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喺马来西亚嘅 SUV 市場，好多買家喺揀車嘅時候都會拿 Audi Q5 同 Land Rover Defender 嚟作比較。呢兩款車喺價格同定位上都相當接近，今日我哋就從多個方面做一個詳細嘅對比，幫你省咗做功課嘅時間。
Audi Q5 喺马来西亚嘅 OTR 售價係 RM 354,174 - 423,174，一共有 2 個版本，包括 40 TDI（RM 320,000）、45 TFSI（RM 350,000）等。
Land Rover Defender 喺马来西亚嘅 OTR 售價係 RM 688,000 - 688,000，一共有 1 個版本，包括 Standard（RM 688,000）等。
從價錢嚟睇，Audi Q5 嘅起步價確實比 Land Rover Defender 平咗 RM 333,826。如果你預算有限，Audi 嘅入門版已經可以滿足日常需求。但都要注意，平嘅嗰幾千蚊，可能喺配備上會有所取捨，具體要睇你嘅需求。
Audi Q5 搭載 2.0L Turbo，馬力 220 hp。官方油耗 9.5 L/100km。
Land Rover Defender 搭載 3.0L Turbo，馬力 350 hp。官方油耗 12.0 L/100km。
動力方面，Land Rover Defender 嘅 3.0L Turbo 比 Audi Q5 嘅 2.0L Turbo 多咗 130 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。
Audi Q5 嘅安全評級係 5★ (Euro NCAP)，主動安全系統包括 Pre Sense + ACC。
Land Rover Defender 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 Audi Q5 嘅 Pre Sense + ACC 同 Land Rover Defender 嘅 Basic 喺功能上有啲差異，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。
Audi Q5 保養保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Land Rover Defender 保養保修 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
Audi Q5 同 Land Rover Defender 都係马来西亚市場嘅主流選擇，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。最後都建議兩款都去試駕，親身體驗先至係最重要嘅。
總括嚟講，Audi Q5 同 Land Rover Defender 都係马来西亚市場好唔錯嘅車型。揀邊一輛，關鍵都要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再落去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅轎車市場，好多買家喺揀車嘅時候都會拿 Nissan Almera 同 Mazda Mazda 3 嚟比較。
Nissan Almera 喺馬來西亞嘅 OTR 售價係 RM 83,888 - 95,888，一共有 3 個版本，包括 2025 1.0T VLT（RM 95,888）、2025 1.0T VLP（RM 89,888）、2025 1.0T VL（RM 83,888） 等。
Mazda Mazda 3 喺馬來西亞嘅 OTR 售價係 RM 119,620 - 175,059，一共有 2 個版本，包括 1.5L SkyActiv-G（RM 135,000）、2.0L SkyActiv-G（RM 155,000） 等。
由價錢睇落嚟，Nissan Almera 嘅起步價真係比 Mazda Mazda 3 平咗 RM 35,732。如果你預算有限，Nissan 嘅入門版已經可以滿足日常需要。但都要注意，平嗰幾千蚊，可能在配備上有取捨，具體要看你嘅需求。
Nissan Almera 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 。
Mazda Mazda 3 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算俾得好齊全啦。而家嘅新車安全性都唔差，唔使太擔心這一點。
Nissan Almera 採用 FWD 驅動方式。
Mazda Mazda 3 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。
Nissan Almera 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Mazda Mazda 3 保修 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
兩款車嘅保修條件一樣，呢方面唔使糾結。實際保養成本仲要睇品牌嘅服務網絡同零件價格，建議去車友群問下真實車主嘅經驗。
Nissan Almera 同 Mazda Mazda 3 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更重視品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更在意性價比同配備，就揀配置更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要。
總體嚟講，Nissan Almera 同 Mazda Mazda 3 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，花啲時間做功課絕對唔會錯。
喺馬來西亞嘅汽車市場，好多買家揀車嗰陣都會拎 Toyota Fortuner 同 Mitsubishi Xforce 嚟做比較。今日我哋從多個方面做一個詳細嘅對比，幫晒你省下做功課嘅時間。
Toyota Fortuner 喺馬來西亞嘅 OTR 售價係 RM 195,880 - 241,880，一共 3 個版本，包括 2024 2.8T VRZ Diesel（RM 241,880）、2024 2.7L SRZ Petrol（RM 202,880）、2024 2.4L Standard Diesel（RM 195,880） 等。
Mitsubishi Xforce 喺馬來西亞嘅 OTR 售價係 RM 109,930 - 119,930，一共 2 個版本，包括 2026 1.5L Ultimate（RM 119,930）、2026 1.5L Urban（RM 109,930） 等。
從價錢睇，Mitsubishi Xforce 嘅起步價比 Toyota Fortuner 平咗 RM 85,950。坦白講，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵始終係睇整體嘅性價比同埋長期使用成本。
Toyota Fortuner 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括。
Mitsubishi Xforce 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 MI-PILOT。
兩部車嘅安全評級一樣，喺呢個級別入面安全配備都算夠晒齊全。而家嘅新車安全性都幾唔錯，唔使太擔心呢一點。
Toyota Fortuner 車身長 4400 mm，車尾箱 400 L。
Mitsubishi Xforce 車身長 4400 mm，車尾箱 400 L。
兩部車嘅尺寸幾乎一樣，車內空間差異唔大。呢個級別嘅車，日常使用完全夠用。
Toyota Fortuner 採用 FWD 驅動方式。
Mitsubishi Xforce 採用 FWD 驅動方式。
兩部車嘅驅動方式一樣，都係 FWD，日常駕駛感受唔會有太大分別。
總括嚟講，Toyota Fortuner 同 Mitsubishi Xforce 都係馬來西亞市場幾不錯嘅車型。揀邊一部，關鍵始終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，再去做試駕先做最終決定。買車係件大事，花少少時間做功課絕對唔錯。
喺馬來西亞嘅汽車市場，好多買家喺揀車嘅時候都會拿 Toyota Harrier 同 Hyundai Palisade 做比較。今日我哋從多個方面做一個詳細嘅對比，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 - 289,000，一共有 1 個版本，包括 2026 HEV 2.5L Standard（RM 289,000） 等。
Hyundai Palisade 喺馬來西亞嘅 OTR 售價係 RM 368,838 - 399,838，一共有 4 個版本，包括 2023 3.8L 2WD Luxe 7 Seats Petrol（RM 399,838）、2023 2.2T 4WD Executive 7 Seats Diesel（RM 389,838）、2023 3.8L 2WD Luxe 8 Seats Petrol（RM 378,838） 等。
由價錢睇落，Toyota Harrier 嘅起步價確實比 Hyundai Palisade 平咗 RM 79,838。如果你預算有限，Toyota 嘅入門版已經可以滿足日常需要。不過要注意，平嘅嗰幾千蚊，可能喺配備上會有取舍，具體要睇你嘅需要。
Toyota Harrier 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 Brand ADAS。
Hyundai Palisade 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 Toyota Harrier 嘅 Brand ADAS 同 Hyundai Palisade 嘅 Basic 喺功能上有啲分別，如果你好重視主動安全嘅話，可以仔細對比下兩者嘅功能列表。
Toyota Harrier 採用 FWD 驅動方式。
Hyundai Palisade 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。
Toyota Harrier 保養 5 年/無限制里程，保養間隔 每 10,000km 或 6 個月。
Hyundai Palisade 保養 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
總體嚟講，Toyota Harrier 同 Hyundai Palisade 都係馬來西亞市場好唔錯嘅車型。揀邊台，關鍵都要睇你嘅個人需要同預算。建議大家做好功課，多比下幾間車行嘅報價，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。
喺馬來西亞嘅汽車市場，好多買家喺揀車嘅時候都會拿 Volvo XC40 同 Subaru Outback 嚟比較。今日我哋由多個角度做詳細比較，幫你省返做功課嘅時間。
Volvo XC40 喺馬來西亞嘅 OTR 售價係 RM 278,888 - 278,888，總共有一個版本，包括 2025 2.0T Plus（RM 278,888） 等。
Subaru Outback 喺馬來西亞嘅 OTR 售價係 RM 260,000 - 280,000，總共有兩個版本，包括 2025 2.4T R-Touring EyeSight（RM 310,340）、2025 2.5L Touring EyeSight（RM 280,340） 等。
從價錢睇，Subaru Outback 嘅起價比 Volvo XC40 平咗 RM 18,888。老實講，喺呢個價位段，幾千蚊嘅差距其實唔算大，關鍵仲睇整體嘅性價比同長期使用成本。
Volvo XC40 搭載 2.0L Turbo，馬力 220 hp。官方油耗 9.5 L/100km。
Subaru Outback 搭載 2.0L Turbo，馬力 220 hp。官方油耗 9.5 L/100km。
兩款車用咗同一套動力系統，所以日常開落嚟嘅感覺基本上冇咩分別。油耗方面亦都差唔多，唔使太糾結呢一點。
Volvo XC40 車身長 4400 mm，後備箱 400 L。
Subaru Outback 車身長 4400 mm，後備箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢級別嘅車，日常使用完全夠用。
Volvo XC40 同 Subaru Outback 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，就揀配備更豐富嗰款。最終都建議兩款都去試駕，親身體驗先至係最重要。
總括嚟講，Volvo XC40 同 Subaru Outback 都係馬來西亞市場幾唔錯嘅車款。揀邊輛，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，再去試駕先做最後決定。買車係件大事，花少少時間做功課絕對唔會錯。
For the past few decades, Japanese cars, relying on reliability, fuel economy, and global manufacturing systems, have long occupied an important position in the global automotive industry. The endurance and resilience of the Japanese car manufacturing system are also key reasons for their global popularity. Toyota surpassed Volkswagen Group to become the world's largest carmaker in 2020 and still firmly holds the top spot.
However, against the backdrop of the Middle East situation causing international oil prices to surge, Chinese new energy vehicles seem to be quietly impacting the established global automotive market structure.
Statistics from the International Energy Agency (IEA) show that Chinese enterprises account for 60% of global EV sales in 2025. Relying on power battery, intelligent driving, smart cockpits, and supply chain advantages, they achieved a transition from "catchers" to "rule makers" in the EV era. Companies like BYD, Geely, Wuling, Chery, XPeng, Li Auto, and Leapmotor are accelerating their march into global markets, including mature automotive markets like Europe and Japan.
Unlike the large-scale entry into Europe, Chinese car brands choosing to directly enter the Japanese automotive market mainly focus on BYD, Zeekr, Chery, etc., and generally choose to directly enter the local mass-market passenger vehicle sector, competing head-on with Toyota, Honda, and Nissan.
Chinese electric vehicles, equally affordable yet more intelligent, have already brought some impact to the Japanese automotive industry. "In the past, cheap meant bad quality, but now (Chinese cars) product quality has significantly improved. Prices are so cheap, it's hard for Japanese cars to compete." A senior executive of a Toyota primary supplier told Nikkei News.
Nikkei News also commented that Chinese Chery Automobile and BYD plan to launch light EVs in Japan. If competing on the same stage, the situation will inevitably become increasingly severe for Japanese cars.
If the spike in international oil prices caused by the Middle East crisis is the main reason new energy vehicles have been welcomed by European and Japanese consumers in recent months, then a forecast from the IEA still gives an optimistic expectation for new energy vehicle development. IEA predicts that global EV stock will increase to more than 6 times that of 2025 by 2035, accounting for 50% of global car sales.
In this way, a problem also surfaces: Will Chinese new energy vehicles replace Japanese cars first?
Both Japanese Fuel Cars and EVs Are Trapped
Market sales are the most intuitive manifestation of industrial competition.
According to Japanese media statistics, Toyota and Honda's new car sales in China in May decreased by 32% and 49% year-on-year, respectively. In terms of cumulative new car sales in China from January to May, Toyota reached 579,400 units, a 10% decline year-on-year, while Honda reached 173,344 units, a 30% decline year-on-year.
Toyota explained: "After March, affected by the Middle East situation, crude oil and gasoline prices rose, exacerbating the stagnation of the gasoline car market."
In fact, even before the Middle East situation, the Chinese car market had already formed a clear differentiation. The incremental new energy market is completely dominated by local Chinese brands, while Japanese and German car companies can only continuously retreat to the shrinking fuel vehicle stock market. Compared to Japanese cars' cautious attitude in the Chinese new energy vehicle market, German car companies have a more aggressive layout in intelligent electric vehicles.
Even under the pressure of international situations, Toyota, the world's largest carmaker, remains cautious about electrification layout. On May 29, 2026, Japanese media reported that Toyota Motor will suspend the development of new generation pure electric vehicles (EV).
Lexus LF-ZC Concept Car
Specifically, Toyota suspended the mass production model of Lexus pure electric sedan "LF-ZC". This car was originally scheduled to be launched in 2027. It is a flagship model tasked with Lexus' electrification transformation mission. In addition to carrying new high-performance batteries, it also utilizes "Integrated Die Casting" technology to achieve one-piece molding of parts using aluminum casting. As a new generation EV gathering the latest Toyota technological essentials, it received high attention from the market. Announcing the suspension of R&D after two delays further shocked the outside world.
Japanese media analysis pointed out two reasons behind Toyota suspending the development of the LF-ZC model: First, the United States revoked tax credits for EV purchases and other policies, and Europe also cancelled the policy prohibiting the sale of internal combustion engines in principle by 2035. Second, the rise of Chinese cars, especially the competitive barriers established by Chinese car companies relying on domestic suppliers, autonomous driving, and internet-of-vehicles technologies.
Once the core moat technology of Japanese cars, fuel-electric hybrid technology is now being chased by domestic DM-i and Thor DHT plug-in hybrid technologies, continuously siphoning off Japanese hybrid stock users with lower fuel consumption on low battery and stronger power performance.
At the same time, what brought the biggest impact to Japanese cars is that Chinese new energy vehicle exports have become a new growth curve. In 2025, the export volume of domestic new energy vehicles doubled significantly, selling far to global markets such as Europe, Southeast Asia, and the Middle East, having shaken off the low-end cheap label, with brand power and product power upgrading synchronously.
Adding insult to injury for Japanese cars, due to the continued blockade of the Strait of Hormuz, Toyota Motor announced in late May 2026 plans to cut overseas production by about 83,000 units before November, mainly reducing the production of fuel vehicles facing the Middle East and Asian markets.
If looking only at the Chinese market, a tacitly understood reality is that, in the short term, Japanese cars still have stable fuel vehicle stock space. However, with the improvement of domestic charging infrastructure and the popularization of consumer electrification awareness in the medium and long term, the stock of fuel vehicles will also continue to shrink, and the decline in Japanese car sales will become the norm.
Intelligence Generation Gap, Chinese Cars' Killer App in Japan
Recently, Japanese research company MM Institute (Minato-ku, Tokyo) released the results of a survey on Japan's autonomous bus practical testing project. The results show that among the vehicles used in the 2025 annual practical testing, Chinese BYD ranked first with 36.4%. The combined share of Chinese manufacturers reached 50.3%.
It is understood that the survey object for this time was L2-level and above autonomous driving buses, and the project mainly focused on road driving practical testing for ordinary passengers. In 2025, there were a total of 143 vehicles used in practical testing projects nationwide in Japan, an increase of 18 vehicles over the previous year.
Looking at the share of each company, BYD ranked first, France's Navya second, and the third place was Estonia's Auve Tech accounting for 12.6%, China's intelligent solution supplier WeRide accounting for 2.8%.
If electrification is the choice of different technology routes between Chinese and Japanese car companies, then intelligence is the core track that completely widens the generation gap between the two sides. Japanese media reports write: Multiple Japanese car company executives publicly admitted that Japanese car companies are at least five years behind Chinese car companies in smart cockpits and high-level autonomous driving.
If calculated based on the traditional car iteration rhythm more familiar to Toyota and other car companies, a 5-year gap is a whole generation of cars.
Japanese media believes the reason for this difference in car building is the different underlying car building logic of the two sides.
The person in charge of MM Institute's survey said: "Most autonomous practical testing projects in Japan are led by startup companies. Such projects are more inclined to adopt vehicles from overseas manufacturers." While he has high hopes for domestic Japanese manufacturers, he also pointed out: "Considering safety aspects, some manufacturers are cautious about practical testing, and there are also concerns about price".
In fact, mainstream domestic autonomous new cars are all equipped with native intelligent electric architectures, standard full vehicle OTA upgrades, and the vehicle can update the in-vehicle system, voice interaction, energy consumption control, assisted driving functions, etc., online throughout its life cycle, achieving "getting newer with use".
At the same time, 8155/8295 flagship chips, continuous voice interaction, multi-screen interconnection, and localized ecosystem adaptation have become standard equipment for 200,000-level family cars. The intelligent experience fits domestic user needs and has long become an "cannot go back after use" travel mode for Chinese car owners. This strategy of "dimensionality reduction attack" using intelligence against non-smart cars might also be feasible in the Japanese market. After all, Japanese car companies still follow fuel car development logic, hardware is fixed so functions are locked, most models do not support full vehicle OTA, and chip performance is "lagging behind since departure".
Not to mention, starting from the end of 2025, more than ten domestic brands have begun testing L3-level autonomous driving commercial operations, and more new force car company heads believe that from a technical level they can "go straight to L4". XPeng recently launched XPeng GX which has already pre-installed Robotaxi capabilities. This intelligent leadership tag will also help improve the image of Chinese cars in overseas markets.
Global Market, Chinese Cars and Japanese Cars Must Fight
The replacement of Japanese cars by Chinese electric vehicles is not limited to the domestic market. In the future, on a global scale, it will continue to impact Japanese cars' overseas advantage markets cultivated for half a century, completely rewriting the global automotive competition pattern.
According to statistics, in 2025, the market share of Chinese brands in Southeast Asian new energy markets broke through 22.2%, BYD single brand market share in Thailand's pure electric market exceeded 70%. In the entry-level family car markets of Indonesia and Vietnam, Chinese electric vehicles have begun to shake the monopoly of Japanese fuel cars in local markets.
Great Wall Motor in Thailand, image source: Great Wall Motor
In the European market, even facing tariff barriers and strict localization requirements, domestic new energy and plug-in hybrid models still maintain positive growth. They rank high in the new energy sales list in countries such as the UK, Norway, and Spain. Especially in recent months, affected by rising international oil prices, the sales of Chinese new energy vehicles in Europe continue to rise.
In Japanese traditional advantage markets such as Mexico and South America, Chinese electric vehicles continue to increase their market share with high cost-performance and reliable three-electric technology, continuously replacing traditional Japanese fuel models. With Canada opening the new energy vehicle market to Chinese car companies, the volume of Chinese new energy vehicles in North America will also steadily increase in the future.
BYD enters the Japanese K-car market, image source: BYD Fan Home
Especially worthy of mention is in the Japanese market. In the past two years, BYD, Wuling and other brands have completed right-hand drive modifications and local certifications, officially landing in the Japanese market. BYD ATTO3 remains stable in the Japanese small electric vehicle sales list, and the market share of Chinese brands in Japanese new energy segments continues to break through.
Reporter's Note
Returning to the question at the very beginning of the text: Will Chinese new energy vehicles replace Japanese cars first?
It is unavoidable that Japanese cars have half a century of accumulation in advantage markets and still cannot be shaken by Chinese car companies in the short term. However, if focusing on the long-term 5-10 year dimension, global fuel ban policies continue to land, electrification and intelligence become the main industry tracks, and the technical barriers of Japanese cars in the fuel era will begin to collapse.
If Japanese cars cannot quickly solve short boards, then the problems of intelligence capability, supply chain system, and slow transformation will also continue to amplify in the future 10 years. During this period, Chinese electric vehicles might greatly squeeze Japanese car shares, thereby rewriting the global automotive map.
車型概覽
榮威eRX5 值唔值得睇，第一步唔係望牌子或者外形，而係睇佢能唔能夠配合你嘅香港日常。 呢篇會集中講續航、電池同補電安排，幫你用買家角度篩走唔適合嘅選擇。
售價仍待確認，買家可以先把佢放入候選名單，等價格落實後再同同級車逐項比較。
購車價格指南
榮威eRX5 目前售價仍未清晰，較理性嘅做法係先睇版本、車身大小同動力形式，等價格落實後再決定值唔值得落訂。
如果有幾個版本可揀，可以先將 2023 1.5T 50km 前驅版（價格待確認） 放喺同一張清單。日常通勤重視舒適同易用，家庭買家就要優先睇後排、尾箱同安全配置。
核心規格重點
睇 榮威eRX5 嘅規格，重點唔係背數字，而係理解佢喺香港用車場景會帶嚟咩分別。
12.3 kWh 嘅電池容量，真正意義係可以幫你估算一星期通勤同周末出車要唔要中途補電。 188 Ps / 138 kW / 180 kW、300/270 N·m 嘅輸出，令高速併線同短距離超車更有信心。 車長 4655 mm、車闊 1890 mm、車高 1664 mm、軸距 2765 mm 可以幫你預判商場停車場、屋苑車位同後排腿部空間。 機械自動(AMT)、前置前駆 會影響起步順滑度、濕地穩定感同長途巡航性格。
優缺點分析
榮威eRX5 嘅優點唔需要講到天花龍鳳，真正有價值係佢能唔能夠令日常用車更省心：電池同續航資訊有助安排通勤同補電、動力輸出對高速同上斜更有底氣、空間同車身尺寸方便家庭買家預判實用性。
要留意嘅係，要先確認屋苑、公司或常去商場嘅充電條件、香港停車場同窄路使用要留意車身闊度。呢啲唔一定係缺點，但係落訂前應該先諗清楚。
買家常見問題
買 榮威eRX5 之前，真正要問嘅唔係單一規格，而係佢可唔可以融入你每日嘅生活節奏。
常見疑問係「榮威 eRX5 (Roewe eRX5) 滿油電行幾遠？」簡單講，榮威 eRX5 (Roewe eRX5) 綜合續航超過 1,050 公里。 放到實際用車，就係要睇佢對通勤、泊車、家庭乘坐同長期成本有幾大幫助。
同級對比內容
將 榮威eRX5 放入同級車清單時，唔建議只用外形或者品牌光環決定。比較順序可以係：先等售價落實，再決定佢應該同邊個級距比較、再睇動力係咪足夠應付高速併線同滿載、再比較能源成本同補能便利、最後睇車身大小、座位同尾箱是否適合家人。
咁樣篩選會貼近香港買家真實生活：平日塞車、商場泊車、周末去新界、甚至一家人出入，先係一部車每日要面對嘅考驗。
用車全周期指南
擁有 榮威eRX5 最重要係先諗清楚充電節奏。屋苑、公司或者常去商場只要有穩定充電選項，電動化用車就會容易相處好多。
如果你主要喺市區行，視野、低速順滑度同泊車輔助會好影響心情；如果經常行高速或跨區，座椅舒適度、隔音同動力從容感會更重要。
車型概覽
寶馬i4 值唔值得睇，第一步唔係望牌子或者外形，而係睇佢能唔能夠配合你嘅香港日常。 呢篇會集中講整體購車判斷，幫你用買家角度篩走唔適合嘅選擇。
零售價 HK$ 370,651 - 486,930、完稅價 HK$ 649,900 - 899,900 令預算位置更清楚，買家可以先估算月供、保險、泊車同日常開支。
購車價格指南
寶馬i4 嘅購車預算可以先由 零售價 HK$ 370,651 - 486,930、完稅價 HK$ 649,900 - 899,900 開始計。香港買車唔只係睇車價，月供、保險、牌費、泊車同能源成本都會影響每月壓力。
如果有幾個版本可揀，可以先將 2025 eDrive35（HK$ 649,900）、2025 eDrive35 M Sport Edition（HK$ 729,900）、2025 M60 xDrive（HK$ 899,900）、2025 M50（價格待確認） 放喺同一張清單。日常通勤重視舒適同易用，家庭買家就要優先睇後排、尾箱同安全配置。
核心規格重點
睇 寶馬i4 嘅規格，重點唔係背數字，而係理解佢喺香港用車場景會帶嚟咩分別。
67/81.1 kWh 嘅電池容量，真正意義係可以幫你估算一星期通勤同周末出車要唔要中途補電。 20.9 kWh/100km 嘅耗電表現，會影響你去快充站或者屋苑充電位嘅頻率。 210/442 kW、400/795 N·m 嘅輸出，令高速併線同短距離超車更有信心。 車長 4783 mm、車闊 1852 mm、車高 1448 mm、軸距 2856 mm 可以幫你預判商場停車場、屋苑車位同後排腿部空間。
優缺點分析
寶馬i4 嘅優點唔需要講到天花龍鳳，真正有價值係佢能唔能夠令日常用車更省心：預算位置清楚，方便同同級車直接比較、日常能源成本有基本參考、電池同續航資訊有助安排通勤同補電。
要留意嘅係，要先確認屋苑、公司或常去商場嘅充電條件、香港停車場同窄路使用要留意車身闊度。呢啲唔一定係缺點，但係落訂前應該先諗清楚。
買家常見問題
買 寶馬i4 之前，真正要問嘅唔係單一規格，而係佢可唔可以融入你每日嘅生活節奏。
常見疑問係「BMW i4 eDrive40 嘅純電續航距離表現點樣？」簡單講，BMW i4 eDrive40 配備咗 83.9 kWh 嘅高壓電池組，根據 WLTP 標準，最高續航距離可以達到 589 公里。對於每日需要長途通勤嘅用家嚟講，BMW i4 eDrive40 提供咗非常充裕嘅電量儲備，充滿一次電足以應付來回機場同新界多次路程。 放到實際用車，就係要睇佢對通勤、泊車、家庭乘坐同長期成本有幾大幫助。
同級對比內容
將 寶馬i4 放入同級車清單時，唔建議只用外形或者品牌光環決定。比較順序可以係：先用 零售價 HK$ 370,651 - 486,930、完稅價 HK$ 649,900 - 899,900 鎖定預算圈、再睇動力係咪足夠應付高速併線同滿載、再比較能源成本同補能便利、最後睇車身大小、座位同尾箱是否適合家人。
咁樣篩選會貼近香港買家真實生活：平日塞車、商場泊車、周末去新界、甚至一家人出入，先係一部車每日要面對嘅考驗。
用車全周期指南
擁有 寶馬i4 最重要係先諗清楚充電節奏。屋苑、公司或者常去商場只要有穩定充電選項，電動化用車就會容易相處好多。
如果你主要喺市區行，視野、低速順滑度同泊車輔助會好影響心情；如果經常行高速或跨區，座椅舒適度、隔音同動力從容感會更重要。
On June 6, the 212 Off-Road Vehicle Ring-Tar Grand Finale Celebration was held in Qingdao. Famous sports event host Han Qiaosheng, professional racing driver Han Wei, 212 Off-Road Vehicle manufacturer team drivers, user team drivers, and technical logistics team members and other participants of the Ring-Tar rally gathered together to jointly review the extreme journey of the 212 Off-Road Vehicle team in this year's Ring-Tar Rally.
In the just-concluded 2026 China Ring-Tar International Rally, the 212 Off-Road Vehicle team competed with mass-produced vehicles in near-original factory condition. In the extreme journey of a total mileage of 7,500 kilometers, they completed the "2.0T vs. 3.0T" cross-class challenge. Successively achieving "two championships and one runner-up" in stages SS10-SS13, they ultimately became the only brand with 100% finish rate in the T2.1 mass-produced group manufacturer team, and won the runner-up for the manufacturer team in this category.
This year's competing vehicle T01 has no heavy racing modifications. It is equipped with the same powertrain as the Ring-Tar—2.0T engine and ZF 8AT transmission. After the entire race inspection, low-end torque is powerful, comparable to large-displacement models when climbing gullies or towing with a full load; paired with a BorgWarner large transfer case, high/low speed switching is fast. In 4L mode, torque can be amplified 2.64 times, achieving torque distribution according to demand, ensuring stable power output for long-distance traversing and reducing failure rates. Regarding body structure, T01 adopts a body-on-frame construction with front and rear solid axles. The body remains undistorted when driving on rough off-road surfaces and potholes. It has maximum torsional resistance when overloaded. The chassis is specially optimized and tuned based on Ring-Tar extreme road conditions, adaptable to various complex road conditions straight from the factory. Moreover, the entire vehicle body uses galvanized steel plates, fearlessly enduring gully gravel scratches and resistant to rust. Additionally, T01 strengthens the top load-bearing capacity of the passenger cabin, with performance increased by 16%. Combined with cage-style passenger cabin design, 540° panoramic image, dash cam, and emergency call rescue functions, it provides comprehensive protection for passenger safety.
To allow more users to personally feel the charm of the Ring-Tar race, 212 announced that Ring-Tar modification kits will soon land on the official mall. The kit covers chassis armor, anti-slip wheels, off-road tires, and recovery equipment, aiming to endow users' beloved cars with stronger off-road strength. From the strict verification on the extreme racing field to the continuous cultivation of the user ecosystem, 212 is relying on the deep interaction between racing, products, and users to help ordinary people realize their off-road dreams. He Zhaopeng, General Manager of 212 Off-Road Vehicle Marketing Company, stated: "212 aims to popularize off-road culture, giving more people the chance for that seed about distance and dreams in their hearts to take root and sprout."
Regarding future race plans, 212 also stated that a series of top domestic and international races, including the Silk Road Rally, Malaysia Sabah International Rainforest Race, Alxa T3 Challenge, and 2027 Ring-Tar Rally, are all in planning, and 212 will continue to promote research through racing. Meanwhile, 212 officially launched the 2027 Ring-Tar User Driver Recruitment Plan and will join hands with Han Wei to establish a Champion Off-Road Training Academy, providing users with systematic pre-race guidance and participation opportunities. By honing products through racing and empowering users through training, 212 is gradually implementing the vision of mass off-roading, ensuring every 212 carries the user's own Ring-Tar dream.
BYD officially released the May 2026 production and sales flash report, with new energy vehicles from all brands reaching a monthly sales volume of 383,453 vehicles, a slight increase of 0.26% year-on-year, achieving year-on-year positive growth in monthly sales after ten months; among them, passenger car deliveries reached 376,990 units, surging 19.4% month-on-month, wiping out the pain of previous model iterations, presenting a new pattern where the domestic base is stable, overseas sales are soaring, and high-end brands are scaling up across the board. Amidst the market environment of intensified competition in the domestic new energy sector, Tesla FSD entering China, and an intense launch of independent new products, it has forged a unique structural growth path.
The Dynasty and Ocean main brands combined sold 330,215 vehicles in May, accounting for over 80% of the group's total sales, remaining the stabilizer for BYD's sales volume. The full series had 8 models exceeding 20,000 units in monthly sales, covering products from 50,000 entry-level commuter to 200,000 home SUV.
Inside the Dynasty Network, the Yuan family sold 56,691 units, and the Song family 51,370 units. Both crossed the 50,000 threshold, becoming two major sales pillars for the brand, catering to home commuter and urban-rural travel needs; the Qin family followed closely with a stable performance of 28,360 units. The Han and Tang series maintained a volume in the six-thousand range, deeply cultivating the mid-to-large home sedan and SUV niche markets; the brand new model Xia is in the market cultivation phase, delivering 1,810 units monthly, with potential for steady volume growth as channels expand.
The Ocean Network's growth momentum is even more rapid, with 5 models entering the 20,000 club across the series: Sealion 42,615 units, Seal 34,117 units, Seagull 39,919 units, Dolphin 22,260 units, and Song PLUS 27,755 units. Among them, Seagull remains the best-selling entry-level commuter model thanks to its affordable pricing of 60,000-80,000. Sealion, as a new volume model, stands firm at the 40,000 level upon launch, filling the mid-size SUV product gap in the Ocean Network and perfecting the Ocean product tier layout. From commuter small cars to compact SUVs, the two main brands rely on DM-i hybrid and pure electric dual-line technologies to牢牢锁住 the mainstream home market share within 150,000 domestically.
Fang Cheng Bao Year-on-Year Surges 139.7%, Brand Upward Positioning Takes EffectThe high-end matrix of Denza, Fang Cheng Bao, and Yangwang sold a combined 46,489 vehicles in May, officially breaking away from the niche positioning to become a new pivot for BYD's brand premium and profit growth, breaking the industry curse of difficulty in high-end breakthrough for domestic brands.
The off-road brand Fang Cheng Bao sold 30,186 units monthly, surging 139.7% year-on-year, creating a new high in monthly sales since the brand launched. Its Titanium 7 model sold 18,280 units monthly, while Leopard 5 and Leopard 8 output remained stable, continuously squeezing the survival space for joint venture and imported models in the 250,000-400,000 hardcore off-road niche market.
Denza delivered 16,303 units in May, with the MPV benchmark D9 selling 6,721 units, and the Z9 series close to 6,000 units. MPV and mid-to-large sedan dual-line efforts helped them stand firm in the luxury new energy track; the million-level ultra-luxury brand Yangwang continued its steady climb, delivering 286 units that month, a year-on-year increase of 105.8%, completing market verification of the domestic brand ceiling product and forming a full price range product layout from 100,000+ home, 300,000-400,000 off-road, 500,000 luxury MPV to million-level flagship.
In May, BYD's overseas sales of passenger cars and pickup trucks reached 160,177 units, surging 80.7% year-on-year. Exports accounted for over 42% of the full series total sales, setting a new historical high for brand export and becoming the core driving force to stabilize May overall sales and achieve year-on-year positive growth.
Southeast Asia, Europe, and Latin America became the main incremental markets. Seagull, Song PLUS, and Yuan series continued to top new energy best-seller lists in multiple countries; the SHARK pickup truck exceeded 4,000 units in monthly exports for two consecutive months. Relying on the completion of localization production in Thailand, Brazil, Hungary, and Uzbekistan with four overseas vehicle factories, localized production continues to land, avoiding tariffs while rapidly penetrating terminal channels. Against the background of stock market competition in the domestic auto industry and normalized price wars, the rapidly expanding overseas market effectively counteracts sales volatility brought by domestic model iterations, officially upgrading from a supplementary market to BYD's core growth engine. As of now, BYD's global cumulative new energy vehicle sales have exceeded 16.5 million units, with the globalization map continuously broadening.
Intelligent Driving Empowers Product Iteration, H2 New Products Prepare to Surge VolumeMay marked a key node in BYD's intelligent driving landing, with the God's Eye intelligent driving system becoming a core bonus point for models: the number of vehicles with advanced intelligent driving across all brands exceeded 3.15 million, with daily road test data exceeding 200 million kilometers; that month, BYD implemented City Pilot and Smart Parking dual safety backup services, becoming the world's first auto manufacturer to achieve dual intelligent driving backups. Three days after policy implementation, the activation rate of models equipped with the God's Eye system in cities surged 50%. Intelligent driving experience upgrades directly drove in-store order conversion, solidifying product competitiveness for subsequent models to continue volume sales, and facing the intelligent driving market shock brought by FSD entering China.
From data details, BYD's cumulative sales from January to May 2026 were 1,405,039 units, down 20.32% year-on-year. The core reason is that the full series of main models were concentratedly iterated, and the capacity ramp-up of the 2nd Gen Fast Charge Blade Battery was restricted. The new Flash Charge Battery upgraded fast charging and low-temperature performance. Full series iteration models prioritized installing new batteries, but production line retrofitting dragged down capacity release. Order backlogs on popular models and delayed deliveries compressed the May delivery volume to a certain extent.
As the end of the second quarter approaches and the 2nd Gen Blade Battery capacity continues to release, coupled with new models such as Denza N8L, Fang Cheng Bao Titanium 7 Pure Electric Version, Sealion 05, and Xia L landing the market, the industry generally predicts that BYD's full brand sales in June are expected to exceed 400,000 vehicles. Relying on the four-dimension development logic of low-end volume locking share, high-end raising profit, overseas pushing volume, and intelligence improving product power, amidst the intensified new energy elimination round in the domestic market, BYD's full category layout advantage continues to amplify, securing its status as the domestic new energy leader, accelerating steadily towards global top auto manufacturers.
BYD officially released the May 2026 production and sales flash report, with new energy vehicles from all brands reaching a monthly sales volume of 383,453 vehicles, a slight increase of 0.26% year-on-year, achieving year-on-year positive growth in monthly sales after ten months; among them, passenger car deliveries reached 376,990 units, surging 19.4% month-on-month, wiping out the pain of previous model iterations, presenting a new pattern where the domestic base is stable, overseas sales are soaring, and high-end brands are scaling up across the board. Amidst the market environment of intensified competition in the domestic new energy sector, Tesla FSD entering China, and an intense launch of independent new products, it has forged a unique structural growth path.
The Dynasty and Ocean main brands combined sold 330,215 vehicles in May, accounting for over 80% of the group's total sales, remaining the stabilizer for BYD's sales volume. The full series had 8 models exceeding 20,000 units in monthly sales, covering products from 50,000 entry-level commuter to 200,000 home SUV.
Inside the Dynasty Network, the Yuan family sold 56,691 units, and the Song family 51,370 units. Both crossed the 50,000 threshold, becoming two major sales pillars for the brand, catering to home commuter and urban-rural travel needs; the Qin family followed closely with a stable performance of 28,360 units. The Han and Tang series maintained a volume in the six-thousand range, deeply cultivating the mid-to-large home sedan and SUV niche markets; the brand new model Xia is in the market cultivation phase, delivering 1,810 units monthly, with potential for steady volume growth as channels expand.
The Ocean Network's growth momentum is even more rapid, with 5 models entering the 20,000 club across the series: Sealion 42,615 units, Seal 34,117 units, Seagull 39,919 units, Dolphin 22,260 units, and Song PLUS 27,755 units. Among them, Seagull remains the best-selling entry-level commuter model thanks to its affordable pricing of 60,000-80,000. Sealion, as a new volume model, stands firm at the 40,000 level upon launch, filling the mid-size SUV product gap in the Ocean Network and perfecting the Ocean product tier layout. From commuter small cars to compact SUVs, the two main brands rely on DM-i hybrid and pure electric dual-line technologies to牢牢锁住 the mainstream home market share within 150,000 domestically.
Fang Cheng Bao Year-on-Year Surges 139.7%, Brand Upward Positioning Takes EffectThe high-end matrix of Denza, Fang Cheng Bao, and Yangwang sold a combined 46,489 vehicles in May, officially breaking away from the niche positioning to become a new pivot for BYD's brand premium and profit growth, breaking the industry curse of difficulty in high-end breakthrough for domestic brands.
The off-road brand Fang Cheng Bao sold 30,186 units monthly, surging 139.7% year-on-year, creating a new high in monthly sales since the brand launched. Its Titanium 7 model sold 18,280 units monthly, while Leopard 5 and Leopard 8 output remained stable, continuously squeezing the survival space for joint venture and imported models in the 250,000-400,000 hardcore off-road niche market.
Denza delivered 16,303 units in May, with the MPV benchmark D9 selling 6,721 units, and the Z9 series close to 6,000 units. MPV and mid-to-large sedan dual-line efforts helped them stand firm in the luxury new energy track; the million-level ultra-luxury brand Yangwang continued its steady climb, delivering 286 units that month, a year-on-year increase of 105.8%, completing market verification of the domestic brand ceiling product and forming a full price range product layout from 100,000+ home, 300,000-400,000 off-road, 500,000 luxury MPV to million-level flagship.
In May, BYD's overseas sales of passenger cars and pickup trucks reached 160,177 units, surging 80.7% year-on-year. Exports accounted for over 42% of the full series total sales, setting a new historical high for brand export and becoming the core driving force to stabilize May overall sales and achieve year-on-year positive growth.
Southeast Asia, Europe, and Latin America became the main incremental markets. Seagull, Song PLUS, and Yuan series continued to top new energy best-seller lists in multiple countries; the SHARK pickup truck exceeded 4,000 units in monthly exports for two consecutive months. Relying on the completion of localization production in Thailand, Brazil, Hungary, and Uzbekistan with four overseas vehicle factories, localized production continues to land, avoiding tariffs while rapidly penetrating terminal channels. Against the background of stock market competition in the domestic auto industry and normalized price wars, the rapidly expanding overseas market effectively counteracts sales volatility brought by domestic model iterations, officially upgrading from a supplementary market to BYD's core growth engine. As of now, BYD's global cumulative new energy vehicle sales have exceeded 16.5 million units, with the globalization map continuously broadening.
Intelligent Driving Empowers Product Iteration, H2 New Products Prepare to Surge VolumeMay marked a key node in BYD's intelligent driving landing, with the God's Eye intelligent driving system becoming a core bonus point for models: the number of vehicles with advanced intelligent driving across all brands exceeded 3.15 million, with daily road test data exceeding 200 million kilometers; that month, BYD implemented City Pilot and Smart Parking dual safety backup services, becoming the world's first auto manufacturer to achieve dual intelligent driving backups. Three days after policy implementation, the activation rate of models equipped with the God's Eye system in cities surged 50%. Intelligent driving experience upgrades directly drove in-store order conversion, solidifying product competitiveness for subsequent models to continue volume sales, and facing the intelligent driving market shock brought by FSD entering China.
From data details, BYD's cumulative sales from January to May 2026 were 1,405,039 units, down 20.32% year-on-year. The core reason is that the full series of main models were concentratedly iterated, and the capacity ramp-up of the 2nd Gen Fast Charge Blade Battery was restricted. The new Flash Charge Battery upgraded fast charging and low-temperature performance. Full series iteration models prioritized installing new batteries, but production line retrofitting dragged down capacity release. Order backlogs on popular models and delayed deliveries compressed the May delivery volume to a certain extent.
As the end of the second quarter approaches and the 2nd Gen Blade Battery capacity continues to release, coupled with new models such as Denza N8L, Fang Cheng Bao Titanium 7 Pure Electric Version, Sealion 05, and Xia L landing the market, the industry generally predicts that BYD's full brand sales in June are expected to exceed 400,000 vehicles. Relying on the four-dimension development logic of low-end volume locking share, high-end raising profit, overseas pushing volume, and intelligence improving product power, amidst the intensified new energy elimination round in the domestic market, BYD's full category layout advantage continues to amplify, securing its status as the domestic new energy leader, accelerating steadily towards global top auto manufacturers.
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.
唔知有幾多朋友最近期關注 10 萬內純電 SUV 市場？近段時間睇嚟，呢個細分市場好熱鬧。就講長安啟源全新 Q05 同零跑 A10，上個月銷量分別達 15814 輛同 14372 輛，全部挺進 2026 年 4 月銷量排行全品類前 10，長安啟源全新 Q05 甚至奪得緊緊湊型純電 SUV 市場嘅銷冠。
（長安啟源全新 Q05）
值得留意係，兩款大熱門產品亮點亦唔少，9 萬級可以得到 500km+嘅續航，零跑 A10 甚至配備激光雷達，有高級智駕輔助需求嘅朋友嚟講，呢架車吸引力的確唔低。但係喺價格上，同為高配嘅長安啟源全新 Q05 506Max+ 同零跑 A10 505 激光雷達版，終端價格分別係 9.59 萬同 8.68 萬，手握 9 萬左右預算嘅朋友都可以考慮。明顯係，又去到決賽圈二揀一環節。
（零跑 A10）
如果對預算比較敏感，咁喺長安啟源全新 Q05 同零跑 A10 之間，後者可能更受歡迎，畢竟終端價格實打實平咗幾千元。而且，高配 A10 配有激光雷達，市區/高速情況均能啟動領航輔助駕駛，呢個就係佢嘅優勢所在。當然，如果預算允許，揀長安啟源全新 Q05 高配，都有帶激光雷達嘅高級輔助駕駛。
（長安啟源全新 Q05）
但既然係買車前嘅橫評，唔少全方位對比。首先從尺寸睇，作為緊湊型 SUV，長安啟源全新 Q05 長寬高分別係 4435*1855*1595mm，軸距為 2735mm。而零跑 A10 車型級別就係小型 SUV，長寬高分別係 4270*1810*1635mm，軸距為 2605mm。
（零跑 A10）
如果只係考慮代步、通勤，零跑 A10 嘅細個嘅略有優勢，方便行街串巷。但實際上，好多人買車都要兼顧家用，10 萬內預算也多以剛需用車群體為主。既然係剛需，且有家用需求，嗰空間自然唔好掉鏈子。
（長安啟源全新 Q05）
（零跑 A10）
講返日常家庭出行嚟講，兩車之間 130mm 軸距差異，直接反映喺後排體驗。坐入長安啟源全新 Q05 後排，腿部空間平整兼寬敞，一齊坐 3 位成年人都唔會太擠；但係坐入零跑 A10 後排，無論坐寬定係腿部空間都會細少少。媽咪喺後排照顧孩子，長安啟源全新 Q05 後排更加寬敞嘅空間會更加方便佢操作，孩子都能有更大嘅活動空間。
（長安啟源全新 Q05）
（零跑 A10）
除咗空間，通勤黨同家庭用戶對舒適配置都比較關注。睇嚟對比，兩車都有配電動尾門、無匙進入、自適應遠近光等外部配置。但係從車廂內睇，零跑 A10 副駕無法電動調節，後排靠背都唔支援角度調節，同埋缺少後排空調出風口、車內 PM2.5 過濾裝置等。
（長安啟源全新 Q05）
（零跑 A10）
反觀長安啟源全新 Q05，除咗副駕支持電動調節，前排仲集成咗加熱/通風/按摩/副駕腿托功能，對比零跑 A10 只提供前排座椅加熱，佢嘅品質無疑更上一層樓。包括後排乘員都有少少照顧，例如靠背角度可調、配有後排空調出風口、後排中央扶手/杯架等，更加適合家人同行呢類場景。
（長安啟源全新 Q05）
（零跑 A10）
除咗舒享體驗，行駛系統嘅對比我哋都唔好忽略。首先從大家關注嘅續航睇，長安啟源全新 Q05 同零跑 A10 分別搭載 51.9kWh、53kWh 電池，CLTC 純電續航做到 506km、505km，差異大可忽略。但從電芯供應鏈睇，前者出自寧德時代，後者就係國軒高科/江蘇正力，若論品牌含金量，“寧王”順位自然靠前，更值得信賴。另外，兩車都有全球品質，按照全球嚴苛嘅標準打造，零跑 A10 符合國內、歐盟雙標準，長安啟源全新 Q05 已經喺泰國上市，未來仲會相繼落地多個國家地區，最終開拓歐洲區域，此外仲有央企背書，質量品質都好可靠。
因為本文討論嘅係 A10 嘅 505 版本，採用電池液冷技術，溫控較好，而如果係 403 版本，採用成本低嘅風冷技術，散熱效果較差。呢點上，全新 Q05 做得更好，入門就採用電池直冷技術，高配用嘅係液冷技術，能更好地實現熱管理，保證電池安全。
（長安啟源全新 Q05）
（零跑 A10）
動力方面，長安啟源全新 Q05 同零跑 A10 都係前置單電機佈局，電機最大動力輸出分別係 120kW/190N·m、90kW/150N·m，0-100km/h 加速時間分別做到 8.9 秒同 10.6 秒。坦率嚟講，兩款車喺純電陣營加速性能都中規中矩；但係相對嚟講，長安啟源全新 Q05 嘅 8 秒級零百加速，喺山路行駛、高速超車等情況下會比零跑 A10 更加分。
（長安啟源全新 Q05）
（零跑 A10）
總結嚟講，零跑 A10 505 激光雷達版優勢突出：價格更低、智駕輔助覆蓋範圍更廣，適合預算優先 + 科技嘗鮮嘅消費者。而長安啟源全新 Q05 更強調“全面”二字：加少少預算同樣可以獲得高級輔助駕駛，而且尺寸更大、舒適配置更高、採用頭部電芯供應鏈，動力亦更強，綜合表現更全能。總括嚟講，預算 9 萬級追求面面俱到嘅家用體驗，長安啟源全新 Q05 506Max+ 更加值得考慮。
