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前几天，上海的街头出现了一台趴在墙上的smart。
是真的趴在墙上。巨幅涂鸦，两层楼高。同一时间，柏林、巴黎、香港、布宜诺斯艾利斯、墨尔本的街头，也各自长出了一面这样的墙。smart请各地的本土艺术家把全新精灵2号的设计形象直接刷在了六座城市的墙面上。
而工信部的新车申报公示也挂了出来：车长2751mm，两门两座，纯电，宁德时代的磷酸铁锂电池。量产版今年10月巴黎车展全球首秀。
感性登场，理性实锤，一套连招打完，全球社交平台上”经典两座回归”的话题直接炸了。
说实话，我看到那面墙的时候，心里动了一下。作为一个亲眼见过smart fortwo满街跑的年代的人，这台小车对我来说是有具体画面的：2010年前后，上海的地库里，总有人把它横着扎进一个标准车位，一台车位停两台，保安看了都沉默。开它的多是城里最时髦的那拨人，还有不少姑娘。我第一份工作的同事姐姐，当年攒的第一笔年终奖，就去贷款提了一台fortwo，理由简单粗暴：好看，好停。
那是属于两座小车的旧时光。1998年fortwo横空出世，车长两米五，后置后驱，双色车身，开创了城市两座车这个此前根本不存在的品类，后来全世界造微型车的，多多少少都抄过它的作业。2009年它进入中国，五年卖了5.5万辆，一度让中国成为它的全球重要市场。再后来，2019年它在中国停售，2024年3月，法国汉巴赫工厂下线了最后一台，二十六年，曲终人散。
我以为这个故事就这么完了。没想到两年后，它以纯电的身份回来了。
这不是代步车，请先搞清楚这一点
很多人看到精灵2号的第一反应，是把它和市面上的A00级代步车放在一起比。这个比法，从根上就错了——它们根本不是一个物种。
代步车的逻辑是用最少的钱解决有无问题，所以能省则省；精灵2号的逻辑是用极致的尺寸做出不妥协的车，所以处处较真。拆开工信部的申报参数，每一处都在跟这个级别的行业惯例对着干。
比如身材。精灵2号的前悬只有475mm，后悬401mm，轴距却做到了1875mm——四个轮子几乎顶在车身的四个角上，这就是fortwo当年赖以成名的四轮四角。紧凑于外，宽适于内，转弯灵活性和乘坐空间两头都要，这是二十八年前的解题思路，今天依然领先。
比如轮胎。平价同级车清一色前后同宽胎，一套调校逻辑打天下。精灵2号高配版本前185/50 R16、后205/45 R16，前窄后宽的鸳鸯胎，配合后置后驱布局：前轮降滚阻、转向更精准，后轮加大接地面积，起步和过弯的抓地力直接上一个台阶。这个级别里，独一份。
比如极速。精灵2号的极速是140km/h。你可以一辈子不开到140，但动力储备这东西，决定的是你并线那一秒的信心。
比如通过性。接近角27°、离去角43°，什么概念？很多主打轻越野的SUV也就这个水平。老小区的陡坡、地库的减速带、路边的马路牙子，对它都不构成威胁。
比如电池。精灵2号用的是宁德时代的磷酸铁锂电芯。整备质量1130kg的小身板，塞进的是头部供应链的硬件标准。
最后说一个容易被忽略的数字：电机功率60kW。单看不大，但它推的是一台1130kg的车。账要这么算。
造小车，比造大车难
这次申报信息里最有分量的，不是任何一个参数，而是一句话：ECA电动紧凑型架构。
翻译一下：这套架构是smart全球研发团队从零开发、专为超紧凑两座车型打造的原生纯电架构，不是油改电，不是拿自家大车平台缩短一截套个娃。它的核心原则是最小占地面积、最大乘员空间。在不到2.8米的车身里，给两个人和他们的行李留出体面的空间，同时解决通用平台适配小车时天然存在的空间浪费和配重失衡。
做过工程的人都知道，把车做大是加法，把车做小是除法。大车有地方堆料，空间不够加轴距，安全不够加钢材，预算不够加配置，每一道难题都有现成的解法。小车没有。每一毫米都要争，每一项安全标准都不能降，成本还不能失控——空间、安全、成本三重镣铐戴着跳舞，这是汽车工程里公认的硬骨头。
所以fortwo当年敢跟奔驰S级做对撞测试，所以精灵2号这次把Tridion Cell笼式安全座舱又搬了回来——那套从fortwo时代就享誉全球的超高强度座舱，意思是：车可以小，安全不打折。无论车型大小，安全是第一准则，这句话放在A00级市场里，简直是行为艺术。
顺带一提申报表上的两个细节。生产企业是浙江豪情汽车，电机来自星驱科技，电池总成来自吉曜通行——吉利体系的工程与制造能力全部在台面上；而操刀设计的，依然是梅赛德斯-奔驰全球设计团队。一个管审美和灵魂，一个管工程和成本，这套中德组合在过去几年的精灵1号、3号、5号上已经验证过一遍。两种车长（2751mm和2764mm）同步申报，黑色车顶、车身同色车顶、硬顶、各种装饰件一大串选装——个性化定制的老手艺也没丢，还是那个天生爱不同的smart。
造高端小车是别人不敢做的生意
增换购时代，一个家庭两台车越来越普遍；单身经济崛起，一个人吃饱全家不饿的都市青年越来越多；女性用户的话语权逐年走高——这些人的共同画像是：绝大多数时间一个人或两个人用车，活动半径在城市，对停车难深恶痛绝，对大没有执念，好有要求。他们不缺买大车的钱，缺的是一台不将就的小车。
而供给端呢？一片荒芜。因为造高端小车是门吃力不讨好的生意：没有现成平台分摊成本，规模上不去，卖便宜了亏本，卖贵了挨骂。有这份体系能力和品牌底气的，掰着手指头数不出几家。
smart恰好是那家手里牌最全的：两座车品类是自己二十八年前开创的，情怀资产是自己的，设计是奔驰的，工程制造和供应链是吉利的，专属架构是现成砸钱开发的。这门别人不敢做的生意，smart不做，就真没人做了。
当年买fortwo的人，买的是什么呢？
不是参数，不是空间，不是性价比，他们买的是一种态度：我的世界坐两个人就够了。在一个买车要买大的、一步到位、照顾全家的国度里，两门两座本身就是一种宣言：这台车不为任何人妥协，只服务于我，和我愿意捎上的那一个人。
这种消费心理，这些年其实被反复验证过。街头的潮牌、联名的咖啡、溢价三倍的盲盒，年轻人为一眼心动付费的意愿，从来不需要怀疑。车作为成年人最大的玩具，凭什么就只能是工具？
精灵2号这次回归，最有意思的地方也在这里。它没有假装自己是一台实用的车，没有用拉长的车身和加出来的后排去讨好所有人，而是把两座这件事做到极致——极致到为它单独开发一套架构。在一个所有品牌都在做加法、恨不得一台车装下全家老小的时代，敢做减法的，反而成了最稀缺的。
我那位开fortwo的姐姐，后来换了台大SUV，二胎家庭的标配。前段时间聊起这台车回归，她发来一句：等它上市，想买台放家里，接娃用大的，自己出门开小的。末了补一句：人到中年，总得给自己留个位置。
我想这就是两门两座的真实客群：他们不是没有大车，他们是不想每一天都活得那么满。
写在最后
当然，情怀归情怀，生意归生意。有几个问题，smart必须正面回答。
第一是价格。这是生死线。老fortwo当年在中国卖到十几二十万，进口身份加持都没能挡住曲高和寡；而A00级市场的心智已经被低价焊死，精灵2号的产品力每强一分，定价的难度就大一截——定高了，小众市场里自弹自唱；定低了，对不起这身硬件和这套专属架构。这个度怎么拿捏是个难题。
第二是市场容量。两座纯电小车再性感，天花板也是肉眼可见的。精灵2号的使命或许本就不只是走量：它是品牌图腾，是把两座鼻祖这个心智重新钉回大众记忆里的那颗钉子。图腾的价值如何向销量转化，考验的是后续的运营。
第三是悬念。目前公开的是外观和基础参数，内饰长什么样、座舱什么水平、智能化给到什么程度、续航多少、卖多少钱是未知数。情怀能把人拉进店里，但让人掏钱的，永远是产品本身。
冷水泼完，我还是想说句公道话：这个行业已经太久没有一台认认真真造的小车了。所有人都在往大了做、往满了配、往便宜了卷，smart逆着人流，把28年前那台小车开了回来，还顺手给它装上了这个时代该有的东西。
1998年，fortwo回答的问题是城市需要一台什么样的车。2026年，精灵2号要回答的问题变成了什么样的车才配得上现在的人。
答案好不好，10月巴黎见分晓。
In the Malaysian SUV market, many buyers compare the Proton X90 and Mazda CX-3 when choosing a car. These two models are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to help you save time on research.
The OTR price for the Proton X90 in Malaysia is RM 106,800 - 122,800. There are 4 versions in total, including 2026 1.5T Prime X (RM 122,800), 2026 1.5T Prime (RM 116,800), 2026 1.5T Lite (RM 106,800), etc.
The OTR price for the Mazda CX-3 in Malaysia is RM 126,159 - 139,159. There are 2 versions in total, including 2023 2.0L High (RM 139,159), 2023 2.0L Plus (RM 126,159), etc.
In terms of price, the Proton X90's starting price is indeed RM 19,359 cheaper than the Mazda CX-3. If your budget is limited, the Proton entry-level model is sufficient for daily needs. But keep in mind, the few thousand ringgit savings, there might be compromises on specs, it depends on your specific needs.
The Proton X90 is equipped with a 1.5L Turbo engine, 140 hp. Official fuel consumption is 7.0 L/100km.
The Mazda CX-3 is equipped with a 1.5L Turbo engine, 140 hp. Official fuel consumption is 7.0 L/100km.
Both cars use the same powertrain system, the feeling when driving daily is basically the same. Fuel consumption is also similar, no need to worry too much about this.
Proton X90 body length 4400 mm, trunk 400 L.
Mazda CX-3 body length 4500 mm, trunk 450 L.
In terms of space, the Mazda CX-3 body is 100 mm longer than the Proton X90, offering better passenger space. However, the Proton X90 is a bit more flexible for parking in the city, each has its trade-offs.
Proton X90 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Mazda CX-3 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Both cars have the same warranty conditions, no need to worry about this aspect. Actual maintenance costs also depend on the brand's service network and part prices, it is recommended to ask real owners in car owner groups for experience.
Overall, both the Proton X90 and Mazda CX-3 are very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. It is recommended to do your homework, compare quotes from several car dealers, and then go for a test drive to make a final decision. Buying a car is a big matter, spending some time on research will definitely not be wrong.
喺馬來西亞嘅 SUV 市場，好多買家揀車嘅時候都會拿 Proton X70 同 Hyundai Tucson 來比較。呢兩款車喺價位同定位上都幾接近，今日我哋就從多個方面做一個詳細嘅對比，幫你慳返做功課嘅時間。
Proton X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 3 個版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300）等。
Hyundai Tucson 喺馬來西亞嘅 OTR 售價係 RM 143,888 - 197,888，一共有 5 個版本，包括 2025 HEV 1.6T AT 2WD Prestige（RM 197,888）、2025 1.6T DCT 4WD Prestige（RM 186,888）、2025 1.6T DCT 2WD Prime（RM 164,888）等。
從價錢睇來，Proton X70 嘅起步價確實比 Hyundai Tucson 平咗 RM 37,088。如果你預算有限，Proton 嘅入門版已經可以满足日常需要。但都要留意，平嗰幾千塊，可能喺配備上會有取捨，具體就要睇你嘅需要。
Proton X70 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 ADAS (ACC, AEB, LKA, LDA, BSM, RCTA)。
Hyundai Tucson 嘅安全評級係 5★ (ASEAN NCAP)，主動安全系統包括 SmartSense。
兩款車嘅安全評級一樣，喺呢個級別入面安全配備都算係好齊全啦。而家嘅新車安全性都唔差，唔使太擔心呢一點。
Proton X70 車身長 4400 mm，車尾箱 400 L。
Hyundai Tucson 車身長 4400 mm，車尾箱 400 L。
兩款車嘅尺寸幾乎一樣，車內空間差異唔大。呢個級別嘅車，日常使用完全足夠。
Proton X70 保養 5 年/150,000km，保養間隔 每 10,000km 或 6 個月。
Hyundai Tucson 保養 5 年/300,000km，保養間隔 每 10,000km 或 6 個月。
Proton X70 同 Hyundai Tucson 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；如果你更重視性價比同配備，那就揀配置更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最緊要。
總括嚟講，Proton X70 同 Hyundai Tucson 都係馬來西亞市場好唔錯嘅車型。揀邊輛，關鍵都係睇你嘅個人需要同預算。建議大家做足功課，多比較幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對唔會錯。
喺馬來西亞嘅 SUV 市場，好多人揀車嗰陣都會拿 寶騰 X70 同 奇瑞 Tiggo 8 PHEV 做比較。這兩款車喺價錢同定位上都好相近，今日我就由多個方面做一次詳細嘅比對，幫你省去做功課嘅時間。
寶騰 X70 喺馬來西亞嘅 OTR 售價係 RM 106,800 - 122,300，一共有 3 個版本，包括 1.5L Standard 2WD（RM 106,800）、1.5L Executive 2WD（RM 115,800）、1.5L Premium 2WD（RM 122,300）等。
奇瑞 Tiggo 8 PHEV 喺馬來西亞嘅 OTR 售價係 RM 159,750 - 159,750，一共有 2 個版本，包括 1.6L Turbo Standard（RM 130,000）、1.6L Turbo Premium（RM 145,000）等。
由價錢來看，寶騰 X70 嘅起步價確實比 奇瑞 Tiggo 8 PHEV 平咗 RM 52,950。如果你預算有限，寶騰嘅入門版已經可以滿足日常需求。但都要注意，平嗰幾千蚊，喺配備上可能有取舍，具體要看你嘅需求。
寶騰 X70 採用 FWD 驅動方式。
奇瑞 Tiggo 8 PHEV 採用 FWD 驅動方式。
兩款車嘅驅動方式一樣，都係 FWD，日常駕駛感覺唔會有太大分別。
寶騰 X70 保修 5年/150,000km，保養間隔 每 10,000km 或 6個月。
奇瑞 Tiggo 8 PHEV 保修 3年/100,000km，保養間隔 每 10,000km 或 6個月。
寶騰 X70 同 奇瑞 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。如果你更重視品牌口碑同二手價，可以優先考慮口碑好嗰一款；如果你更介意性價比同配備，就揀配備更豐富嗰款。最終都係建議兩款都去試駕，親身體驗先係最重要嘅。
總括嚟講，寶騰 X70 同 奇瑞 Tiggo 8 PHEV 都係馬來西亞市場好唔錯嘅車款。揀邊一輛，關鍵始終睇返你個人同預算。建议大家做好功課，多比幾間車行嘅報價，再去試駕做最終決定。買車係件大事，花少少時間做功課絕對無問題。
In the Malaysian SUV market, many buyers compare Proton X70 and Chery Tiggo 7 Pro when choosing a car.
The OTR price of Proton X70 in Malaysia is RM 106,800 - 122,300, with a total of 3 versions, including 1.5L Standard 2WD (RM 106,800), 1.5L Executive 2WD (RM 115,800), 1.5L Premium 2WD (RM 122,300) etc.
The OTR price of Chery Tiggo 7 Pro in Malaysia is RM 123,750 - 123,750, with a total of 2 versions, including 1.6L Turbo Standard (RM 125,000), 1.6L Turbo Premium (RM 140,000) etc.
From a price perspective, Proton X70's starting price is indeed RM 16,950 cheaper than Chery Tiggo 7 Pro. If your budget is limited, Proton's entry-level version can already meet daily needs. However, note that the few thousand ringgit difference may involve trade-offs in equipment, depending on your specific requirements.
The safety rating of Proton X70 is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
The safety rating of Chery Tiggo 7 Pro is TBD, active safety systems include Basic.
In terms of safety features, both cars received good ratings. However, there are some differences in functionality between Proton X70's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Chery Tiggo 7 Pro's Basic. If you value active safety, you can compare their feature lists carefully.
The Proton X70 body length is 4400 mm, trunk 400 L.
The Chery Tiggo 7 Pro body length is 4400 mm, trunk 400 L.
The dimensions of the two cars are almost the same, interior space differences are minimal. For this class of car, it is fully sufficient for daily use.
Proton X70 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Chery Tiggo 7 Pro warranty 3 years/100,000km, maintenance interval every 10,000km or 6 months.
Overall, Proton X70 and Chery Tiggo 7 Pro are both very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. We suggest doing your research, compare quotes from multiple car dealerships, and then test drive to make the final decision. Buying a car is a big deal, taking time to research is never wrong.
In Malaysia's SUV market, many buyers compare Proton X70 and Mazda CX-5 when choosing a car. These two cars are quite close in price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time on research.
The OTR selling price of Proton X70 in Malaysia is RM 106,800 - 122,300, with a total of 3 versions, including 1.5L Standard 2WD (RM 106,800), 1.5L Executive 2WD (RM 115,800), 1.5L Premium 2WD (RM 122,300), etc.
The OTR selling price of Mazda CX-5 in Malaysia is RM 135,469 - 166,760, with a total of 3 versions, including 2025 2.0L AT 35th Anniversary (RM 316,154), 2025 2.0L AT (RM 296,154), 2025 2.0L MT (RM 294,154), etc.
In terms of price, Proton X70's starting price is indeed RM 28,669 cheaper than Mazda CX-5. If your budget is limited, Proton's entry-level version can already meet daily needs. But you should also note that the savings of a few thousand Ringgit might involve trade-offs in features, depending on your specific needs.
Proton X70's safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Mazda CX-5's safety rating is 5★ (ASEAN NCAP), active safety systems include.
Both cars have the same safety rating, and safety features in this class are quite comprehensive. New cars nowadays are not lacking in safety, so there is no need to worry too much about this point.
Proton X70 body length is 4400 mm, trunk 400 L.
Mazda CX-5 body length is 4500 mm, trunk 450 L.
In terms of space, Mazda CX-5's body is 100 mm longer than Proton X70, offering an advantage in passenger space. However, Proton X70 is slightly more flexible for parking in the city; there are trade-offs for each.
Proton X70 uses FWD drive system.
Mazda CX-5 uses FWD drive system.
Both cars have the same drive system, both are FWD, so there won't be much difference in daily driving experience.
Overall, Proton X70 and Mazda CX-5 are both very good models in the Malaysian market. Which one to choose ultimately depends on your personal needs and budget. We suggest you do your homework, compare quotes from several dealerships, and then go for a test drive to make a final decision. Buying a car is a big matter; spending some time doing research will never be wrong.
Deeply rooted in Vietnam for 40 years, as a "home market" for Weichai, Vietnam has become the company's core strategic hub for Southeast Asia expansion. With accelerating urbanization and industrialization in Vietnam and Southeast Asia, electricity demand continues to surge. Relying on hardcore products and attentive service, Weichai's power energy product sales and customer reputation continue to climb.
8 Years of Cooperation
Power Partner Praises Weichai
In 2018, this partner formed a connection with Weichai. Over the past 8 years, the enterprise's solid technical support, efficient service, and strong product capabilities have won his deep trust, giving him full confidence when recommending Weichai to industry peers. Currently, a wave of infrastructure construction is surging in Vietnam. He is planning to broaden channels to promote Weichai power products to cover the whole country, jointly exploring the new blue ocean of Southeast Asian energy.
From Islands to Mines
Weichai Power Energy Products Speak with Strength
Weichai has been deeply rooted in the power energy field for many years, with a layout covering diesel, gas, and other multi-fuel diversified power energy product matrices. Currently, Weichai has completed the layout of generating products across the full power range of 1250kWe—5000kWe. Key performance indicators such as product starting capability and loading capability are industry-leading. The M series large-bore power products have undergone strict environmental testing to meet diverse electricity needs for local resident life and industrial production. 
At a power station on a certain island in Thailand, Weichai 12M33 diesel generator sets have operated safely for over 30,000 hours since being commissioned in 2019, becoming the "cornerstone" of local power supply; 8 sets of 12M33 containerized gas units overcame Southeast Asia's hot and humid conditions to provide clean power for parks and communities; 20 sets of 12M55 diesel generator sets comprehensively guaranteed electricity for production and life in Indonesian mining areas, receiving high recognition from local customers. The implementation of a series of highlight projects has become a vivid benchmark for Weichai's layout in the Southeast Asian power energy market.
Quality Condenses Partners, Service Builds Trust
Weichai Continues to Deepen in Southeast Asia
Join Hands with Customers to Explore New Blue Oceans in Power Energy
In the Malaysian SUV market, many buyers compare Proton X50 and Chery Tiggo 8 Pro when choosing a car. These two cars are quite close in price and positioning. Today we will make a detailed comparison from multiple aspects to help you save time on research.
Proton X50's OTR price in Malaysia is RM 89,800 - 113,300, with a total of 4 versions, including 1.5T Executive (RM 89,800), 1.5T Premium (RM 101,800), 1.5T Flagship (RM 113,300), etc.
Chery Tiggo 8 Pro's OTR price in Malaysia is RM 159,750 - 159,750, with a total of 2 versions, including 1.6L Turbo Standard (RM 130,000), 1.6L Turbo Premium (RM 145,000), etc.
From a price perspective, Proton X50's starting price is indeed RM 69,950 cheaper than Chery Tiggo 8 Pro. If your budget is limited, Proton's entry-level version can already meet daily needs. But also note, the few thousand cheaper, might require trade-offs on features, depends on your needs.
Proton X50 is equipped with 1.5L 4-cyl, 105 hp. Official fuel consumption 6.0 L/100km.
Chery Tiggo 8 Pro is equipped with 2.0L 4-cyl, 170 hp. Official fuel consumption 8.0 L/100km.
In terms of power, Chery Tiggo 8 Pro's 2.0L 4-cyl has 65 more horsepower than Proton X50's 1.5L 4-cyl. However, for daily city driving, both cars have enough power, you won't feel it's lacking.
Proton X50's safety rating is 5★ (ASEAN NCAP), active safety systems include ADAS (ACC, AEB, LKA, LDA, BSM, RCTA).
Chery Tiggo 8 Pro's safety rating is TBD, active safety systems include Basic.
Regarding safety features, both cars have achieved good ratings. However, there are some differences in functionality between Proton X50's ADAS (ACC, AEB, LKA, LDA, BSM, RCTA) and Chery Tiggo 8 Pro's Basic. If you value active safety, you can compare their feature lists in detail.
Proton X50 warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Chery Tiggo 8 Pro warranty 3 years/100,000km, maintenance interval every 10,000km or 6 months.
Proton X50 and Chery Tiggo 8 Pro are both mainstream choices in the Malaysian market, suitable for family use and daily commuting. If you value brand reputation and resale value more, you can prioritize the one with a better reputation; if you care more about value for money and features, choose the one with richer configurations. Ultimately, it is recommended to test drive both, as personal experience is most important.
Overall, Proton X50 and Chery Tiggo 8 Pro are both very good models in the Malaysian market. Which one to choose depends on your personal needs and budget. We recommend doing your research, comparing quotes from several dealerships, and then test driving to make the final decision. Buying a car is a big matter, spending time on research will never be wrong.
In Malaysia's SUV market, many buyers compare Perodua Aruz and Subaru Crosstrek when choosing a car. These two cars are quite close in price and positioning. Today, we will make a detailed comparison from multiple aspects to help you save time doing homework.
Perodua Aruz OTR price in Malaysia is RM 72,900 - 77,900, with 2 versions in total, including 1.5L X (RM 72,900), 1.5L AV (RM 77,900), etc.
Subaru Crosstrek OTR price in Malaysia is RM 145,000 - 160,000, with 1 version in total, including 2.0L e-Boxer (RM 150,000), etc.
In terms of price, Perodua Aruz's starting price is indeed RM 72,100 cheaper than Subaru Crosstrek. If your budget is limited, Perodua's entry-level version can already meet daily needs. But note, that few thousand dollars cheaper might involve trade-offs in features, depending on your needs.
Perodua Aruz comes with 1.5L 4-cyl, 105 hp power. Official fuel consumption 6.0 L/100km.
Subaru Crosstrek comes with 1.5L Turbo, 140 hp power. Official fuel consumption 7.0 L/100km.
In terms of power, Subaru Crosstrek's 1.5L Turbo has 35 more hp than Perodua Aruz's 1.5L 4-cyl. However, for daily city driving, both cars have sufficient power, you won't feel it lacks power.
Perodua Aruz body length 4400 mm, trunk 400 L.
Subaru Crosstrek body length 4400 mm, trunk 400 L.
The size of both cars is almost the same, interior space difference is not large. For cars in this class, daily use is completely sufficient.
Perodua Aruz adopts FWD drive mode.
Subaru Crosstrek adopts FWD drive mode.
Both cars have the same drive mode, both are FWD, daily driving experience won't differ much.
Overall, Perodua Aruz and Subaru Crosstrek are both very good models in the Malaysia market. Which one to choose depends on your personal needs and budget. We suggest doing your homework, comparing quotes from multiple dealerships, and then test driving to make a final decision. Buying a car is a big matter, spending time doing homework will definitely not be wrong.
July 16, inside the GAC Trumpchi factory in Panyu, Guangzhou, a right-hand drive Trumpchi M8 PHEV slowly drove off the production line. This car had no exaggerated livery, nor the complex ceremony of a red carpet, but its appearance brought a certain weight to the air of the entire scene. This is the 30 millionth vehicle produced by GAC Group.
When GAC Group Chairman Feng Xingya handed the keys to Thai owner Tony Jaa, the moment captured in the camera was not merely a warm interaction between GAC representatives and users. In 2026, a year when industry price wars raged fiercely and competition evolved from 'fighting over prices' to 'fighting over leadership', GAC offered a different narrative through its 29-year milestone.
At a time when many shout "long-termism" while engaging in short-term games, GAC's 30 million might be the most substantial interpretation of these four characters.
30 Million Units Produced, GAC Turns the Home Field into a "Global Showcase"
This production line ceremony was not turned into a dull marathon of leadership speeches, but instead had a hard-core tech-style romance. The most intuitive feeling on site was: GAC is no longer just Guangzhou's GAC.
At the event site, GAC connected multiple global production bases simultaneously. As vehicles numbered from 29,999,995 to 29,999,999 appeared sequentially in a "cloud reveal", the GAC Honda P7, GAC Toyota bZ7, Qijing GT7, Aion N60, and Hyper S600 all took the stage. Finally, the right-hand drive Trumpchi M8 PHEV in the center of the stage made its grand finale appearance as the 30 millionth vehicle.
Choosing the right-hand drive M8 PHEV as a milestone model is itself a strong signal that GAC's ambition long ago was no longer limited to the domestic market. In the first half of this year, GAC's independent brand export volume reached 121,500 vehicles, up 132% year-on-year, almost matching last year's full-year level. Thailand's June sales surged 207% month-on-month, and the European market is also building a full-chain operational system from production to sales.
30 million users are not just the result of Chinese car owners voting with their feet, but also the recognition of the "Made in China Intelligence" by markets in 110 countries and regions worldwide.
Building cars is not a 100-meter sprint, but a never-ending marathon
Of course, marketing can tell stories, but a volume of 30 million cannot be sustained by marketing alone. In GAC's narrative, the most critical underlying logic supporting this number is quality.
At the event site, a sentence from Feng Xingya left a deep impression: "Quality is the bottom line GAC will never yield." When spoken by GAC, this sentence is indeed persuasive. In the wave of the industry pursuing "cost reduction and efficiency improvement", many car companies do subtraction where it cannot be seen to compress costs, but GAC continues to do addition in quality verification.
Before each new car launches, GAC requires at least two winters and one summer of on-site road testing; the regular steady cycle lasts up to 21 months; from Turpan's 60°C high temperature to Hailar's -40°C extreme cold, from high humidity, high salt fog to mountains and sandstorms, the "Five Highs, One Mountain, One Dust" full environment assessment covers all extreme scenarios users might encounter.
This "hard work" is also reflected in data: The Magazine Battery has been installed in a cumulative 1.5 million vehicles, with safe driving mileage exceeding 160 billion kilometers; the Star Spirit Safety Protection System has served nearly 2 million users, cumulatively preventing potential accidents 6.28 million times. By the end of 2025, GAC also took the lead in the industry to launch the independent brand "Three Responsibilities" policy, actively guaranteeing the Three-Electric systems, battery degradation, and intelligent parking accidents.
Behind these data lies a simple truth: Quality is not spoken, it is verified.
Turning "User-Centric" from a Slogan into a Closed Loop
At present, "user-centric" has almost become the standard slogan for every car company, but few can truly turn user feedback into a closed loop for product improvement.
GAC's approach includes some details worth noting. The "All Microphones On" activity allows R&D heads to face users directly, converting real car usage pain points into product optimization priorities; the establishment of an exclusive user insight department guarantees user requests are "responded to in every case" through organizational mechanisms.
Hard investment in the service system is also progressing synchronously: By the end of June, 600 county-level outlets have been certified, planned to increase to 1,000 within the year; self-operated charging piles exceed 27,000, core urban areas achieve "a station within 1 kilometer in a straight line"; Online "Super Butler" promises 5-second response, 2-hour problem solving.
These actions cannot be called disruptive innovations, but they point to a more pragmatic logic: Users do not need flashy concepts, but rather someone to repair broken cars, no long queues for charging, and someone to manage problems.
Panyu Action One Year, Reform Is Not a Banquet
Last November, GAC launched the "Panyu Action", moving the headquarters to Panyu, and starting independent brand integrated operations. At that time, there was waiting and also questioning outside. The organizational reform of traditional car companies has always been known to be easy to say but difficult to do.
After more than a year of promotion, results are being released. In the first half of the year, GAC Group cumulative sales were 773,100 vehicles, up 2.35% year-on-year; independent brand cumulative sales were 346,000 vehicles, up 35.69% year-on-year. More importantly, the proportion of energy-saving and new energy vehicles has reached 62.82%. GAC's electrification transformation is no longer a slogan, but solid sales data.
From starting amidst controversy in 1997, to the birth of Trumpchi in 2010 realizing the independent dream, to now Qijing GT7 carrying Huawei Qiankun Intelligent Driving ADS 5 to rush the high-end market, GAC has experienced four leapfrog developments. The trajectory of these 29 years illustrates a truth: In the automotive industry, there are no shortcuts. All "speed" is backed by "slow" accumulation.
30 Million Is a Milestone, Not a Finish Line
Speaking of this gratitude event itself, from July 16 to August 31, GAC's six major brands launched multiple favors around new purchase, trade-in, and additional purchase, covering fuel, hybrid, pure electric, and extended-range power types. This is a return on the support of 30 million users, and also an active layout for the additional and replacement purchase market in the era of stock competition.
But looking from a longer cycle, the significance of 30 million is not just this. In the transformation period of the Chinese automotive industry from large to strong, GAC's path provides a reference: Not harvesting the market through short-term price wars, but accumulating reputation through quality; Not relying on a single technical route, but planning new energy power across the board; Not only staring at domestic share, but actively going overseas to participate in global competition.
This might not be the most clever approach, but it might be the way to go further. 30 million users are not the end of GAC's story, but the starting point of the next 29 years. For GAC, which is currently leaping from "Manufacturing" to "Intelligent Manufacturing", from "Local" to "Global", and from "Car Enterprise" to "Technology Ecosystem Enterprise", the real test has just begun.
In the Malaysian SUV market, many buyers compare Perodua Aruz and Honda WR-V when choosing a car. The two cars are quite close in price and positioning, today we will do a detailed comparison from multiple aspects to help you save time on research.
The OTR price of Perodua Aruz in Malaysia is RM 72,900 - 77,900, with a total of 2 versions, including 1.5L X (RM 72,900), 1.5L AV (RM 77,900), etc.
The OTR price of Honda WR-V in Malaysia is RM 89,900 - 107,900, with a total of 4 versions, including 2023 1.5L V (RM 99,900), 2023 1.5L E (RM 95,900), 2023 1.5L S (RM 89,900), etc.
In terms of price, Perodua Aruz's starting price is indeed RM 17,000 cheaper than Honda WR-V. If your budget is limited, Perodua's entry-level version can already meet daily needs. But also note, the cheaper few thousand ringgit might have trade-offs in features, it depends on your needs.
Perodua Aruz adopts FWD drive type.
Honda WR-V adopts FWD drive type.
Both cars have the same drive type, both are FWD, daily driving experience will not be too different.
Perodua Aruz warranty 5 years/150,000km, maintenance interval every 10,000km or 6 months.
Honda WR-V warranty 5 years/unlimited mileage, maintenance interval every 10,000km or 6 months.
Both Perodua Aruz and Honda WR-V are mainstream choices in the Malaysian market, suitable for family use, daily commuting. If you value brand reputation and resale value more, you can prioritize the one with better reputation; if you care more about cost-performance and features, then choose the model with richer configuration. Ultimately it is recommended to test drive both models, hands-on experience is the most important.
Overall, Perodua Aruz and Honda WR-V are both very good models in the Malaysian market. Which one to choose, the key still depends on your personal needs and budget. We suggest everyone do research, compare quotes from several dealerships, then go test drive to make final decision. Buying a car is a big matter, spending time doing research will never be wrong.
最近，中国汽车圈有个很有意思的现象：一边是国内市场价格战打得火热，一边是头部车企在海外市场悄悄“闷声发大财”。
吉利刚刚交出的 5 月成绩单，就让人嗅到了一些不寻常的信号——海外出口销量超 8.5 万辆，同比上升 184%，刷新历史纪录。更关键嘅係，呢份增长唔係靠低价走量，而係实打实地喺全球高端市场“攻城略地”。
喺迪拜，一位见惯了豪车的经销商忍不住感慨：“德国品牌已经无法与极氪这样的中国品牌竞争了。”佢甚至自己下单了两台极氪新车。
这话从豪车聚集地的经销商口中说出，分量不轻。它背后折射出嘅，係中国汽车出海一个质变的拐点：从“卖得出去”到“卖得上价”，再到“让人追着买”。
01 爆单的“甜蜜烦恼”：物流成了新战场吉利 5 月嘅销量数据有几个细节特别值得玩味。
第一，唔系某一款车火，而係“多点开花”。喺墨西哥、印尼，Geely EX2 拿下 B 级两厢新能源销冠；喺澳大利亚，极氪 7X 直接超越了长期霸榜嘅特斯拉 Model Y；极氪品牌 5 月交付 34,377 辆，单车成交价同比上升 52.4%，超过 BBA。
第二，“爆单”已经严重到需要紧急调动物流资源。吉利不得不启用滚装船、集装箱船和国际铁路班列，形成 4 大铁路港、6 大海运港嘅运力布局。中歐班列吉利专列常态化运行，比海运缩短 40 日。
呢其实係一个很“甜蜜”嘅烦恼。过去我哋讨论中国车出海，担心嘅係没人买；而家吉利面临嘅问题，係买嘅人太多，运唔过去。
这种供需关系嘅逆转，才係真正值得关注嘅信号。当你嘅产品喺海外需要“抢运力”嘅时候，说明品牌已经跨过咗最难嘅“信任门槛”。
好多人把极氪喺海外嘅成功简单归结为“配置高、价格低”。但如果你仔细看数据，就会发现事情冇咁简单。
喺澳大利亚，极氪 7X 卖得比特斯拉 Model Y 仲贵，销量却反超了。喺迪拜，经销商评价极氪时用嘅词係“进入咗下一个阶段”，而唔係“性价比高”。
呢背后嘅本质差异在於：极氪係用“科技定义豪华”嘅逻辑，去挑战 BBA 同特斯拉嘅“品牌溢价”。
全栈 900V 高壓平台、浩瀚-S 超级电混架构……呢啲硬核技术带来嘅体验提升，係跨市场嘅。无论係你係中东富豪定係澳洲家庭，更快嘅充电速度、更长嘅续航、更智慧嘅座舱，呢啲价值係普适嘅。
换句话说，极氪冇喺老牌车企擅长嘅游戏规则里同佢哋玩，而係直接重新定义咗一套规则。 当德国品牌仲喺纠结“豪华感”嘅时候，中国品牌已经把“科技感”变成咗新嘅豪华标准。
呢次吉利海外爆单，仲有一个容易被忽略嘅细节——它唔係靠单一品牌单打独斗，而係“一个吉利”体系下嘅多品牌协同。
吉利、领克、极氪保持各自调性，但共享研发、渠道、物流同售后体系。这意味著咩？意味著吉利喺海外唔係喺“试水”，而係喺“扎根”。
比如售后，吉利构建咗“中心库—区域仓—末端网点”三级服务体系，推出超长质保，仲建立咗 VOC 用户之声系统，全球统一响应。呢已经唔係“卖车”嘅思维，而係“用户运营”嘅思维。
再比如物流，提前布局自有滚装船、常态化中歐班列专列……呢啲基础设施嘅投入，睇落係成本，但面对而家 8.5 万辆嘅月出口量，呢啲前瞻布局成咗最硬嘅竞争壁垒。
真正嘅全球化，唔係把国内嘅车运到国外卖掉，而係喺当地建立完整嘅服务能力同品牌认知。 呢一点，吉利已经行喺好多中国车企嘅前面。
过去我哋总话“中国係汽车大国，唔係汽车强国”，因为真正嘅强国，一定係喺全球市场拥有定价权同品牌话语权嘅。
从吉利 5 月嘅海外表现来睇，呢个转折点可能比我哋想象中来得更快。当一款中国品牌嘅汽车能喺迪拜被经销商主动“求购”，能喺澳大利亚正面击败特斯拉，能喺墨西哥、巴西创下历史销量新高——呢已经唔係一个企业嘅胜利，而係整个中国汽车工业嘅里程碑。
当然，挑战仲喺后面。欧美市场嘅关税壁垒、本土品牌嘅激烈反扑、文化差异带来嘅用户习惯磨合……呢啲都係吉利乃至所有中国车企必须跨过嘅坎。
但至少有一点已经明确：中国汽车出海嘅“高端局”，唔再係愿景，而係正进行时。
車型概覽
吉祥汽車JY AIR 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。
完稅價 HK$ 160,000 - 188,000 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
吉祥汽車JY AIR 嘅購車預算可以先由 完稅價 HK$ 160,000 - 188,000 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 510km Ultra版（HK$ 188,000）、2025 Light版（HK$ 160,000） 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 吉祥汽車JY AIR 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。
吉祥汽車JY AIR 現階段最值得留意係車型定位同版本方向，詳細取捨應該等價格同規格更清楚再作決定。
優缺點分析
吉祥汽車JY AIR 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。
要留意嘅係，要先確認屋苑、公司或常去商場嘅充電條件。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 吉祥汽車JY AIR 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「JY AIR 係咩品牌嘅車？」簡單講，JY AIR 係由 JuneYao Auto（吉祥汽車）推出嘅純電動車。 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 吉祥汽車JY AIR 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 完稅價 HK$ 160,000 - 188,000 鎖定預算圈。
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 吉祥汽車JY AIR 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
iCAUR V23 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。 呢篇會集中講充電節奏同日常通勤，幫你用買家角度篩走唔適合嘅選擇。 近期市場討論到「iCAUR V27右軚版終於到香港，同場仲有部奇奇怪怪嘅V23？【2026香港車博會】」，代表呢類車型仍然有一定關注度。
HK$ 169,900 / HK$ 219,900 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
iCAUR V23 嘅購車預算可以先由 HK$ 169,900 / HK$ 219,900 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 後驅版（HK$ 169,900）、2025 四驅版（HK$ 219,900）、2026 復古版（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 iCAUR V23 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。
iCAUR V23 現階段最值得留意係車型定位同版本方向，詳細取捨應該等價格同規格更清楚再作決定。
優缺點分析
iCAUR V23 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。
要留意嘅係，要先確認屋苑、公司或常去商場嘅充電條件。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 iCAUR V23 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「iCAUR V23 充電要幾耐？」簡單講，iCAUR V23 支援最高 100 kW DC 快充，部分型號半個鐘就可以由 30% 充到 80%。用快充嘅話，後驅版 10-80% 約需 56 分鐘，四驅版約需 77 分鐘。 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 iCAUR V23 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 HK$ 169,900 / HK$ 219,900 鎖定預算圈。
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 iCAUR V23 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。
6月11日，中国香港演员吴镇宇走进东风风行生产基地，参观总装车间、研发试验中心与试验场，近距离感受智能制造与品质验证环节的严苛标准，并深度体验刚刚上市的2027款星海V9。
作为智能制造的核心环节，东风风行的总装车间按照工艺结构分为内饰、底盘、整车、调试四大工艺段，拥有122个生产工位，设计极限节拍可达50台/小时。在东风风行星海V9产品总监陈正宇的讲解中，吴镇宇近距离观摩了AGV自动牵引车精准配送物料、动力总成合装、五轴拧紧机对轮胎螺母进行扭矩检测等关键工序。
东风风行完整的体系力，不仅体现于高效的总装线，也离不开总投资超5亿元、国内领先的自主研发测试基地。在研发试验中心，吴镇宇走进消声室、四通道道路模拟试验室等专业试验室，体验2027款星海V9极致静谧、出色耐久背后的技术沉淀，并表示：“以后收音，想借用风行的消声室。”
东风风行占地460亩的研发试验场同样令吴镇宇印象深刻，他评价说：“这么大的场地，很适合电影取景。”该研发试验场是国内极少数由车企自建、能同时满足全系列商用车与乘用车的综合型专业试验场，场内建有性能路、动态广场、强化坏路、NVH评价路、坡道等7大类55种特殊路面，可开展整车在动力性、经济性、可靠性、环保噪声及主观评价等领域的全面道路测试。
在试验场，吴镇宇亲自体验了20度冲坡、30度下坡，驶过鹅卵石路和商用车测试规格的涉水路，对2027款星海V9在复杂路况下的底盘滤震、通过性及车身稳定性表示认可。内部测试道路上，2027款星海V9加速到160km/h以上，提速快、加速稳的表现赢得吴镇宇连连点赞。
吴镇宇对星海V9并不陌生，半年之前他就曾下定星海V9老友高定版，但刚刚上市的2027款星海V9，依然带给他新的惊喜。
通透明亮的超广角全景天窗让吴镇宇感到满意，他表示“能让我晒到太阳”。车内的小桌板与车载冰箱，被习惯在车上品尝美食的他评价为“非常实用”。2027款星海V9的85.2%得房率、220mm二排通道和第三排4/6比例下沉放平设计，让吴镇宇想到剧组转场时的真实需求：“2027款星海V9的空间大，特别是第三排，非常宽敞。”此外，他还关注到产品的外放电功能：“这个功能很实用，如果以后有机会去内蒙古拍戏，可以用来吃火锅。”
智能化方面，在升级后的自动泊车、遥控泊车和50米循迹倒车功能辅助下，2027款星海V9在柳州市区穿行、泊车时灵活从容。智能座舱层面，新车搭载高通骁龙8295P芯片、双15.6英寸大屏，以及百度文心一言与DeepSeek双AI大模型，人机交互流畅自然。
值得一提的体验期间，吴镇宇看到了即将上市的风行星海V6。这款“亲民智慧大六座”产品搭载华为乾崑智驾系统，拥有10个摄像头、12个超声波雷达和3个毫米波雷达，满足跨城出行、市区代步所需，结合2900mm轴距和第三排座椅下沉式收纳，实现华为智驾能力与家庭空间需求的深度融合。
从智能制造到研发验证，从星海V9到星海V6，东风风行用二十余年的专注，构建起覆盖高端商务与家庭出行的丰富产品矩阵。2027款星海V9以17.99万元起的指导价，将豪华配置与智电体验带入更广阔的市场；即将上市的星海V6依托华为乾崑智驾，进一步满足家庭用车的智能化需求。
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。
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。
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.
