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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。
1958 年，全中國汽車產量唔到兩萬輛。
嗰一年，上海汽車裝配廠嘅工人敲咗第一架鳳凰牌轎車。車身靠手工捶打成型，翼子板同車頂嘅弧線，係一錘一錘敲出嚟嘅。冇人知，七十一年後，呢間弄堂入面嘅工廠會將第一億輛車交到用戶手中。
一億輛。呢個數字放喺全球，亦僅有豐田、大眾、通用等少數巨頭跨過。
由兩萬到一億，中國汽車工業行咗七十一年。上汽係呢條路上行得好最遠、最穩嗰一個。但佢冇停——一億輛之後僅兩個月，佢又交出咗 1-7 月 238.4 萬輛嘅成績單，繼續領跑中國車市。
由「一億輛」嘅歷史厚度，到「238.4 萬輛」嘅現實速度——上汽用一組數字，寫咗自己下半程嘅開篇。舟渡山海，新局已開。
一億輛，一個產業嘅成年禮
1983 年，第一架桑塔納喺上海下線。國產化率 2.7%，能配套嘅只有五樣嘢：輪胎、收音機、喇叭、天線、標牌——一隻手數得過。此後嘅十年，上汽帶住國內零部件企業一個零件一個零件地啃，國產化率最終突破 80%。嗰係中國第一次擁有真正意義上嘅現代化汽車零部件體系。
此後，1997 年上海通用 23 個月建廠出車，中國速度被寫入全球汽車工業嘅坐標系；2006 年榮威品牌誕生，自主品牌第一次有咗自己嘅名；2016 年全球首款互聯網汽車榮威 RX5 問世，汽車第一次有咗「思考」嘅能力。
七十年間，上汽嘅每一次跨越都同中國汽車工業嘅躍遷同步——由「能不能造出車」到「能不能造好車」再到「能不能定義車」，行得唔算快，但每一步都算數。駛過七十年嘅浪同沙，船頭已轉向下一片海域。
238.4 萬輛，逆勢當中嘅生長
2026 年嘅中國車市，當絕大多數车企都面臨住規模縮減嘅挑戰時，上汽交出嘅答卷係，1-7 月銷售 238.4 萬輛，穩步領跑。
數字背後係結構嘅變化。自主品牌佔比 72.4%，每賣出三架車，超過兩架來自自主陣營。「市場換技術」嘅課題有咗新嘅答案——技術唔單止換來咗，仲長咗出自己嘅根系。上汽乘用車、智己、大通、五菱，五個自主板塊各自喺細分市場扎根生長，由低到高形成咗一條完整嘅防線。
新能源正在改寫呢間企業嘅動力結構。1-7 月 97.3 萬輛嘅銷量，27.4% 嘅增速，遠超行業平均。呢個數字背後係 MG4 家族單月交車超 1.7 萬輛嘅持續熱度，係尚界 Z7/Z7T 兩個多月交付破 2 萬輛嘅市場節奏，係 MG07 預售 20 小時訂單破 21000 輛嘅爆發力。合資端同樣在發力——大眾 ID. ERA 9X 躋身增程大型 SUV 第一梯隊，奧迪 E7X 上車兩個月交付超 7000 輛。
由 A0 級到中大型 SUV，由代步到豪華，上汽嘅新能源版圖正覆蓋住每一個角落。新能源唔再係趨勢，而係日常。7 月，五菱星光 L、智己 LS9 Hyper、MG07 接連落地，節奏冇斷。
海外，由產品到主場
1-7 月海外累計銷售 87.6 萬輛，同比增長 52.1%。喺歐盟加徵關稅嘅背景下，上汽嘅選擇係將根紮落去——法蘭克福歐洲工程中心專注本地化研發，泰國、印尼、印度三大基地支撐區域供應，42 艘滾裝船保障全球運力。
7 月，MG 將技術大會開到咗倫敦。Plug-in Hybrid+ 混合動力系統、SolidCore 固態/半固態電池、MG Parking 智慧座艙——三項核心技術集中亮相，系統化打造「Hybrid+ 混合動力」、「SolidCore 固態/半固態電池」、「i-SMART 智能行車」三大全球技術標籤。同月，MG 登陸古德伍德速度節，MG Go！同 Cyber Concept 兩款概念車全球首秀。
由技術大會到古德伍德，MG 釋放嘅訊號比新車發布更重要：銷量擴張之後，品牌進入下一個階段——由「產品出海」升級為「技術主場」。喺歐洲，MG 品牌 1-7 月累計銷售 21.8 萬輛，蟬聯中國品牌歐洲銷冠。截至 7 月，海外累計銷量突破 700 萬輛。呢條出海路行咗好多年，每一步都喺將「中國製造」變成「中國認知」。
自主、新能源、海外三駕馬車同時發力——上汽嘅增長引擎從合資「單核」切換為「多核」驅動。《財富》世界 500 強排名第 125 位，較去年上升 13 位。
合資，正喺被重新定義
中國汽車合資四十余年，固定劇本從未改變：外方出技術，中方出市場。上汽正喺改寫呢個劇本。
上汽大眾 ID. ERA 9X，由中方團隊主導產品定義，搭載上汽自研嘅增程系統同雲棲智能座艙——呢唔係「導入德系車」，係「定義德系車」。2026 年全年，上汽大眾計劃投放 7 款新能源產品，覆蓋增程、插混、純電三大技術路線。
奧迪走得更遠。今年 4 月，奧迪同上汽簽署戰略合作協議，計劃喺上海設立奧迪創新技術中心——奧迪喺歐洲之外嘅第一個「全價值鏈」研發實體，由車型平台開始完全獨立研發。奧迪放棄「全球車」戰略，轉向「喺當地、為當地」。
上汽通用亦喺轉型。今年 3 月公布三年戰略規劃，未來三年每年推出十幾款新車。1-7 月上汽通用新能源車銷售 6.2 萬輛，同比增長 75.2%。
由桑塔納國產化率 2.7% 起步，到如今上汽向合資品牌輸出核心技術——呢條由學習到追趕再到主導嘅路徑，行咗一代人嘅時間。「合資」二字嘅內涵，正喺被重新定義。新局，正係從舊嘅邊界被打破時開始嘅。
技術，唔懸喺高處
近十年，上汽喺電動化、智能化領域累計投入近 1900 億元，擁有超 24000 項有效專利。但呢些數字嘅真正意義，喺佢哋正喺由實驗室走向普通人嘅車庫。
6 萬級嘅榮威 i6 全系標配 8155 芯片同豆包智能座艙，9 萬級嘅 MG4X 率先將半固態電池同後驅五连杆獨立懸架帶入呢一價格帶，30 萬以內嘅 SUV 標配線控轉向同後輪轉向——一台 5 米長嘅車轉彎比 A0 級小車仲靈活。7 月，智己 LS9 Hyper 率先落地線控轉向國標，MG07 則將 800V+5C 快充帶入 12 萬級市場。
行業通用嘅玩法，係用配置劃分用戶——想要好嘅體驗，就得花多啲錢。上汽做嘅係另一件事：將前沿技術變成不同價位用戶嘅標配。
用規模化攤薄研發成本，用成本優勢拉寬用戶覆蓋，用訂單規模反哺下一代技術。正向循環一旦建立，技術就唔再係參數表上嘅數字，而係每一個普通車主每日都能感受到嘅日常。
結語：
由 1958 年嘅鳳凰牌，到 2026 年嘅一億輛；由弄堂入面嘅榔頭，到法蘭克福嘅技術中心、倫敦嘅技術大會、古德伍德嘅速度節。呢條路行咗七十一年，唔算快，但每一步都在改變中國汽車工業嘅邊界。
一億輛唔係終點。喺呢個台階上，上汽需要回答嘅問題已經唔係「能不能造出車」，而係「如何定義下一個時代嘅出行」。強山海已渡，新局已開，下一程正喺腳下。
呢條路上嘅每一步，都關係住無數人嘅出行日常。一億輛，唔係用來回望嘅，係用來出發嘅。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿寶騰 X70 同奇瑞 Tiggo 7 PHEV 嚟做比較。這兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細嘅對比，幫你省下做功課嘅時間。
寶騰 X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 3 個版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300） 等。
奇瑞 Tiggo 7 PHEV 喺馬來西亞嘅 OTR 售價係 RM 129,750 - 129,750，一共有 2 個版本，包括 2025 1.5T 90km CSH（RM 129,750）、奇瑞 Tiggo 7 PHEV 支援咩充電方法？可唔可以用居家插座充電？（RM 117,478） 等。
從價錢嚟睇，寶騰 X70 嘅起步價確實比奇瑞 Tiggo 7 PHEV 平咗 RM 22,950。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，平嗰幾千塊，可能喺配備上會有取舍，具體要睇你嘅需求。
寶騰 X70 搭載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
奇瑞 Tiggo 7 PHEV 搭載混合動力，馬力 170 hp。官方油耗 4.5 L/100km。
動力方面，奇瑞 Tiggo 7 PHEV 嘅混合動力比寶騰 X70 嘅 1.5L Turbo 多咗 30 匹馬力。不過日常喺市區行，兩款車嘅動力都夠用，唔會覺得唔夠力。
寶騰 X70 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
奇瑞 Tiggo 7 PHEV 嘅安全評級係 TBD，主動安全系統包括 Basic。
安全配備方面，兩款車都拿到唔錯嘅評級。不過寶騰 X70 嘅 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) 同奇瑞 Tiggo 7 PHEV 嘅 Basic 喺功能上有些差異，如果你比較睇重主動安全嘅話，可以仔細對比一下兩者嘅功能列表。
寶騰 X70 採用 FWD 驅動方式。
奇瑞 Tiggo 7 PHEV 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。
總體嚟講，寶騰 X70 同奇瑞 Tiggo 7 PHEV 都係馬來西亞市場好唔錯嘅車型。選擇邊一款，關鍵都係要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行之報價，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。
近日，全新騰勢 Z9GT「馬可波羅新絲路」車隊抵逹上海，在此開啟以「絲路對話・文明回響」為主題嘅國際交流盛會。這場活動匯聚咗來自多國嘅駐滬總領事及領事夫人，以及國際高級訂製服裝設計師勞倫斯・許、國際芭蕾舞藝術家譚元元等全球文化藝術與商業領域嘅代表。
騰勢 Z9GT 係呢場橫跨歐亞遠征嘅主角——今年 6 月，呢支車隊從意大利羅馬出發，沿馬可波羅東遊路線穿越歐亞多國，歷時 43 天、全程 15000 公里抵逹中國，喺高速、山地、荒漠、城市等複雜路況及高低溫氣候條件下完成咗新能源科技嘅多場景真實考驗。
全新騰勢 Z9GT 係首款搭載比亞迪第二代刀片電池及閃充技術嘅量產車款。純電版 CLTC 續航最高達 1036 公里，係目前全球量產最長續航嘅純電車款。喺閃充能力上，新車可實現「5 分鐘充好，9 分鐘充飽」嘅補能效率——10% 至 70% SOC 充電僅需 5 分鐘，10% 至 97% 僅需 9 分鐘，零下 30℃低溫環境下亦僅需 12 分鐘。喺此次絲路實測中，車隊沿途嘅絕大多數國家城市之間，車輛都唔使中途充電，真正實現咗跨洲長途出行嘅無焦慮體驗。
喺操控層面上，全新騰勢 Z9GT 全系配備易三方整車智能控制技術平台。倚靠三馬達獨立驅動與後輪雙馬達獨立轉向技術，新車可實現 4.62 米嘅最小轉彎半徑、圓規掉頭及易三方泊車等多項功能。易三方閃充性能型總功率達 850kW，峰值扭矩 1210N·m，零百加速 2.7 秒。就喺唔遠前，全新騰勢 Z9GT 亮相英國古德伍德速度節，現場展示咗圓規式極小半徑原地掉頭功能，引發大量觀眾圍觀。有報道稱，Z9GT「承包咗本屆賽事大半熱點」。此外，雲輦-A 智能空氣車身控制系統可根據駕駛模式實時調節懸架高度、剛度與阻尼，兼顧舒適與操控。
全新騰勢 Z9GT 自今年 3 月國內上市以來持續熱銷。2026 年 6 月，騰勢汽車整體銷量突破 2 萬台，其中全新騰勢 Z9GT 單月熱銷 6445 台，連續三個月領跑豪華 GT 市場，同時奪得 30 萬級新能源豪華轎車銷量冠軍。喺整個上半年，其累計銷量已經超過唔少傳統豪華品牌 GT 車款嘅全年成績。
全球化佈局方面，全新騰勢 Z9GT 於今年 4 月喺巴黎歌劇院完成歐洲首發上市；5 月，騰勢同瑞士奢侈品牌蕭邦聯名打造嘅 Z9GT 訂製版亮相戛納 amfAR 慈善晚宴，以 555 萬元成交價獲得全球頂級圈層關注；7 月，新車喺馬來西亞吉隆坡雙子塔完成亞太首發；8 月仲會正式進軍中東迪拜等市場。與此同時，騰勢全新嘅超級智能體亦會喺 8 月上車，進一步強化整車嘅 AI 交互能力。
近期，全新騰勢 Z9GT 仲推出咗午夜藍、皓月米兩款全新外觀車色以及暗影黑內飾配色。其中，午夜藍車色此前已喺歐洲市場上市，憑藉深邃優雅嘅質感收獲唔少海外用戶關注，此次同步引入國內並限時免費開放。
從歐洲到亞洲，從絲路實測到古德伍德亮相，全新騰勢 Z9GT 正以產品實力與全球化節奏，逐步完成從國內豪華 GT 銷冠到全球科技性能旗艦嘅身份轉換。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會用 寶騰 X50 同 現代 Tucson 做比較。呢兩款車喺價位同定位上都好接近，今日我就從多個方面做一次詳細嘅比較，幫到你省返做功課嘅時間。
寶騰 X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，合共有 4 個版本，包括 1.5T Executive（RM 89,800）、1.5T Premium（RM 101,800）、1.5T Flagship（RM 113,300） 等。
現代 Tucson 喺馬來西亞嘅 OTR 售價係 RM 143,888 - 197,888，合共有 5 個版本，包括 2025 HEV 1.6T AT 2WD Prestige（RM 197,888）、2025 1.6T DCT 4WD Prestige（RM 186,888）、2025 1.6T DCT 2WD Prime（RM 164,888） 等。
單睇價錢嚟講，寶騰 X50 嘅起價真係比 現代 Tucson 平咗 RM 54,088。如果你預算有限，寶騰嘅入門版已經可以滿足日常需要。但都要留意，平嗰幾千蚊，喺配備上面會有取舍，具體睇你嘅需要。
寶騰 X50 裝載 1.5L 4 缸，馬力 105 hp。官方油耗 6.0 L/100km。
現代 Tucson 裝載 1.5L Turbo，馬力 140 hp。官方油耗 7.0 L/100km。
單睇動力方面，現代 Tucson 嘅 1.5L Turbo 比 寶騰 X50 嘅 1.5L 4 缸多咗 35 匹馬力。不過日常喺市內開，兩款車嘅動力都夠用，唔會覺得唔夠力。
寶騰 X50 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
現代 Tucson 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 SmartSense。
兩款車嘅安全評級一樣，喺呢個級數入面安全配備都算好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
寶騰 X50 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
現代 Tucson 保修 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
總括嚟講，寶騰 X50 同 現代 Tucson 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵仲係要睇你嘅個人需要同預算。建議大家做足功課，多比較幾間車行嘅報價，先至去試駕做最終決定。買車係件大事情，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 寶騰 X50 同 三菱 Xforce 嚟做比較。呢兩款車喺價位同定位上都好接近，今日我哋就從多個方面做一個詳細嘅比較，幫你慳咗做功課嘅時間。
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。
三菱 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。
從價錢嚟睇，寶騰 X50 嘅起步價真係比 三菱 Xforce 平咗 RM 20,130。如果你預算有限，寶騰嘅入門版已經可以滿足日常需要。但係都要注意，平嗰幾千元，可能喺配備上會有取捨，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)。
三菱 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畀得好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
寶騰 X50 車身長 4400 mm，車尾箱 400 L。
三菱 Xforce 車身長 4400 mm，車尾箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
寶騰 X50 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
三菱 Xforce 保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，寶騰 X50 同 三菱 Xforce 都係馬來西亞市場好好嘅車型。揀邊一款，關鍵始終都要睇你嘅個人需要同預算。我建議大家做足功課，多比較幾間車行嘅報價，再去試駕做最後決定。買車係件大事，花啲時間做功課絕對唔會錯。
In the previous article, we discussed that the consumption tax on lithium batteries will formally begin to be levied starting from September 2026. It starts at 2%, rising to 4% after one year. Calculated out, the cost of a car increases by a few hundred yuan, at most about a thousand yuan, having a negligible impact on the final selling price.
I left a question at the end of the article: "What Remains for Car Manufacturers When Privileges Are Gone?" Over the past decade, new energy vehicles developed like the sun in the sky with the support of various policy benefits, such as tax exemption on purchase and unrestricted green license plates, making fuel car owners extremely envious. In such an environment, it was relatively easy for a new energy car manufacturer to survive.
Therefore, various industries and sectors all wanted to get a share, thus creating a strange scene. In the early years, there were cumulative hundreds of companies declaring they would start making cars, phone makers making cars, real estate developers making cars, appliance manufacturers making cars, as if making cars suddenly had no threshold.
Making cars is not easy. Only after Xiaomi Auto's Lei Jun started making cars did he exclaim "Making cars is too hard", and that was when there was still policy support. Now, the truly surviving new force car manufacturers can be counted on the fingers of two hands, let alone the fact that the policy support is being withdrawn step by step now, making the survival of new energy car manufacturers even more difficult.
So what is left? Rather than saying what is left, perhaps it's about how to survive?
Those with confidence and ability to survive are those car manufacturers that still poured money into R&D and quality during the policy bonus period, focusing solely on product strength.
Take BYD as an example. Many see it selling millions of units a year, the global new energy sales champion. But looking back more than ten years, when others were lying on the "credit book" of fuel cars to make money, BYD was self-developing batteries, chips, and DM hybrid systems. These things seemed hard, tiring, and unappreciable at the time, but when battery costs became the deciding factor of competition, Blade Batteries became the ace in hand.
Therefore, when privileges are gone, what car manufacturers are left with is product strength. The three words "Product Strength" look light, but they are actually a combination of technology, cost, efficiency, quality control, etc. Each item requires time and real money to accumulate.
Some brands, established for three to five years, have iterated seven or eight models. But look closely, the tri-electric system is bought, the smart driving solution is from suppliers, the chassis is tuned by others, the only self-developed capability lies in the UI design of the vehicle system. Tell them what to compete with BYD, when BYD becomes a price butcher, who isn't gritting their teeth to follow? Everything is from others, so the cost cannot be reduced.
Previously, policy support could offer some relief, but what about after fuel and electricity truly have equal rights? Those car manufacturers without core technology, relying on low prices to stay alive, will fall one after another. Competition among top brands will shift from "who discounts more" to "who has stronger technology". The new energy vehicle industry is shifting from "policy-driven" to "technology-driven". You see, lithium batteries are taxed starting September 1st this year, but solid-state batteries and sodium-ion batteries don't require this. CPCA's Cui Dongshu said clearly, lithium battery policy adjustments mean the new energy vehicle tax "protection period" is exiting in phases and rhythmically.
Tesla's Q2 financial report shows that the reason they almost incurred losses was that they invested all the money earned from selling cars into future technologies, AI infrastructure, Robotaxi, Humanoid Robot Optimus, all hard-core high-tech work. Back then, no one was optimistic about FSD, but now aren't some car manufacturers taking it as a benchmark?
Technical barriers are the real moat.
Besides product strength, there is another dimension where a real gap has emerged in recent years — going overseas. No matter how big the domestic new energy market is, it's a bowl of over 20 million vehicles a year, and it has already become so competitive that profit margins are thin as cicada wings. If you want to break out of the internal competition and really make money, you still have to go overseas.
But going overseas is two completely different logics compared to selling cars domestically. Domestically, if the product is passable, prices are in place, and channels are spread, the basic foundation is set. Going overseas? Just the market access standards in various markets can strip a team's skin. The EU's WVTA certification, the US's FMVSS standards, tax policies of various Southeast Asian countries, every link is a hard bone to chew. Not to mention how to build after-sales networks, how to solve spare parts supply cycles, how to eliminate the natural distrust local consumers have for Chinese brands.
To be honest, these things are much harder than discounting 20,000 yuan domestically. And for enterprises that can chew through these things one by one, the gap with those who only compete on price domestically will only grow larger.
BYD exported over 400,000 units last year, being the pure electric sales champion in Thailand, Brazil, and Israel. Do you think it was sold cheap? The BYD factory in Thailand went from start to production in less than a year and a half, the factory in Uzbekistan is also running, overseas dealer networks spread to over 70 countries. This landing speed, behind it is the joint action of supply chain management capabilities, localization operation capabilities, and various comprehensive strengths.
MG sold well in Europe, last month's sales in Europe were 38,640 units, ranking high among Chinese brands, not relying on the price card. Besides the inherent European local brand awareness, a large part is also local operation. Great Wall in Russia, Chery in Brazil, also can only stand firm after rooting down.
Going overseas is like a magnifying glass. However strong your comprehensive capabilities are domestically, when put overseas, they are either amplified or reduced to their original state. What car manufacturers ultimately compete on is actually comprehensive strength.
Why is BYD dare to shout "Electricity is cheaper than Oil"? Not because of subsidies, but because it makes its own batteries, makes its own chips, vertically integrated down to the teeth. This cost capability, whether policies are opened or not, it's not afraid. Why does Tesla dare to repeatedly adjust prices in the global market? Because its manufacturing efficiency and supply chain management can support profit margins. These are the real trump cards.
Weaning is certainly unpleasant, but truly solid enterprises actually don't need that milk. Policy privileges are a crutch, leaning on it walking is naturally less effort, but there will always be the day to throw it away. And those enterprises that spent their energy polishing products, accumulating technology, and building brands during the protection period will instead thank that day for coming early enough. Because once privileges are gone, those insubstantial things will scatter. What remains are all real things.
喺馬來西亞嘅汽車市場，好多買家喺揀車嗰陣，都會將 Toyota Harrier 同 BMW X5 作比較。今日我哋從多個方面做一次詳細嘅比較，幫你省返做功課嘅時間。
Toyota Harrier 喺馬來西亞嘅 OTR 售價係 RM 289,000 - 289,000，總共有 1 個版本，包括 2026 HEV 2.5L Standard（RM 289,000） 等等。
BMW X5 喺馬來西亞嘅 OTR 售價係 RM 470,800 - 470,800，總共有 3 個版本，包括 1.5L Standard（RM 86,300）、1.5L Executive（RM 95,300）、1.5L Premium（RM 103,300） 等等。
由價錢睇嚟，Toyota Harrier 嘅起步價的確比 BMW X5 平咗 RM 181,800。如果你預算有限，Toyota 嘅入門版已經可以滿足日常需要。但要留意，平嗰幾千蚊，可能喺配備上有取捨，具體就要睇你嘅需要。
Toyota Harrier 嘅安全评分係 5★ (ASEAN NCAP)，主動安全系統包括 Brand ADAS。
BMW X5 嘅安全评分係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
兩款車嘅安全评分一樣，喺呢個級別入面安全配備都好齊全。而家嘅新車安全性都唔差，唔使太擔心呢一點。
Toyota Harrier 車身長 4400 mm，行李廂 400 L。
BMW X5 車身長 4400 mm，行李廂 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。
Toyota Harrier 保修 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
BMW X5 保修 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
總嚟講，Toyota Harrier 同 BMW X5 都係馬來西亞市場幾唔錯嘅車型。揀邊一部，關鍵依然係睇你嘅個人需要同預算。建議大家做功課，多比較幾間車行嘅報價，先至去試駕做最後決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嗰陣都會拿奇瑞 瑞虎 8 Pro 同 梅賽德斯 - 奔馳 GLB 嚟做比較。今日我哋從多個方面嚟做一個詳細嘅比較，幫你節省咗做功課嘅時間。
奇瑞 瑞虎 8 Pro 喺馬來西亞嘅路價係 RM 159,750 - 159,750，一共有 2 個版本，包括 1.6L Turbo 標準（RM 130,000）、1.6L Turbo 豪華（RM 145,000）等。
梅賽德斯 - 奔馳 GLB 喺馬來西亞嘅路價係 RM 299,888 - 352,888，一共有 1 個版本，包括 標準（RM 299,888）等。
由價錢睇落，奇瑞 瑞虎 8 Pro 嘅起價確實比梅賽德斯 - 奔馳 GLB 平咗 RM 140,138。如果你預算有限，奇瑞嘅入門版已經可以滿足日常需求。但都要記住，平嗰幾千蚊，喺配備上可能會有所取捨，具體要看你嘅需求。
奇瑞 瑞虎 8 Pro 嘅安全評級係 待定，主動安全系統包括 基本。
梅賽德斯 - 奔馳 GLB 嘅安全評級係 5★（歐洲新車評級），主動安全系統包括 豪華 ADAS。
安全配備方面，兩部車都攞到唔錯嘅評級。不過奇瑞 瑞虎 8 Pro 嘅 基本 同 梅賽德斯 - 奔馳 GLB 嘅 豪華 ADAS 喺功能上啲差異，如果你比較睇重主動安全嘅話，可以仔細睇吓兩部車嘅功能列表。
奇瑞 瑞虎 8 Pro 車身長 4400 mm，尾箱 400 L。
梅賽德斯 - 奔馳 GLB 車身長 4400 mm，尾箱 400 L。
兩部車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級別嘅車，日常使用完全夠用。
奇瑞 瑞虎 8 Pro 採用 前輪驅動 方式。
梅賽德斯 - 奔馳 GLB 採用 前輪驅動 方式。
兩部車嘅驅動方式一樣，都係 前輪驅動，日常駕駛感受唔會有太大分別。
總括嚟講，奇瑞 瑞虎 8 Pro 同 梅賽德斯 - 奔馳 GLB 都係馬來西亞市場好唔錯嘅車款。揀邊一部，關鍵都係睇你嘅個人需求同預算。我建議大家做好功課，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。
Folks, today let's talk about big news on going global—not selling cars, but selling "drivers". On June 2, WeRide and Uber jointly announced a plan: to launch the country's first commercial Robotaxi pilot service in Madrid, Spain. In other words: Spanish residents will soon be able to hail a driverless taxi via Uber. This is the first time WeRide and Uber are partnering to enter the European market. Madrid also becomes the 12th city globally where WeRide's Robotaxi arrives.
According to official news, with the support of the Madrid regional government, this service will officially launch within this year. At that time, friends in Madrid can open the Uber App and call WeRide's Robotaxi with one click. It's just like calling an ordinary ride-hailing service, the difference is the arriving car has no driver—at least initially, there is still a difference. In the initial operation phase, a professionally trained safety monitor will be on board, as it's just launched, safety comes first.
This company, WeRide, you might have heard of it, or you might not. A brief introduction: Established in 2017, it has been dedicated to Robotaxi technology R&D and commercialization. Currently, its Robotaxis cover Guangzhou, Beijing, Singapore, Abu Dhabi, Dubai, Riyadh, Zurich... plus Madrid now, totaling 12 cities. Spain is also the 5th European market WeRide has entered—previously entered Switzerland, France, Belgium, Slovakia. According to the plan agreed by WeRide and Uber in May 2025, they plan to deploy Robotaxi services in 15 new international cities within five years, deploying tens of thousands of Robotaxis globally. With the Madrid launch, the deployment in 4 cities has been completed, and 11 more will be covered successively before 2030.
To be honest, it's not the first time Chinese autonomous driving companies are going global, but the combination of Chinese technology + global mobility platform + European market is quite interesting. Madrid is one of the European Robotaxi markets with the most commercial potential, with a large population, high travel demand, and friendly local policies. Being able to take root in this market is a significant milestone for WeRide. For Uber, introducing Robotaxis is also a way to reduce costs—after all, drivers don't need salaries. For Madrid residents, hailing a taxi might be cheaper in the future.
