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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 X50 同 Chery Tiggo 8 PHEV 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，幫你節省做功課嘅時間。
Proton X50 喺馬來西亞嘅 OTR 售價係 RM 89,800 - 113,300，總共 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。
Chery Tiggo 8 PHEV 喺馬來西亞嘅 OTR 售價係 RM 159,750 - 159,750，總共 2 個版本，包括 1.6L Turbo Standard（RM 130,000）、1.6L Turbo Premium（RM 145,000） 等。
喺價錢方面睇，Proton X50 嘅起步價確實比 Chery Tiggo 8 PHEV 平咗 RM 69,950。如果你預算有限，Proton 嘅入門版已經可以满足日常需求。但都要留意，平嗰啲幾千蚊，喺配備上可能會有所取舍，具體就要睇你嘅需求。
Proton X50 採用 4WD 驅動方式。
Chery Tiggo 8 PHEV 採用 FWD 驅動方式。
Proton 嘅 4WD 同 Chery 嘅 FWD 喺操控上會有唔同感受，建議試駕比較。
Proton X50 保修 5 年/150,000 公里，保養間隔 每 10,000 公里或 6 個月。
Chery Tiggo 8 PHEV 保修 3 年/100,000 公里，保養間隔 每 10,000 公里或 6 個月。
Proton X50 同 Chery Tiggo 8 PHEV 都係馬來西亞市場嘅主流選擇，適合家庭使用、日常通勤。如果你更加睇重品牌口碑同二手價，可以優先考慮口碑更好嗰一款；如果你更加在意性價比同配備，那就揀配置更豐富嗰款。最終都建議兩款都去試駕，親身體驗先至最重要。
總體嚟講，Proton X50 同 Chery Tiggo 8 PHEV 都係馬來西亞市場好唔錯嘅車款。揀邊一輛，關鍵都要睇你嘅個人需求同預算。建議大家做好功課，多比較幾間車行嘅報價，再去做試駕做最終決定。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 現代 Santa Fe 同 富豪 XC40 嚟做比較。呢兩款車喺價位同定位上都幾接近嘅，今日我就由多個方面做一個詳細嘅比較，幫您節省做功課嘅時間。
現代 Santa Fe 喺馬來西亞嘅 OTR 售價係 RM 225,000 - 270,000，一共有 3 個版本，包括 2025 2.5T DCT 4WD Calligraphy 6 Seats（RM 270,000）、2025 HEV 1.6T AT 2WD Prestige 7 Seats（RM 245,000）、2025 HEV 1.6T AT 2WD Prime 7 Seats（RM 225,000） 等。
富豪 XC40 喺馬來西亞嘅 OTR 售價係 RM 278,888 - 278,888，一共有 1 個版本，包括 2025 2.0T Plus（RM 278,888） 等。
由價錢睇，現代 Santa Fe 嘅起步價確實比 富豪 XC40 平咗 RM 53,888。如果你預算有限，現代嘅入門版已經可以滿足日常需要。但都要注意，平咗嗰幾千蚊，可能喺配備上會有取捨，具體要睇你嘅需要。
現代 Santa Fe 搭載 2.0L 4-cyl，馬力 170 hp。官方油耗 8.0 L/100km。
富豪 XC40 搭載 2.0L Turbo，馬力 220 hp。官方油耗 9.5 L/100km。
動力方面，富豪 XC40 嘅 2.0L Turbo 比 現代 Santa Fe 嘅 2.0L 4-cyl 多咗 50 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。
現代 Santa Fe 嘅安全評級係 TBD，主動安全系統包括 Basic。
富豪 XC40 嘅安全評級係 5★ (Euro NCAP)，主動安全系統包括 Pilot Assist, City Safety (標準)。
安全配備方面，兩款車都拿到唔錯嘅評級。不過 現代 Santa Fe 嘅 Basic 同 富豪 XC40 嘅 Pilot Assist, City Safety (標準) 喺功能上有啲分別，如果你比較重視主動安全嘅話，可以仔細對比吓兩者嘅功能列表。
現代 Santa Fe 車身長 4400 mm，行李廂 400 L。
富豪 XC40 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。
現代 Santa Fe 保養 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
富豪 XC40 保養 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
總體嚟講，現代 Santa Fe 同 富豪 XC40 都係馬來西亞市場好唔錯嘅車款。揀邊架，關鍵仲要睇你嘅個人需要同預算。建議大家做好功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花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 BMW 3 Series 同 Mercedes-Benz C-Class 嚟計較。今日我哋由多個方面做一次詳細比較，幫你慳返做功課嘅時間。
BMW 3 Series 喺馬來西亞嘅 OTR 售價係 RM 267,800 - 392,800，合共 2 個版本，有 320i Sport（RM 248,000）、330i M Sport（RM 298,000） 等。
Mercedes-Benz C-Class 喺馬來西亞嘅 OTR 售價係 RM 292,888 - 296,888，合共 2 個版本，有 C 200 Avantgarde（RM 260,000）、C 300 AMG Line（RM 310,000） 等。
由價錢睇落，BMW 3 Series 嘅入門價的確比 Mercedes-Benz C-Class 平咗 RM 25,088。如果你預算有限，BMW 嘅入門版已經可以滿足日常需要。但亦要留意，平嗰啲錢，可能喺配備方面要有取舍，視乎你嘅需要。
BMW 3 Series 嘅安全评分係 5★ (Euro NCAP)，主動安全系統包括 Driving Assistant Professional (ACC, AEB, LKA, BSM)。
Mercedes-Benz C-Class 嘅安全评分係 5★ (Euro NCAP)，主動安全系統包括 Active Distance Assist, Active Steering Assist。
兩款車嘅安全评分一樣，喺呢個級距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。
BMW 3 Series 車身長 4400 mm，尾箱 400 L。
Mercedes-Benz C-Class 車身長 4400 mm，尾箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差別唔大。呢個級距嘅車，日常使用完全夠用。
BMW 3 Series 保養 5 年/無限里程，保養間隔 每 10,000km 或 6 個月。
Mercedes-Benz C-Class 保養 3 年/100,000km，保養間隔 每 10,000km 或 6 個月。
總括嚟講，BMW 3 Series 同 Mercedes-Benz C-Class 都係馬來西亞市場好唔錯嘅車型。揀邊一輛，關鍵始終係睇你嘅個人需要同預算。建議大家做足功課，多計較幾間車行嘅報價，先至去試駕先定奪。買車係件大嚟事，花啲時間做下功課絕對唔會錯。
車型概覽
深藍汽車SL03 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。 呢篇會集中講高速巡航、併線同超車信心，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
深藍汽車SL03 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 2025 EREV 1.5L 140km 後驅版（價格待確認）、2025 EREV 1.5L 220km 後驅版（價格待確認）、2025 BEV 515km 後驅版（價格待確認）、2025 BEV 530km 後驅版（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 深藍汽車SL03 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。
18.99/28.39/58.1/56.1 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。 140/220/515/530 km 嘅續航參考，對住喺新界、九龍同港島之間跨區行車嘅用家會更實際。 95 Ps / 70 kW / 175 kW / 160 kW、141/320 N·m 嘅輸出，令高速併線同短距離超車更有信心。 車長 4820 mm、車闊 1890 mm、車高 1480 mm、軸距 2900 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
深藍汽車SL03 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 深藍汽車SL03 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「深藍汽車 SL03 的綜合油耗表現係點樣？」簡單講，深藍汽車 SL03 綜合油耗低至 1.2L/100km，混合動力能耗表現出色。 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 深藍汽車SL03 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 深藍汽車SL03 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i5 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。 呢篇會集中講預算、月供同同級定位，幫你用買家角度篩走唔適合嘅選擇。
零售價 HK$ 463,674 - 703,405、完稅價 HK$ 849,900 - 1,399,900 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i5 嘅購車預算可以先由 零售價 HK$ 463,674 - 703,405、完稅價 HK$ 849,900 - 1,399,900 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 eDrive40 M Sport Edition（HK$ 849,900）、2025 M60 xDrive（HK$ 1,379,900）、2025 M60 xDrive Touring（HK$ 1,399,900） 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i5 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。
81.2 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。 250/442 kW、400/820 N·m 嘅輸出，令高速併線同短距離超車更有信心。 車長 5060 mm、車闊 1900 mm、車高 1515/1505 mm、軸距 2995 mm 可以幫你預判商場停車場、屋苑車位同後排腿部空間。 固定齒比、後置後駆 / 雙電機四駆 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
寶馬i5 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、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。
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i5 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 i5 嘅音響系統能夠提供咩等級嘅聽覺享受？」簡單講，BMW i5 標配或可選配 Bowers & Wilkins 環繞音響系統，配備多達 17 個揚聲器，總輸出功率高達 655 瓦。這套系統專為 BMW i5 嘅車廂空間進行調校，能提供細膩且震撼嘅 360 度音效體驗，將車廂變成移動嘅音樂廳。 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i5 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$ 463,674 - 703,405、完稅價 HK$ 849,900 - 1,399,900 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i5 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。
你睇過印度嘅馬路嗎？
我喺網上見過。
畫面通常係咁，一輛轎車俾牛尾擋住，旁邊仲有亂竄嘅摩托，甚至周圍仲有賣奶茶嘅小夥，嗰叫一個“乾淨又衛生”。
然而，喺呢啲睇完好多人覺得生理不適嘅地方，豐田、鈴木、本田等日本車廠，卻決定將籌碼押落印度。
據印度“品牌質量基金會”網站顯示，三家車廠將喺印度投資近110 億美元建廠、提產能、搞出口。
對此有网友表示，三家日本車廠係咪錢多到無處花？
事實上，佢哋唔係錢多到花唔完，亦唔係被印度嘅咖哩蒙蔽咗心竅，呢啲日本車廠高層遠比我哋清醒。
而家嘅日系車，營業額、市場份額都喺下滑，原材料成本仲係升得飛起，打開世界地圖，搵一個能夠容納產能、拓充份額、競爭溫和嘅市場，唔係咁容易嘅事。
所以，唔係日本車廠選擇咗印度，而係因為冇得揀。
日本車廠之痛
曾經嘅日系車，嗰時妥妥係人哋個仔。
你問下十幾年前開過日系車嘅老司機，一提起日系車，幾乎就冇唔豎大拇指嘅，價錢平、省油、耐用又抵撞……
甚至好多日系車，仲要加價購買，但邊個諗到，呢個鐵打嘅江山，短短幾年時間就俾佢哋打得找唔著北。
隨著新能源汽車浪潮嚟到，電動化、智能化變成好多自主車廠“彎道超車”嘅目標，依托於中國強大嘅新能源汽車產業鏈優勢同車廠自身對研發、技術嘅堅持，中國自主品牌迅速實現咗“彎道超車”。
曾經被人吐槽嘅國產車，而家喺馬路越來越多人，甚至份額超越咗合資。
根據乘聯會嘅數據，喺2026 年4 月，自主品牌嘅份額已經高達62.5%，遠超日系嘅13.1%。
要知道，中國汽車市場係全球最大嘅汽車市場，喺中國市場失速，就相當於丟咗一塊巨大嘅蛋糕。
同時，中國市場近年嚟嘅主旋律依舊係價格戰，捲配置、捲價格、捲服務已經成為一種常態，亦對日系車嘅利潤產生咗巨大嘅影響。
除咗中國，日系車喺美國過得亦唔太好。
2025 年 1 月 20 日，特朗普宣誓就職第 47 任美國總統，自此開啟咗一連串搞搞震，其中就包括以國家安全為理由徵收額外嘅汽車關稅，導致進口日本汽車嘅關稅稅率一度高達 27.5%，雖然後嚟有所降低，但亦遠高於最初嘅稅率。
呢個操作，直接導致七大日本車廠喺2025 財政年度嘅關稅損失超2 萬億日元。
再睇日本本土，其實亦唔容易。
中東地緣衝突導致霍爾木茲海峽航運受阻，運輸成本、原材料成本暴漲，日本車廠都有苦難言。
高管們看著報表，背後發涼，只能尋找全新嘅增長曲線。
所以，日本車廠唔係愛上印度，係冇地方去。
揀選印度嘅深思熟慮
咁，印度點解咁有魔力，先至令日本車廠重資投入呢？
第一個優勢就係大。喺2025 年，印度汽車市場取得咗551.7 萬輛嘅新車銷量，同比增長 6%，刷新咗歷史紀錄，位居全球第三大汽車市場，已经连续四年超越日本，僅次於中國同美國。
呢個含金量唔使多講啦，而印度取得呢一成績，主要係因為印度一直喺推動減稅政策，促進消費，這導致國內消費意願出現咗明顯增強。
第二個優點係近，就係離日系車賣得動嘅地方近，如非洲等其他地區。
所以，印度對於日本車廠，更似一個建喺十字路口中央嘅便利店，你唔使將車分別運去八個國家，只需要喺印度呢站造好，然後一船一船甩去，就能削減唔少成本。
《日本經濟新聞》亦認為，印度有望轉變為佢哋全球嘅汽車供應中心。
第三個優點係穩。要知道，日系車嘅優勢就係燃油車，畢竟引擎、變速箱、底盤三大件，佢哋已經玩咗好多年，技術積累喺全球都係數一數二。
但係中國汽車市場已經全力推動電動化、智能化發展，導致日系車嘅優勢越來越弱，根本無法發揮出嚟，但印度唔一樣，佢擁有充電樁少、電動化進程緩慢嘅特點，印度老百姓買車，都仲係盯住平、省油、易修，而呢三點正係日系車嘅老本行。
尤其係鈴木，一直係印度汽車市場嘅常青樹，幾乎年年穩坐暢銷車型寶座，口碑好，勝過任何廣告。
所以，日本車廠大力佈局印度市場，顯然是經過深思熟慮嘅。
但，印度市場真係咁好混咩？
難啃嘅印度市場
當然，印度亦唔係完美得似個香口格，佢嘅缺點同佢嘅優點一樣明顯，而且每一個都夠日本車廠喝一壺。
先講電動化，冇錯，眼睇下印度充電樁少、電動車賣唔動，確實係日系燃油車嘅避風港。但你得諗諗，呢個“避風港”能避幾耐？
印度此前可係喊出咗 2030 年電動車佔新車 30% 嘅口號，雖然聽落似吹水，但抵唔住人哋真補錢、真建充電站。
試諗下，萬一有日印度突然開竅，開始大力推動電動化、搞基建，充電樁似雨後春筍咁冒出來，嗰日系車唔就傻眼？
呢唔係泰國市場嘅翻版咩？
當年日系車喺泰國都係躺贏，整個東南亞市場，都被稱為日系車嘅後花園，結果泰國率先推動電動化，中國電動車一嚟，直接就成咗香口格，再睇日系車，喺泰國嘅市場份額嘩嘩嚟咗落。
如果印度係電動化一加速，歷史大概率會重演，而而家呢次，日系車連逃嘅地方都快冇咗，點樣預防，將成為日本車廠嘅首要問題。
再講政策，印度嘅政策就似一鍋咖哩，你永遠唔知下一口食到係雞肉定係馬鈴薯。
呢個魔幻嘅國家，今日係低關稅鼓勵建廠，明日就可能罰你一筆巨款，更令人頭痛嘅係強制合資，外國車廠想喺印度賣車，要搵本地夥伴搭檔，等你工廠建好咗、供應鏈搭完咗，印度直接背刺你，到嗰陣無論係加錢定撤資，換嚟嘅都係心痛。
所以你看，印度呢個市場，就好似一個睇落好甜嘅芒果，咬落去第一口仲行，再啃幾口就摸著硬核。
日系車而家嘅算盤係，趁住核都未硌牙，趕緊多啃幾口，但核遲早會硌到，只係唔知係邊一日。
尾聲
日系車呢趟印度之旅，唔係去旅遊，係去搵食。
中國同東南亞嘅飯桌更擁擠，生產、運輸嘅成本又提高咗，放眼全球，就印度呢口鍋仲冒住熱氣，哪怕入面煮嘅係咖哩味嘅石頭，都要硬著頭皮啃落去。
日本車廠想擴大市場，印度想嘅係拉動經濟、解決就業，雙方都有各自嘅心思。
至於結局係日系車喺印度重新封神，定係好似當年嘅部分友商一樣灰溜溜走人，那就唔知啦。
但無論點樣，呢場戲先至開始，我哋慢慢睇就得啦。
反正印度嘅故事，從來唔會悶。
【第一商用车网 原创】
从2020年的2%到2025年的27%，新能源物流车渗透率五年时间涨了20余倍，其中纯电车型占比超过9成。而在纯电动物流车中，换电车型（包括在实际运营中只充电不换电的）占比极低，以新能源轻卡（3.5-6T）为例，2025年换电车型占比仅有0.43%。
在扎心的数字面前，不禁发人深思：新能源轻卡需要换电吗？
近日，江淮新能源用四款换电车型（EV5、恺达EX6、Van宝路、坤鹏ET9）齐发的方式给出了答案：需要。更具体一点就是，在特定条件下，换电物流车有它存在的价值。
如果您对此也表示怀疑，那我们一起来算算账。
第一笔账：购置成本——车电分离，门槛能降多少？
作为全球首家实现巧克力换电商用车联调成功的汽车品牌，江淮本次推出四款换电产品包括江淮新能源EV5-81度换电版、恺达EX6-81度换电版、Van宝路-56度换电版、坤鹏ET9-81度换电版。
值得一提的是，江淮本次上市的四款换电产品并非简单叠加换电技术，而是基于真实物流场景需求，对换电车型全面升级底盘承载、动力操控、驾乘舒适等用户价值。四款车型对城配、快递、商超、货运平台高强度运营、城际重载、城配+短城际运输等场景形成差异化覆盖。
车电分离购买时更便宜，是换电产品给大众的常规印象，江淮这几款产品的购置门槛能降多少呢？与同级别充电车型的价格差就不赘述了，与同级别燃油车相比，江淮新能源EV5、恺达EX6、Van宝路三款产品在购置时能便宜3000-4000元；10万+级别的江淮坤鹏ET9在购置时则与同级别燃油轻卡成本相当。
可别小瞧了这几千块钱，这让中小物流企业、个体卡友得以用比燃油车更低（或相当）的资金门槛进入新能源领域。由于用户并不持有电池，也就省去了电池维修、保养、衰减、贬值的烦恼。
门槛虽然降低了，但并不是所有用户都适合。因为换电轻卡更大的优势其实体现在运营中。
第二笔账：运营成本——不只是使用成本减半+多用多省
发布会上，江淮发布了使用成本测算。以江淮EV5-81度换电版为例，按4000公里/月里程计算，江淮EV5换电版电池租金每月600元，换电费每月1500元，合计2100元/月；同级别燃油轻卡需要支出的费用为油费4400元（1.2元/公里计算），保养/尿素300元，合计4700元/月。换电轻卡每月使用成本比同级别燃油轻卡低2600元，用“使用成本减半”来形容是一点没有夸大的。
同样按4000公里/月里程计算，恺达EX6-81度换电版、Van宝路-56度换电版能比同级别燃油车型分别少支出2600元和1800元。最后来看主打城配+短城际运输的江淮坤鹏ET9-81度换电版，按6000公里/月里程计算，电池租金每月600元，换电费每月1500元，合计2100元/月（跑多跑少租金固定，多用多省），同级别燃油轻卡需要支出的费用为油费6250元，保养/尿素450元，合计6700元/月，换电轻卡每月使用成本不足同级别燃油轻卡的三分之一。如果月行驶里程高于6000公里，无疑会省得更多。
当然，这还只是看得见的“省”。江淮本次上市的四款换电车型均适配宁德时代巧克力换电，无论是主打城市配送的江淮新能源EV5、适合短途城际运输的坤鹏ET9，还是灵活穿梭街巷的恺达EX6，亦或是后轮驱动空间超大的Van宝路，均可120-150秒“闪电换电”，用户能实现近乎“零等待”的不间断运营，按8年使用周期算，仅节省下来的充电时间就超过2000小时。
如果说，充电模式省的是“电费”本身，那么换电模式省的就是“时间”和“效率”，这对于运营里程高的高频用户而言，省的其实就是金钱。
第三笔账：全国通换、乘商兼容带来的“全国一张网”展望
据了解，大湾区是当前新能源轻卡渗透率最高的区域，也是上文所述高频用户最集中的区域，理论上也是换电模式需求最高的区域。江淮选择在此地上市其换电新品，完全是有的放矢的精准出击。
本次发布会之前，宁德时代及其旗下时代电服已在大湾区建成31座标准化轻卡换电站，年底将建成140座，覆盖广东省主要城市及香港，优先覆盖高速干线与物流分拨点，形成核心城区15分钟换电圈。宁德时代巧克力轻卡换电站采用模块化架构，可同时服务轴距2.7米至3.75米的乘用车及卡系车型，兼容巧克力25号电池（56度电，乘用车和VAN车用）和35号电池（81度电，轻卡用），真正实现“乘商兼容”。
据悉，宁德时代在大湾区建成的31座标准化轻卡换电站在本次发布会之前已投运。这意味着，随着宁德时代巧克力换电网络的迅速铺开，轻卡和VAN城配物流换电模式将告别车站绑定、标准不一的“局域网”模式，进入标准化、规模化、全国通换的“全国一张网”新阶段。
这番场景能否成为现实？关键要看江淮和宁德时代此番在大湾区的试水能否成功。在第一商用车网看来，或许“全国一张网”短期内还难以看到，但大湾区的成功或许并不遥远。之所以有如此展望，除了宁德时代年底在大湾区将建成140座轻卡换电站的明确规划，还有其当前的发展节奏：从过去跟随换电车辆规模建站（先有车后有站），改为先大规模建站（先有站后有车）。
对车企而言，这样的好处显而易见：他们的换电产品可以用很低的成本，接入一个成熟且还在加速扩张的换电网络，为用户提供多样化的用车和购车选择。对宁德时代及时代电服而言，快速扩大的换电网络，就是吸引新的汽车品牌使用巧克力换电的最大筹码。在商用车领域，第一个“吃螃蟹”的江淮，无疑是很有魄力和眼光的。
结语：换电不是“万能解”，而是“精准解”
无论是乘用车还是商用车，补能路径在许多人眼里常被简化成 “充电 VS 换电” 的二元对立，换电模式曾被寄予厚望，也被质疑为伪命题。这显然太过武断，在场景众多的商用车领域更是如此。第一商用车网认为，无论是江淮推出多款换电产品，还是时代电服加速巧克力换电网络建设，或者双方的“互选”，都不是要把用户从充电赛道 “抢走”，而是共同把换电打造成为一个在高强度、高频次场景提供更精准解决方案的商业模式。
車型概覽
五菱Binguo BEV 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$ 108,768 - 126,800、完稅價 HK$ 158,800 - 185,128 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
五菱Binguo BEV 嘅購車預算可以先由 零售價 HK$ 108,768 - 126,800、完稅價 HK$ 158,800 - 185,128 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 333km 標準版（HK$ 158,800）、2025 410km 標準版（HK$ 185,128） 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 五菱Binguo BEV 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。
31.9/37.9 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。 333/410 km 嘅續航參考，對住喺新界、九龍同港島之間跨區行車嘅用家會更實際。 50 kW、125 N·m 嘅輸出，令高速併線同短距離超車更有信心。 車長 3950 mm、車闊 1708 mm、車高 1580 mm、軸距 2560 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
五菱Binguo BEV 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、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。
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 五菱Binguo BEV 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「五菱 Binguo EV 適唔適合香港家庭日常代步？」簡單講，五菱 Binguo EV 價格親民、電耗低廉、好泊車，適合香港小家庭日常代步。 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 五菱Binguo BEV 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$ 108,768 - 126,800、完稅價 HK$ 158,800 - 185,128 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 五菱Binguo BEV 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。
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.
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.
The tide surges in Pujiang, witnessing the dream-chasing journey of China's automotive industry. May 28, Shanghai North Bund World Living Room, when SAIC Motor Chairman Wang Xiaoqiu handed the keys of the IM LS9 Hyper to Momenta CEO Cao Xudong, a historical number froze at this moment - 100,000,000.SAIC Group has become the first automotive group in the history of China's automotive industry to cumulatively exceed 100 million units in production and sales, casting a new milestone for China's automotive industry.
This was a breakthrough press conference from tradition. When overseas users exceeded 6 million,with Shanghai as the origin, live signals crossed mountains and seas, connecting five continents. 15 brands and 18 models under SAIC Group became a "Global Relay" spanning the Eurasian continent, weaving delivery sites for users scattered around the world into a flowing historical scroll. In the lens of Oriental TV, time zones switched, languages changed, but the warmth in the palm when staff handed over the car keys to each user was identical.
The tide speaks not, flowing to the sea. These 100 million units measured not only SAIC's over 70-year car-building journey, but also reflected the era leap of China's automotive industry from "Chasers" to "Leaders". These 100 million units are historical opportunities given by the era to SAIC, and are trust monuments cast by 100 million choices from global users.
From 1958, the staggering start of the first Phoenix sedan, to 2026, SAIC's 100 millionth car - IM LS9 Hyper full specification launch, today, when China's annual car production and sales have ranked first in the world for consecutive years, and Chinese brand products drive into the streets and alleys of global markets, people see not only an industry becoming from large to strong, but also the silhouette of a manufacturing power marching forth strongly in the process of modernization.
Grateful to the Era
On the Drumbeat of "Technology Empowerment"
Build Good Cars Belonging to This Era
The climax of the delivery ceremony froze on the 100,000,000th car - IM LS9 Hyper. Full drive-by-wire steering, Lingxi Digital Chassis 3.0, Star Super Extended Range, these terms once stuck on technical blueprints are now reality within reach for 300,000 RMB-level users. It is the accumulation of all achievements of 70 years of SAIC's technical accumulation, and is the answer sheet SAIC delivered in this smart electric era.
In 1958, the hammering in the alley small factory struck out the first Phoenix sedan,answering the question "Can Chinese people build their own sedans?"; In 1983, the first domestic Santana drove off the production line, the iron rule "Never accept inferior substitutes",answered the question "Can China build a modern automotive industrial system?"; In 2000, Buick Sail shouted "100,000 Yuan Family Sedan",answered the question "When can sedans enter Chinese families?"; In 2016, Roewe RX5 opened the door to "Internet Car",answered the question "How can cars become smart terminals?".
And today, when "Technology Empowerment" becomes a new era proposition, comprehensive transformation to smart electric, being the first to mass-produce semi-solid-state batteries, drive-by-wire chassis and these technologies, make SAIC's answer more vast.
150,000 RMB-level Hualing S turns Huawei Qiankun Smart Driving Full Bundle into "National Standard"; 200,000 RMB-level Shangjie Z7 is equipped with 896-line LiDAR and Huawei ADS 4.1, pre-orders exceeded 12,000 units 27 minutes after launch; SAIC Volkswagen ID.ERA 9X, Audi E7X and other joint venture flagship models use Momenta R7 world model and SAIC deep co-creation smart chassis - "Joint Venture 2.0" is no longer technology introduction, but a two-way rush of "In China, For China, Defined by China" between Chinese and foreign parties. From 50,000 RMB-level commuting cars to 500,000 RMB-level luxury flagship, from Pure Electric, Extended Range to Plug-in Hybrid, HEV, SAIC uses a product matrix covering full scenarios, full price range,allowing people of different eras, different needs, to find their own "Car of the Era".
Cao Xudong, owner of number 100,000,000, is Momenta CEO, and also a "Founding Lighthouse Partner" who fought side by side with SAIC IM from its very beginning. When he took the keys, he said Momenta Level 3 Autonomous Driving Capability will be launched on SAIC first. He himself will not only personally drive this car, but will also use it first for verification testing in the process of developing L3 autonomous driving, ensuring that mature, reliable systems are delivered to users.
The Era is the Question Setter, SAIC is the Answer Sheet Provider. Twelve years ago, the directive "Developing new energy vehicles is the only way for our country to move from a car nation to a car power" pointed the direction for SAIC; twelve years later, SAIC proved with a 100 million units milestone: every opportunity given by the era was steadily caught.
Grateful to Users
Know Cars, Understand You Better
It is Responsibility, and also the Greatest Motivation
If "100 million units" is SAIC's answer sheet to the era, then these 100 million choices are the medals users returned to SAIC.
The essence of 100 million units delivery is 100 million vibrant trusts, 100 million warm lives. These 100 million choices are distributed in over 170 countries and regions worldwide, scattered in countless specific life scenes.
In London,Intern Doctor Natalia inherited her love for MG from her grandfather. The classic MGB in her childhood was a dazzling existence for her, she often sat inside the car, longing to drive it herself someday. Today, she becomes an owner of MG4 EV Urban.Two generations, two cars, one brand, completing a brand inheritance spanning space and time.
In Jakarta,Indonesia National Footballer Egi Maulana Vikri chose Wuling Eksion because "It understands the needs of a family trip".In Singapore,DHL Senior Vice President Herbert took the keys of SAIC Maxus eDeliver 5. SAIC Maxus has become the preferred partner for DHL Global Green Logistics, a green certificate for China Intelligent Manufacturing to help the global logistics giant achieve carbon neutrality goals. Wherever the car tracks go, languages differ, but that confirmation of "This car understands me" is identical.
In China, thousands of SAIC users open thousands of lives with car keys.
Some choose SAIC for "Self-joy".Post-95 Tech Blogger Han Junxi is already an owner of three AITO cars, because believing in the synergy value of "Mature Enterprise + Frontier Tech", he drove Shangjie Z7 home immediately; `ELLEMEN Rishi` Assistant Publisher Shen Jimin chose Audi E7X because "True luxury never follows the trend of copying"; Car Culture Blogger Tang Xinzhuo, with thirty years time, fully collected the evolution history of Cadillac from DeVille to Kaiweide, under the plane trees of Sinan Mansions, he blended American Luxury and Shanghai Style into one.They choose a car, that is choosing a compromise-free lifestyle attitude.
Some choose SAIC for "Family Joy".Dedao App Founder Luo Zhenyu, as a father of twin daughters, was struck by the design that "Even parked in the garage looks eye-catching" and the sense of security of Huawei Qiankun Smart Driving when witnessing Hualing S come off the line in Liuzhou Factory; Former German National Team Men's Footballer Yang Chen found resonance in ID.ERA 9X - "True strength is never a flash in the pan, but long-term trust and solid".For them, cars are moving homes, containers of love.
Countless others choose SAIC for "Wealth Creation" and "Responsibility".Post-85 Village Party Secretary Pang Fuqiang drives Wuling Rongguang Pure Electric Version 8-9 kilometers every day, sending hot meals of 2 Yuan per meal to 74 left-behind elderly, CCTV Camera Lens recorded his persistence in the cockpit; Taiyuan, Shanxi Hongyan Heavy Truck Fleet, "Endures the hardships of engineers, understands the toughness of Shanxi people" on complex mountain slopes; Luoyang, Henan Iveco Juxing EV, shuttles between High-speed Railway Station and Laojun Mountain, becomes a capable assistant for Culture and Tourism Green Transition; Shanghai Jiading Public Transport Sunwin Pure Electric Bus, carries the daily urban public transport; Yuejin Danaka T1 fleet, starts in the dawn of Urban Distribution Logistics, provides green capacity for Express Delivery and Fresh Produce circulation.Their cars may not have gorgeous configurations, but every kilometer is paving the road for a better life.
The tide is level, the banks are wide; the wind is favorable, the sail hangs straight. Today, SAIC welcomes the historical moment of delivering the global 100 millionth user.This is not only a milestone of enterprise development, but also a brand new starting point for SAIC's second entrepreneurship.Standing at the critical gateway of industry change, the significance of second entrepreneurship is extraordinary: it is a necessary choice to break the stock competition and reshape core advantages, a key path to solve transformation difficulties and activate internal dynamism, and more importantly a responsibility and commitment to carry out the mission of national automotive industry and lead Chinese cars to global leadership. Facing the future, SAIC will always keep the sharpness and enterprising spirit of second entrepreneurship, with technology innovation as the core, with user first as the foundation, advance bravely on the Smart Electric New Track, and constantly write new answer sheets for high-quality development on the New Journey of the 15th Five-Year Plan.
100 million units delivery is not the end of the story, but the overture of service upgrade. SAIC specially delivered the 100 millionth and 100th car to Liu Jia. This ordinary Hairstylist persisted for five years to regularly drive through Guangxi mountains just to give left-behind children a free haircut. This April, his car broke down on a rugged mountain road, Buick stretched out help at the first time, providing roadside rescue in time. Liu Jia was also moved by Zhijing E7's "Full Score Cockpit".
The 100 millionth car is a milestone, and the 100 millionth and 100th car is daily life.The glory of 100 million units belongs not only to SAIC, but also to every owner who creates extraordinary in ordinary.
At the beginning of June, all car companies announced their May sales data. Since entering the second quarter of 2026, sales for each brand have generally been steadily increasing.
It is still the familiar two giants, BYD and Geely. May sales figures were respectively383,453 units and237,637 units.But in my personal opinion, their export data is even more worth our attention.
First, looking at BYD's part, in May their passenger cars and pickupsold 160,177 units overseas, an increase of 80.7% year-on-year; cumulative sales from January to May reached 614,470 units.
Geely similarly performed excellently,May overseas export sales volume was 85,144 units, a year-on-year growth of 184%.
Actually, many readers should know, BYD's 'ATTO 3' which is the overseas version of the Yuan PLUS, and their pickup model 'BYD SHARK' sold quite well overseas.
But in fact, BYD sells more than just these products overseas, and BYD's big weapon 'Flash Charging Technology' is also still in the initial layout stage overseas.
They plan to scale up about 6,000 megawatt flash charging stations overseas by the end of 2026, simultaneously exporting flash charging models equipped with second-generation Blade Batteries.
As for Geely, their premium brand Zeekr has recently been shining overseas, not only is Zeekr 9X very popular in the Middle East market, but the video of 'Zeekr 8X Beating Ferrari' is also widely circulated on the foreign internet.
Including in some lower-tier markets, models like Emgrand, Xing Yuan are also opening up recognition, Chinese car exports can be said to be welcoming a new stage.
According to data released by CPCA,in 2025 China's car exports reached 8.32 million units, a year-on-year growth of 30%; new energy vehicle exports in 2025 totaled 3.43 million units, a year-on-year growth of 70%.
Time has come to 2026, January to March China's car exports reached 2.34 million units, year-on-year growth of 53% compared to the same period in 2025. Combining this data and the current situation, see,I think China's car export volume in 2026 is expected to break through 10 million units.
Everyone says the economy is bad now and no money to buy cars, so why are car companies constantly launching new cars? Yes, one important reason is that Chinese car export business is growing rapidly.
Although the domestic car market has already tended towards saturation, the overseas market is still very vast, and Chinese cars are very competitive.
From CPCA's Cui Dongshu's article we can see, Chinese cars are exported in large quantities to countries such as Russia, Brazil and Mexico, and like the UK, Belgium and Italy in Europe, are also important export regions for Chinese cars.
Besides new cars, exporting used cars is also a big trend.
Domestically, the penetration rate of new energy vehicles long exceeded 50%, but it is not so overseas. In recent one or two years, while domestic consumers use replacement subsidies to buy new cars, a large number of fuel cars flowed into the used car market.
But the market cannot timely digest this part of inventory, therefore many used car merchants chose to export some 'Global Models' with relatively good condition to overseas, especially Asian, African, and Latin American countries, they have a huge demand for such products.
It is not hard to see, in the long term in the future, Chinese car exports will be a very big trend. If friends are interested, they might try to enter this industry, maybe there will be good development prospects.
So how are the major car companies laying out? If friends pay attention to this side should know, new force car companies actually attach great importance to export business.
Take the familiar 'NIO, XPeng, and Li Auto' as an example, NIO had already laid out the overseas market as early as 2021, and also built charging swap stations in parts of Europe and the Middle East.
But NIO's current main focus is still on consolidating the domestic market. Indeed NIO just recently 'got better', there is not enough financial strength and energy to cope with overseas challenges, so NIO's going global speed slowed down in 2026.
But with the help of ES8 and ES9, NIO basically passed the most difficult moment. I think it is time for them to work harder on new car going overseas.A car like Firefly is very suitable for the European market, at the same time, it is already being sold overseas, I think more can be done with it.
And XPeng Motor, for example, 2025 delivered over 45,000 new cars overseas, business covering 60 countries and regions globally.
At the same time, they have also set up 3 production bases overseas, to cope with challenges in tariffs and manufacturing costs. As early as July 2025, the Indonesia base was completed and started production; September Graz, Austria factory started European localization production; December Malaysia base was also completed.
Even they set such a grand goal as 'achieving half of sales from overseas by 2033', believe XPeng has the opportunity and ability to complete it.
But among new force brands, the one with the biggest potential I think is still Leapmotor.
Nowadays Leapmotor in the domestic market can be said to be on a strong trend, continuously gaining the title of sales champion among new force car companies,and in the overseas market it relies on Stellantis Group's sales network, at extremely cost-effective prices achieved good results in the European market.
2025 Leapmotor export volume reached 67,052 units, and in 2026 I think this data is expected to improve further, after all, if they want to achieve the goal of 'millions of annual sales', overseas market naturally cannot be ignored.
Of course, there are also some new force car companies whose export business started relatively slowly.
For example, Li Auto officially started export business only in 2025, but their products were sold overseas via 'parallel export' very early, and also received good reviews.
For example, Xiaomi Motor which sold very well domestically, plans to start export business only in 2027, but according to Xiaomi Tech's layout and influence overseas, I think Xiaomi Motor also has the opportunity to sell hotly.
However, the continuous increase of Chinese car export volume is not entirely the credit of 'Chinese brands', many joint venture brands' models produced in China exported overseas also counts as Chinese car export.
This includes products produced by Tesla China factory, and models from brands under SAIC like MG, Chevrolet, etc.Some joint venture brands' products may not be welcome domestically, but placed in the overseas market that is a 'blockbuster'.
This also explains why some brands' presence domestically is not quite high, but when statistics sales data is not considered bad.
Overall, the increase in Chinese car export volume is very beneficial for promoting economic circulation, can promote the inflow of foreign exchange, provide support for reviving the economy.
And independent brand car companies should also attach more importance to export business, only then can they open up a larger market.So which car company is the biggest winner now? I think some readers should be able to guess, it is Chery Motor.
May 2026, Chery Group sold 247,823 cars, year-on-year increase of 20.5%. Among them, group new car exports were 181,871 units, year-on-year growth of 80.5%, and broke Chinese car single-month export record for three consecutive months.
In the full year of 2025, Chery Motor exported new cars totaling 1,344,020 units, a year-on-year growth of 17.4%; cumulative car exports 5.85 million units, ranked first in Chinese brand passenger car exports for 23 consecutive years.
Although I often criticize Chery's product sequence is chaotic, it is precisely the sufficiently rich product sequence that allows Chery to do well in different countries, plus early layout, let Chery Group become the unquestionable 'Chinese Brand Car Company Export No. 1'.
Nowadays the iteration speed of new cars has become incredibly fast, many friends might think 'Why are there so many people wanting to buy cars'? But after understanding this car export matter, everyone should have a new understanding.
Car companies releasing new cars is not just for the domestic market, it is also a layout for overseas business.
The domestic new car market indeed has already tended towards saturation, but if we look further and wider, from a global perspective, isn't the market very vast?
Everyone can perceive that now is no longer the period of economic upward trend, in the situation where the real estate industry has cooled down, we need a new pillar industry.
For the domestic market, the automotive consumption industry is the choice made by the 'Invisible Hand'. So in your opinion, will car export business be a new trend?
((The above content represents only personal opinion))
