's 1.5L 4-cyl. However, for daily city driving, the power of both cars is sufficient, you won't feel it's underpowered.
Proton X50 warranty is 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Chery Tiggo 9 warranty is 3 years/100,000km, maintenance interval every 10,000km or 6 months.
Both the Proton X50 and Chery Tiggo 9 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 equipment, choose the one with more features. Ultimately, it is recommended to test drive both, as personal experience is the most important.
Overall, the Proton X50 and Chery Tiggo 9 are both quite good models in the Malaysian market. Which one to choose depends mainly on your personal needs and budget. It is recommended to do your homework, compare quotes from several car dealers, and then test drive before making a final decision. Buying a car is a big matter, spending some time doing research will definitely not go wrong.
16 年前，吉利從福特手入買走咗富豪。
當時好多人的第一反應唔係佩服，而係擔心：一間中國民間車廠，突然接手一家歐洲豪華品牌，這到底係海外併購，定係搵錢買咗個祖宗返嚟供住？
16 年後，故事故事又兜返咗去福特。唔過呢一次，坐喺談判桌兩邊的人，位置已經有啲唔一樣啦。
7 月 23 號，福特同吉利宣佈，將圍繞西班牙瓦倫西亞工廠成立一間面向歐洲市場嘅合營公司。福特持股約 66%，吉利持股約 34%，雙方將喺度生產福特同吉利品牌嘅多能源車款。按照規劃，兩款吉利新能源 SUV 將喺 2028 年落廠，雙方仲會聯合開發一款同時提供純電、插電混合同增程版本嘅新车。
所以嚴格嚟講，吉利並冇將福特工廠連人帶地打包買走。
但一件事最值得睇嘅，本來就唔係股權表格上邊邊多咗幾個百分點，而係邊個更需要邊個。
瓦倫西亞工廠年產能大約 50 萬輛，曾經係福特喺歐洲最重要嘅製造基地之一，生產過嘉年華、蒙迪歐、Galaxy 等一大串歐洲消費者耳熟能詳嘅車款。可而家，工廠主要靠 Kuga 維持生產，產能利用率只得大約三成，產量相比 2019 年已經跌咗超過七成。
一座可造 50 萬輛車嘅工廠，而家大部分時間都在等落單。機器仲在，工人仲在，供應鏈也在，得車唔夠賣。
就好似一間曾經排隊兩小時先食到嘅老酒樓，廚房、桌椅、服務員一個都冇少，最後發現大廳淨係坐咗三桌客。
呢個時候，吉利推門進來啦。唔係嚟食飯，而係帶住菜單、廚師同埋一班新顧客，問福特一句：你間廚房閒住都係閒住，不如我哋一齊搞？
呢條新聞真正好玩嘅地方就係呢度。以前中國車廠去歐洲，通常都係去學習。學歐洲人點樣搞設計，學德國人點樣調底盤，學百年車廠點樣管供應鏈。真係學唔到，就直接挖返幾個設計師、底盤工程師同埋銷售高層返來。
嗰時嘅中國汽車，好似一個突然賺錢嘅學生，成個世界搵名師。歐洲車廠坐喺講台上，一邊收學費，一邊仲帶少少居高臨下。
2010 年吉利收購富豪，就係呢個時代背景下最有代表性嘅一筆交易。福特當年點解賣富豪？因為金融危機之後缺錢，需要收縮戰線。吉利點解買？因為需要品牌、技術同埋成熟嘅全球體系。
嗰係一場標準嘅中國資本換歐洲技術。
但而家嘅瓦倫西亞合作，邏輯已經反轉過嚟。福特需要吉利帶嚟嘅，唔止係錢，而係新能源產品、車款平台、開發速度，同埋可以令工廠重新填满嘅訂單。
換句話講，16 年前吉利從福特手入買走咗一間歐洲豪華品牌；16 年後，福特開始邀請吉利返嚟，幫助自己解決歐洲工廠究竟該造乜車。
呢唔係簡單嘅「風水輪流轉」，而係汽車工業權力關係一次重新排列。因為對於一家汽車公司嚟講，真正危險嘅從來唔係少賣一款車，而係逐漸失去定義下一款車嘅能力。
工廠閒置，只係表象。表象背後，係福特喺歐洲新能源轉型中嘅尷尬。
過去幾年，福特喺歐洲做咗唔少嘢。佢同福斯合作，基於福斯 MEB 平台推出 Explorer EV 同 Capri EV；又同雷諾合作，希望共同開發更便宜嘅細型電動車；而家再請吉利入瓦倫西亞。
合作當然冇錯。汽車工業本來就係一個高度協作嘅行業，冇邊間車廠可以從芯片到輪胎全部自己造。
但當一家百年車廠嘅新產品越嚟越依賴人哋提供平台、技術或者產能方案，事情就唔止係「開放合作」咁輕鬆啦。佢哋話福特而家正係用合作伙伴，補返喺歐洲新能源產品上嘅速度同成本短板。
過去嘅福特，係人哋嚟借平台、借工廠、借品牌。而家嘅福特，開始四處搵拍檔。福斯負責一部分純電平台，雷諾幫手解決細型電動車，而家吉利帶住新能源 SUV 同新平台進入西班牙工廠。
唔知嘅，仲以為福特喺汽車行業拉咗個群，群名就叫「歐洲業務自救互助會」。
而吉利揀選呢個時候進入瓦倫西亞，都絕對唔係去歐洲做慈善。
中國車廠出海，最簡單嘅階段，係把車由國內裝上船，運到歐洲賣。但隨著關稅、本地製造規則同政治審查越嚟越多，單純出口正變成一門成本更高、確定性更低嘅生意。
歐盟而家仲對中國生產嘅純電動車實施反補貼措施，同時亦喺度討論更明確嘅「歐洲製造」要求。
所以而家中國車廠想嘅，已經唔係「點樣把車賣到歐洲」，而係「點樣令自己變做歐洲本地產業嘅一部分」。比亞迪前腳挖走匈牙利前外長嘅目的係咁，吉利今日同福特合作西班牙瓦倫西亞工廠都係一樣。
畢竟自己從零建廠，好似重新註冊一個新帳戶。但進入福特已經營運多年嘅工廠，就好似接手一個實名認證、有信用記錄，仲有當地政府同工友好關係嘅老號。
真正值錢嘅亦唔係廠房入面嗰幾部沖壓機，而係背後嘅工人、供應商、認證經驗，同同當地政府同社區形成嘅利益關係。
過去歐洲最擔心嘅係，中國汽車會唔會搶走歐洲人嘅飯碗。而家卻出現咗一個有點尷尬嘅畫面，中國車廠要係唔嚟，一啲歐洲工人嘅飯碗反而更难保住。
歐洲一邊同中國電動車加關稅，擔心中國品牌衝擊本土產業；一邊又歡迎中國車款進入本地工廠，因為工廠需要訂單，地方需要稅收，工人需要上班。
嘴上話係「防止產業空心化」，身體卻好誠實問咗一句，你哋嗰兩款 SUV，幾時可以先上生產線？
不過，睇到呢度都唔好急住開香檳。
中國車廠走進歐洲工廠，並唔等於從此拿到咗永久樓契。正相反，中國企業最近一年多喺海外遇到嘅麻煩，已經多到快可以單獨拍一部國際商戰連續劇。
英國政府強行將中國敬業集團旗下嘅英國鋼鐵國有化；荷蘭政府對聞泰科技旗下安世半導體實施罕見經營干預；巴拿馬最高法院裁定和記黃埔旗下公司營運兩座運河港口嘅合同無效；澳大利亞政府明確推動達爾文港回歸本國控制，持有 99 年租約嘅藍橋集團已經啟動法律行動。
資源國嗰邊都冇閒住。尼日爾驅逐三名中國石油企業高層，想賴賬；印尼喺依賴中國資本同技術成為全球鎳產業中心之後，又開始收緊礦石配額、提高稅費、調整定價方式，希望將更多利潤同資源控制權留喺自己手入面。
最難頂嘅係印度，計劃長期對中國企業保持嚴格審查，比亞迪最近就因進口零部件關稅問題遭到調查。印度政府仲幫比亞迪開咗張 6.5 億嘅徵稅單。
呢啲事情放埋一齊睇，確實容易令人有一種風雨欲來嘅感覺。
好似中國企業剛準備大規模走出去，世界各地就開始關門、換鎖，然後同你講，唔好意思，最近「國家安全」四個字有點忙，港口歸佢管，芯片歸佢管，鋼鐵歸佢管，礦都歸佢管。
但這恰恰亦係中國企業真正開始全球化嘅證明。
以前中國公司在海外存在感冇咁強，當然都冇咁多摩擦。你只係賣啲商品，人哋把你當供應商；當你開始買工廠、拿港口、控資源、建供應鏈，甚至影響一個國家嘅就業同產業安全，人哋睇你嘅眼神自然變咗。
一個從來唔出海嘅人，確實唔會喺海上遇到風浪。但這唔能說明岸上更安全，只能說明佢永遠到唔到對岸。
所以問題從來唔係中國企業仲要不要出海，而係出海嘅方式必須升級。
以前中國企業最擅長計生产成本，一塊電池幾多錢，一輛車幾時落廠，效率仲可以提高幾個百分點。
以後仲要學識計政治成本，政府會唔會換屆，產業政策會唔會轉向，「國家安全」嘅邊界會唔會突然擴大，合同出現爭議之後，當地法律同仲裁機制到底靠唔靠得住。
由呢個角度再睇吉利同福特嘅合營，反而更有意思啦。
福特持股 66%、吉利持股 34%，表面上睇吉利冇控制權，唔夠「揚眉吐氣」。但這可能恰恰係一種勇氣同智慧並存嘅設計。
吉利冇獨自買落一座歐洲工廠，再喺門口掛塊牌宣布插旗成功，而係把福特留喺船上，把西班牙工人留喺生產線上，把當地供應商、政府稅收同就業都綁進項目入面。
以後真有人想掀枱，先被砸到腳嘅唔止係吉利，仲有福特、當地工會、零部件企業，同埋依賴呢間工廠食飯嘅家庭。
這先係成熟嘅全球化。唔係走到一個國家，宣布呢度以後歸我；而係令越嚟越多本地人發現，呢個項目要係冇咗，佢哋都會肉痛。
所以最近呢啲海外摩擦，當然值得警惕，但唔值因此得出「中國企業唔該出海」嘅結論。
接觸面越大，摩擦點自然越多。中國企業走出去嘅資產越重、進入嘅行業越關鍵，遇到嘅阻力就越唔會只係商業競爭，而會變做法律、政治、輿論同國家安全嘅混合題。
呢樣好麻煩，但都係必經之路。
16 年前，吉利從福特手入買走咗富豪，買入嘅係一張進入全球汽車工業嘅門票。
16 年後，吉利走進福特嘅歐洲工廠，帶去嘅已經唔止係錢，而係產品、技術、效率同訂單。
以前中國汽車出海，賣嘅係車。接下來真正要輸出嘅，係一套造車方式，同喺陌生規則入面生存嘅能力。
歐洲汽車最擔心嘅事，確實發生咗。中國車廠唔只係把車開進咗歐洲市場，仲開始把自己嵌進歐洲汽車工業嘅生產線。
但對中國企業嚟講，真正嘅考驗先至開始。
賣車只係第一步。真正嘅全球化，係一邊向外走，一邊挨打，一邊學識點樣唔白挨打。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 寶騰 X50 同 奇瑞瑞虎 7 Pro 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嚟做詳細對比，幫你省咗做功課嘅時間。
寶騰 X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，一共有 4 個版本，包括 1.5T Executive（RM 89,800）、1.5T Premium（RM 101,800）、1.5T Flagship（RM 113,300） 等。
奇瑞瑞虎 7 Pro 喺馬來西亞嘅 OTR 售價係 RM 123,750 - 123,750，一共有 2 個版本，包括 1.6L Turbo Standard（RM 125,000）、1.6L Turbo Premium（RM 140,000） 等。
從價錢嚟睇，寶騰 X50 嘅起步價的確比 奇瑞瑞虎 7 Pro 平咗 RM 33,950。如果你預算有限，寶騰嘅入門版已經可以滿足日常需求。但都要注意，平嗰幾千蚊，可能喺配備上面會有取舍，具體要睇你嘅需求。
寶騰 X50 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
奇瑞瑞虎 7 Pro 嘅安全評級係 TBD，主動安全系統包括 Basic。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 寶騰 X50 嘅 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 同 奇瑞瑞虎 7 Pro 嘅 Basic 喺功能上有些差異，如果你比較看重主動安全嘅話，可以仔細對比下兩者嘅功能列表。
寶騰 X50 車身長 4400 mm，行李廂 400 L。
奇瑞瑞虎 7 Pro 車身長 4400 mm，行李廂 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
寶騰 X50 同 奇瑞瑞虎 7 Pro 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更看重品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更介意性價比同配備，就揀配置更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。
總體嚟講，寶騰 X50 同 奇瑞瑞虎 7 Pro 都係馬來西亞市場好唔錯嘅車型。揀邊輛，關鍵都要睇你嘅個人需求同預算。建議大家做好功課，多比較間車行嘅報價，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。
原創 | 李俊
7 月 16 日，廣汽集團第 3,000 萬輛整車喺廣州番禺傳祺工廠正式下線，車型為右軚版傳祺 M8 PHEV。到呢個時候，廣汽成為繼一汽、上汽、東風、長安之後，國內第五家達成 3,000 萬輛整車下線嘅汽車集團。
今次下線儀式採用全球多個生產基地同步連線形式。廣汽本田 P7、廣汽豐田铂智 7、啟境 GT7、廣汽埃安 N60、廣汽昊鉑 S600 分別作為第 29,999,995 至 29,999,999 輛整車，喺各地工廠依次完成下線。合資、自主、高端新能源、智選合作四條產品線同時喺呢個里程碑節點出現，直觀呈現出而家廣汽電動化、智能化轉型嘅成果。作為第 3,000 萬輛嘅里程碑車型，呢輛右軚版傳祺 M8 PHEV 喺現場被交付畀泰國功夫演員 TonyJaa，釋放咗廣汽將海外市场作為下一個階段增長重心嘅明確信號。
廣汽集團成立於 1997 年，從首輛整車下線到累計第 1,000 萬輛下線用咗 20 年，從 1,000 萬輛到 3,000 萬輛僅用 9 年。佢嘅發展路線大致可分為四個階段：早期通過合資引入本田、豐田體系建立產業基礎；2010 年傳祺品牌推出，正式開啟自主造車歷程；2020 年前後埃安、昊鉑切入新能源賽道；2024 年同華為聯合打造啟境品牌，逐步形成“合資—自主—智能—生態”嘅業務格局。
從經營數據睇，2026 年上半年廣汽集團累計銷量 77.31 萬輛，同比增長 2.35%，其中節能與新能源車型佔比 62.82%。自主板塊銷量 34.60 萬輛，同比增長 35.69%；自主品牌出口 12.15 萬輛，同比增幅達 132%，已接近 2025 年全年出口規模。呢個增長背後，係“番禺行動”改革成效嘅逐步釋放。2024 年底啟動該項改革後，廣汽推進自主品牌一體化運營，將產品開發思路從工程師思維轉向用戶導向，產品迭代效率得到顯著提升。
而支撐起 3,000 萬用戶基盤嘅，係廣汽覆蓋研發、生產、安全與服務全鏈條嘅體系化能力。據廣汽介紹，喺開發端，每款新車必須經歷“兩冬一夏”完整驗證週期，最短 18 個月、常規 21 個月，同時通過“五高一山一塵”極端環境考核，覆蓋 60℃吐魯番高溫、-40℃呼倫貝爾極寒、高海拔、高濕、高鹽霧、山區複雜路況及沙漠沙塵環境，單車累計等效測試里程超 1,300 萬公里。被稱為“全球首座新能源領域燈塔工廠”嘅埃安智能生態工廠，佢嘅焊裝車間配備 600 餘台工業機器人工同 AI 視覺檢測系統，可實現毫秒級響應同毫米級精度，整車關鍵緊固點嘅生產數據支持終身追溯。
安全技術層面，彈匣電池累計裝車 150 萬輛，搭載該電池嘅車輛累計安全行駛超 1,600 億公里；星靈安全守護體系已服務近 200 萬用戶，累計預防潛在事故 628 萬次。2025 年 12 月，廣汽旗下傳祺、埃安、昊鉑三大自主品牌推出“三擔責”服務承諾，將三電自燃、電池衰減超標、智能泊車事故三類場景納入廠家兜底範圍，將品質保障從交付延伸至全用車週期。
研發投入上，截至 2025 年底廣汽累計自主研發投入超 620 億元，全球研發團隊超 6,800 人，累計專利申請超 2.49 萬件，其中發明專利超 1.12 萬件。今年 3 月正式啟用嘅南方試驗場，係國內首個獲批空域使用權嘅大型綜合試驗場，可滿足智能聯網新能源汽車及低空飛行器等多領域測試需求。
渠道建設方面，截至 2026 年 6 月底，廣汽已完成 600 家縣域網點認定，計劃年內建成 1,000 家縣域授權店；"9 縱 10 橫”補能網絡覆蓋全國 213 座城市，自營充電樁超過 2.7 萬根，核心城區實現“直線 1 公里必有站”。
海外佈局層面，廣汽正在推進"OneGAC 2.0"戰略，推動海外業務從單一產品出口模式，轉向涵蓋研發、生產、供應鏈、銷售嘅全價值鏈本地化運營。佢嘅國際化業務已覆蓋亞太、中東、美洲、歐洲等五大板塊 110 個國家同地區，建成超 746 家銷售服務網點、7 座海外生產工廠同 9 個海外零部件倉庫。
根據廣汽集團公佈嘅 2030 年發展目標，屆時佢嘅業務將進入全球 120 個國家同地區，建成超過 2,000 家海外網點，實現海外年銷量 100 萬輛。
—END—
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拎 波迪華阿魯斯 同 名爵 HS 嚟做比較。這兩款車喺價位同定位上都好接近，今日我就哋從多個方面做一個詳細嘅對比，幫你節省做功課嘅時間。
波迪華阿魯斯喺馬來西亞嘅 OTR 售價係 RM 72,900 - 77,900，一共有 2 個版本，包括 1.5L X（RM 72,900）、1.5L AV（RM 77,900） 等。
名爵 HS 喺馬來西亞嘅 OTR 售價係 RM 130,450 - 146,450，一共有 2 個版本，包括 1.5L Standard（RM 105,000）、1.5L Executive（RM 115,000） 等。
從價錢來看，波迪華阿魯斯嘅起步價確實比名爵 HS 平咗 RM 57,550。如果你預算有限，波迪華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舍，具體要睇你嘅需求。
波迪華阿魯斯嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 。
名爵 HS 嘅安全評級係 TBD，主動安全系統包括 Basic。
波迪華阿魯斯採用 FWD 驅動方式。
名爵 HS 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。
波迪華阿魯斯同名爵 HS 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更看重品牌聲譽同二手價，可以首選聲譽更好嗰一款；如果你更在意性價比同配備，那就揀配備更豐富嗰款。最終都係建議兩款都去試駕，親身試先係最重要嘅。
總嘅嚟講，波迪華阿魯斯同名爵 HS 都係馬來西亞市場好唔錯嘅車型。揀邊台，關鍵仲係要睇你嘅個人需求同預算。建議大家做功課好點，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嗰陣都會拿 Toyota Harrier 同 Mercedes-Benz GLB 嚟做比較。呢兩部車喺價位同定位上都好接近，而家我哋就從多方面做一個詳細比較，幫你節省做功課嘅時間。
Toyota Harrier 喺馬來西亞嘅 OTR 售價係 RM 289,000 - 289,000，合共 1 個版本，包括 2026 HEV 2.5L Standard（RM 289,000） 等。
Mercedes-Benz GLB 喺馬來西亞嘅 OTR 售價係 RM 299,888 - 352,888，合共 1 個版本，包括 Standard（RM 299,888） 等。
從價錢睇落，Toyota Harrier 嘅起步價確實比 Mercedes-Benz GLB 平咗 RM 10,888。如果你預算有限，Toyota 嘅入門版已經可以滿足日常需求。但都要注意，平嗰幾千蚊，可能喺配備上有取舍，具體要睇你嘅需求。
Toyota Harrier 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Brand ADAS。
Mercedes-Benz GLB 嘅安全評級係 5★ (Euro NCAP)，主動安全系統包括 Premium ADAS。
安全配備方面，兩部車都揸到唔錯嘅評級。不過 Toyota Harrier 嘅 Brand ADAS 同 Mercedes-Benz GLB 嘅 Premium ADAS 喺功能上有少少分別，如果你比較重視主動安全嘅話，可以仔細對一下兩邊嘅功能列表。
Toyota Harrier 保修 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
Mercedes-Benz GLB 保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Toyota Harrier 同 Mercedes-Benz GLB 都係馬來西亞市場嘅主流選擇，適合家庭用、日常通勤。如果你更重視品牌聲譽同二手價，可以優先揸聲譽更好嗰款；如果你更在意性價比同配備，那就揸配置更豐富嗰款。最終都建議兩部都去試駕，親身體驗先至係最重要。
總計嚟講，Toyota Harrier 同 Mercedes-Benz GLB 都係馬來西亞市場幾唔錯嘅車型。揀邊架，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。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Mazda CX-3 同 Mitsubishi Xforce 嚟做比較。呢兩款車喺價位同定位上都有啲接近，今日我就喺多個方面做一個詳細嘅對比，幫你節省做功課嘅時間。
Mazda CX-3 喺馬來西亞嘅 OTR 售價係 RM 126,159 - 139,159，一共有 2 個版本，包括 2023 2.0L High（RM 139,159）、2023 2.0L Plus（RM 126,159） 等。
Mitsubishi Xforce 喺馬來西亞嘅 OTR 售價係 RM 109,930 - 119,930，一共有 2 個版本，包括 2026 1.5L Ultimate（RM 119,930）、2026 1.5L Urban（RM 109,930） 等。
由價錢睇落，Mitsubishi Xforce 嘅起步價比 Mazda CX-3 平咗 RM 16,229。老實講，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵仲係睇整體嘅性價比同埋長期使用成本。
Mazda CX-3 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 i-Activsense。
Mitsubishi Xforce 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 MI-PILOT。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
Mazda CX-3 保用 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Mitsubishi Xforce 保用 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Mazda CX-3 同 Mitsubishi Xforce 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更睇重品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，就揀配置更豐富嗰款。始終都建議兩款都去試駕，親身體驗先係最重要。
總而言之，Mazda CX-3 同 Mitsubishi Xforce 都係馬來西亞市場幾唔錯嘅車型。揀邊輛，關鍵都係要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對無錯。
Have you ever seen the roads in India?
I've seen them online.
The scene is usually like this: a sedan blocked behind a cow, motorcycles running wild nearby, even milk tea vendors nearby, so "clean and hygienic".
However, in a place where many feel physically uncomfortable after watching, Toyota, Suzuki, Honda and other Japanese car companies decided to bet on India.
According to the Indian "Brand Quality Foundation" website, the three car companies will invest nearly $11 billion to build factories, increase capacity, and develop exports in India.
Some netizens commented: Did the three Japanese car companies have too much money?
In fact, they didn't have endless money to spend, nor were they bewildered by Indian curry. These Japanese car executives are much clearer than us.
Current Japanese car revenue and market share are declining. Raw material costs are soaring. Looking at the world map, finding a market that can accommodate capacity, expand share, and has gentle competition is not easy.
So, it wasn't that Japanese car companies chose India, but because they had no choice.
The Pain of Japanese Car Companies
Past Japanese cars were truly the envy of others.
Ask old drivers who drove Japanese cars over ten years ago, talking about Japanese cars, almost no one doesn't give a thumbs up, cheap price, fuel saving, durable...
Even many Japanese cars needed to be bought at a markup, but who would think this iron fortress would be beaten out of sight in a few short years.
With the wave of new energy vehicles coming, electrification and intelligence became the goal for many domestic car companies to "leapfrog". Relying on China's strong new energy vehicle industry chain advantages and car companies' own persistence on R&D and technology, Chinese independent brands quickly achieved "leapfrogging".
Domestic cars once criticized are now becoming more and more common on the roads, even surpassing joint ventures in share.
According to CPCA data, in April 2026, the share of independent brands reached as high as 62.5%, far exceeding Japan's 13.1%.
You need to know, the Chinese car market is the largest car market in the world. Losing speed in the Chinese market is like losing a huge piece of cake.
Meanwhile, the main theme of the Chinese market in recent years is still price wars. Racing on configuration, price, and service has become a normal state, which also had a huge impact on Japanese cars' profits.
Apart from China, Japanese cars are also not doing well in the US.
On January 20, 2025, Trump swore in as the 47th US President, starting a series of chaotic operations, including imposing additional car tariffs in the name of national security, causing the tariff rate for imported Japanese cars to reach as high as 27.5% at one point. Although it decreased later, it was still far higher than the initial tax rate.
This operation directly led to a tariff loss of over 2 trillion yen for seven Japanese car companies in fiscal year 2025.
Looking at Japan itself, it is actually not easy either.
Middle East geopolitical conflicts blocked shipping in the Strait of Hormuz, transportation costs and raw material costs soared, Japanese car companies also had to suffer in silence.
Executives looking at the reports, their backs went cold, only to find a new growth curve.
So, Japanese car companies didn't fall in love with India, there was nowhere else to go.
Deep Thought on Choosing India
So, what magic does India have, to make Japanese car companies invest heavily?
The first advantage is big. In 2025, the Indian car market achieved 5.517 million new car sales, up 6% year-on-year, breaking the historical record, ranking as the third largest car market in the world, exceeding Japan for four consecutive years, second only to China and the United States.
The value of this doesn't need me to say much. India achieved this result mainly because India has been promoting tax reduction policies to promote consumption, which led to a significant increase in domestic consumption willingness.
The second advantage is close, meaning it is close to places where Japanese cars sell well, such as Africa.
So, India for Japanese car companies is more like a convenience store built in the center of a crossroad. You don't need to ship cars to eight countries separately, just build well at this stop in India, then unload ship by ship, and you can save a lot of costs.
The Nikkei also believes that India is expected to become its global car supply center.
The third advantage is stability. You know, Japanese cars' advantage is fuel cars, after all, the three major components of engines, gearboxes, and chassis, they have played for many years, technology accumulation is number one in the world.
But the Chinese car market has fully promoted electrification and intelligence development, leading to Japanese cars' advantage becoming weaker and weaker, impossible to play out. But India is different, it has the characteristics of few charging piles and slow electrification process. Indian old people buying cars still look for cheap, fuel saving, easy to fix, and these three points are exactly Japanese cars' old trade.
Especially Suzuki, always been India's car market evergreen, almost always sitting on the best-selling model throne, reputation of being worry-free, better than any advertisement.
So, Japanese car companies' vigorous layout of the Indian market is obviously carefully considered.
But, is the Indian market really that easy to mix?
The Hard-to-Bite Indian Market
Of course, India is not perfect like a hot commodity, its disadvantages are as obvious as its advantages, and every one is enough for Japanese car companies to face a hard time.
First talk about electrification. Yes, right now India has few charging piles and electric cars don't sell well, it is indeed a shelter for Japanese fuel cars. But you have to think, how long can this "shelter" avoid?
India previously shouted the slogan of 30% of new cars being electric vehicles by 2030. Although it sounds like bragging, but can't help but they really give subsidies, really build charging stations.
Imagine, what if one day India suddenly wakes up, starts vigorously promoting electrification, doing infrastructure, charging piles popping out like mushrooms after rain, then Japanese cars will be dumbfounded?
Isn't this a version of the Thai market?
Back then Japanese cars in Thailand won easily. The entire Southeast Asian market was called Japanese cars' backyard. Result Thailand took the lead in promoting electrification. Chinese electric vehicles came in, directly became a hot commodity. Look at Japanese cars again, share in Thailand falling down rapidly.
If India accelerates electrification, history will likely repeat, and this time, Japanese cars don't even have a place to flee, how to prevent will become the first problem for Japanese car companies.
Next talk about policy. India's policy is like a pot of curry, you never know if you will eat chicken or potato next time.
This magical country, today low tariff encourages building factories, tomorrow may fine you a huge amount. What's more annoying is mandatory joint venture. Foreign car companies want to sell cars in India, have to find local partners to partner up. When your factory is built, supply chain is done, India directly backstabs you. At that time whether adding money or withdrawing capital, what you get is heartache.
So you see, this market like India is like a mango that looks very sweet, bite the first mouth it's okay, chew two more mouths hit the hard core.
Japanese cars now is calculating, while the core hasn't bit the tooth, hurry up to nibble a few more mouths, but the core will bite sooner or later, just don't know which day.
Epilogue
Japanese cars this trip to India, not go for tourism, is go to make a living.
Chinese and Southeast Asian dining tables are more crowded, production and transportation costs have risen. Looking around the world, only this pot in India is still steaming, even if what is boiling inside is curry-flavored stones, have to bite hard and chew down.
Japanese car companies want to expand market, India wants to pull economy, solve employment, both sides have their own thoughts.
As for the ending is Japanese cars in India regain their glory, or like past competitors shamefully walk away, then is not known.
But no matter how, this play just started, we slowly watch is okay.
Anyway India's story, never bored.
據中國汽車工業協會統計，2025 年我國新能源汽車出口量為 261.5 萬輛，同比增長 103.7%，連續三年位居全球第一。中國新能源汽車依托先發優勢，已從產業邊緣走向舞台中央。在此背景下，江鈴集團新能源錨定"十五五"戰略藍圖，以"自主 + 共創"為核心，以技術創新為翼，積極推進全球化戰略，正式邁入"價值深耕"新階段。
三大赛道 + 六大支柱，江鈴集團新能源構建全球化競爭壁壘
“價值深耕”的根基，在於戰略上的系統重構。江鈴集團新能源深刻認識到，真正的全球化絕非產品簡單輸出，而是價值體系的深度紮根。“十五五”期間，企業將聚焦“做精小型車、做強出行車、做優無人車”三大赛道，構建“技術引領、模式創新、低碳賦能、全鏈嚴控、數智驅動、人才蓄能”六大戰略支柱，全方位築牢發展根基。
在技術層面，江鈴集團新能源依托成熟的三電核心技術，搭配智能網聯與輕量化車身雙重賦能，傳承江鈴集團“安全可靠、經濟耐用”的品質基因，打造出極致低能耗、全域安全防護等核心優勢。羿馳 05 滿足碰撞高標準要求，榮獲歐盟 WVTA 認證證書，並通過澳大利亞、泰國、阿聯酋等國家的本地化法規認證，以可靠品質跨越全球最嚴苛的技術門檻。
模式昇維，從產品出海走向本土生態共生
技術能力是參與全球競爭的“入場券”，但真正的全球化考驗的是模式的昇維。為此，江鈴集團新能源著力推進產品本地化、製造本地化、團隊本地化，構建“研發—生產—營銷—服務”全鏈條全球化體系，攜手全球夥伴共建能源生態、出行生態、智能生態，實現從單一產品貿易到共創共贏的轉型。
最新數據顯示，江鈴集團新能源海外市場已拓展至 40+ 個國家及地區，業務足跡覆蓋歐洲、非洲、中東、東南亞、南美洲五大洲。出口業務連續三年實現正增長，2023 年同比增長 70%，2024 年同比增長 25%，2025 年同比增長 203%，呈現加速躍升態勢。
這一成績背後，是一條清晰的全球化推進路徑。從新加坡首輛車落地，打開南亞市場大門，到毛里求斯、斯里蘭卡、尼泊爾、巴基斯坦相繼上市，深耕印度洋與東南亞核心市場；從廣交會首次亮相到羿馳 05S 正式發布，再到百台羿馳 05S 批量駛向全球，江鈴集團新能源以紮實步伐點亮全球版圖。2025 年，頤馳 06 亮相 WNEVC 世界新能源汽車大會，集中展示了企業在智能出行領域的系統解決方案。2026 年 5 月 26 日，全新易至 EV3 全球同步上市，為全球用戶帶來美好出行新選擇。
值得關注的是，江鈴集團新能源在海外市場並非"單打獨鬥"。企業積極與當地經銷商、服務商構建深度合作網絡，在東南亞、中東、非洲等區域已形成較為完善的銷售與售後服務體系，真正實現了從"賣車”到"紮根"的跨越。
生而全球，和合共生。未來，江鈴集團新能源繼續深化本地化生態建設，推動技術、製造、團隊的全面紮根，與全球夥伴共建出行、能源、智能生態，真正實現從"賣車”到"共生”的跨越。
