PROTON

Proton Satria Neo: the little Malaysian car with a European soul

In 2008, the Malaysian automaker Proton presented one of its most interesting and charismatic models: the Proton Satria Neo. Small, light, and surprisingly fun to drive, the Malaysian hatchback represented a bold attempt by the manufacturer to compete in the world of sporty compact cars dominated by Europeans and Japanese.

Originally launched in 2006 by Proton, the Satria Neo emerged as a spiritual successor to the old Proton Satria, a compact hatchback that had already gained a certain reputation among Asian enthusiasts. However, the Neo sought to go further: it wanted to build its own more modern, sporty, and emotional identity.

Visually, the car had a compact and muscular design, typical of hot hatches from the 2000s. The aggressive front, the slightly widened fenders, and the short rear created quite balanced proportions. Although relatively simple, the design conveyed personality and a certain European dynamism, differentiating it from many excessively conservative Asian compacts of the period.

But the true highlight of the project was its dynamic engineering. At that time, Proton still controlled the historic Lotus Cars, and the British manufacturer's influence could be clearly felt in the Satria Neo's handling. The suspension and chassis tuning received direct input from Lotus engineers, which transformed the small hatchback into one of the most fun cars to drive in its category. The result was a surprisingly balanced car in corners, with communicative steering and excellent stability for a front-wheel-drive compact hatchback.

The Satria Neo highlights Proton Cars' commitment to delivering a value-added product to customers. This is a car that enjoys Proton's rock solid reliability and the magical Lotus touch - a 3-door supermini with superb design, ride and handling. The Proton Satria Neo is an energetic addition to the existing Proton line-up, which includes the 5-door city car the Savvy, the Lotus developed 5-door GEN-2 hatchback, 4-door Impian saloon and the new 4-door Proton GEN-2 Persona.

Speaking at the launch of the Proton Satria Neo in Malaysia, Managing Director of Proton Bhd, Syed Zainal Abidin Syed Mohamed Tahir said "The Proton Satria Neo exudes energy and style. It retains the Satria's classic appeal, while adding the enhanced ride and handling you'd expect from a car like the iconic GTi." He added, "We know customers have been waiting for the new model and they will not be disappointed."

NVH suppression...The Proton Satria Neo aims for superior NVH characteristics which make the driving experience comfortable for occupants without eliminating the sporty engine noise. The design of the exterior is low, sporty and road-hugging. When combined with the sleek aerodynamic profile, the Proton Satria Neo delivers low wind resistance, good high speed manoeuvrability, vehicle stability and control.

The exhaust system is tuned to reduce unwanted internal noise and vibration whilst maintaining a "sporty" sound. In addition, Powertrain mountings were modified from the existing four point to three point Neutral Torque Axis system to give improved passenger NVH. The developments have given a result of 72dBA at a cruising speed, which puts the Satria Neo at similar levels to the competition.

Under the hood, the 2008 Satria Neo typically used 4-cylinder engines developed in partnership with Mitsubishi, including 1.3 and 1.6-liter versions. The most interesting configuration, however, was the 1.6 CPS (Cam Profile Switching), equipped with a variable valve timing system that improved performance at high RPMs.

Lotus - adding punch and finesse to the Proton Satria Neo...The Proton Satria Neo is available with a 1.6 litre 16v Lotus developed CamPro engine, with a choice of a 5-speed manual transmission or a four-speed automatic gearbox. Although it shares the same engine and transmission with the GEN-2, the Satria Neo has a new lower final drive ratio, giving it better low to medium speed acceleration and smooth torque and power delivery.

Underneath its compact, streamlined exterior is a CamPro 4-cylinder 16v Multi-Point Injection engine developed in collaboration with Lotus. As you'd expect from a company that designs and builds high performance cars, this is an engine that packs a serious punch; delivering a max speed of up to 118mph, with 111bhp and 109lb/ft of torque.

It's also built to last. The CamPro has been tested over 1.2 million kilometres and has spent an additional 27,000 hours on the dyno. And with its lower weight and expert tuning and balance, the Proton Satria Neo also offers excellent responsiveness. Continuing the outstanding performance and winning characteristics of its predecessor, the Satria Neo also benefits from the engineering and development input of its sister company Lotus. The result is a car with improved handling, performance and style - both inside and out. It takes the Proton 3-door into a new generation.

Although the power wasn't extraordinary – hovering around 125 hp in the sportier versions – the car's low weight greatly contributed to its overall performance. More important than absolute numbers was the feeling behind the wheel: the Satria Neo felt light, agile, and much more engaging than many direct competitors.

The interior followed a relatively simple but functional design. Sport seats, a low driving position, and driver-oriented controls reinforced the model's youthful atmosphere. The materials didn't reach the refinement of premium European hatchbacks, but the car's purpose was clearly focused on the dynamic experience, not luxury.

Another important aspect was its accessibility. The Satria Neo offered quite convincing sporty performance at a price considerably lower than many Japanese and European hot hatches, especially in Asian markets.

In some countries, the model gained a strong fan base among young enthusiasts and tuners. Its low weight, relatively simple mechanics, and good suspension tuning made it an interesting platform for sporty modifications.

Proton also used the Satria Neo in competitions and special editions. Perhaps the most famous was the Satria Neo R3, developed by the brand's Race Rally Research division. These versions received aerodynamic improvements, reworked suspension, and even more aggressive handling.

Today, the Proton Satria Neo is fondly remembered by many enthusiasts as one of the most authentic cars ever produced by the Malaysian manufacturer. It wasn't the most powerful, the most sophisticated, or the most refined in its category, but it possessed something often lacking in modern cars: genuine mechanical personality.

Interestingly, the Satria Neo also represents one of the last great attempts by a small national manufacturer to compete globally through dynamic engineering and driving pleasure – before the automotive industry definitively entered the era of global platform standardization. A small Malaysian hatchback with a partly British heart and a European sporting spirit.

 

Autonews and Mundoquatrorodas

AUTONEWS

Why the US EV battery supply still depends on imports despite domestic mining push

As electric vehicle (EV) adoption grows in the United States and globally, the demand for EV batteries and their critical materials—such as lithium, nickel, cobalt, and graphite—is expected to surge dramatically. This makes the resilience of the supply chain underpinning battery production increasingly important.

However, the US has limited capacity across key stages of the battery supply chain, leaving it vulnerable to supply disruptions.

In a new study published in Nature Energy, Princeton researchers explore how domestic production expansion and demand-side strategies can help meet future EV battery material demand and identify where shortages may persist across the supply chain.

Background: The policy problem...Recent U.S. policy has emphasized the expansion of domestic EV battery production and associated materials, using measures such as sourcing requirements, tax credits, and tariffs to reduce supply disruptions and import dependence.

However, domestic expansion will not be enough to ensure sufficient materials across the supply chain, especially following the recent repeal of federal incentives for EV adoption and changes to battery supply investment via the One Big Beautiful Bill Act (OBBBA) of 2025.

Jieyi Lu and her colleagues address this issue in their study, evaluating how domestic production expansion, together with demand-side strategies (e.g., improved vehicle efficiency, battery energy density, recycling, and chemistry shifts), affect projected U.S. EV battery material demand and supply.

"Addressing material supply shortfalls is crucial for building a resilient EV battery supply chain," says Jieyi Lu, a STEP Ph.D. candidate at Princeton's School of Public and International Affairs.

"If these shortfalls persist, the US will become more vulnerable to supply shocks that slow EV deployment and weaken its position in the global transition to EVs."

The data and method...For their study, Lu and her team developed a modeling framework that estimates material demand and supply across the EV battery supply chain, including upstream mining, midstream refining, and downstream battery component production and cell manufacturing. On the demand side, the model traces material needs from projected EV sales through each stage of the supply chain.

On the supply side, it accounts for existing production, planned capacity, and imports of each material, with planned capacity reflecting project development status following OBBBA. This framework evaluates how supply expansion and demand-side strategies affect projected material shortfalls.

The authors also developed an optimization model to estimate the maximum EV battery production achievable under U.S. sourcing constraints and the resulting battery chemistry shares. The analysis draws on a wide range of data—such as supply chain investment, trade, and material requirements—to provide results that can be reassessed as conditions evolve.

"Prior studies have often focused on part of the battery supply chain or on a limited set of materials, and evaluated strategies separately," explains Lu.

"What makes this study different is that we bring multiple materials, supply chain stages, and strategies together in one framework, while also accounting for post-OBBBA project development conditions. This allows us to see more clearly how different strategies can reduce or shift material constraints, and where important gaps are likely to persist."

The findings...The study finds that expanding domestic production can meet projected 2035 demand for several key materials used in major EV batteries, including upstream lithium, midstream lithium carbonate and lithium hydroxide, and downstream components such as electrolytes and separators.

However, even with demand-side strategies that improve vehicle efficiency and battery energy density, enhance recycling, and switch to alternative battery chemistries, persistent and substantial shortfalls remain.

Notably, the models project a 30–70% shortfall for upstream cobalt, nickel, graphite and their midstream refined materials and a 15–75% shortfall for downstream cathode and anode active materials.

The study also finds that the projected domestic supply depends heavily on early-stage projects that may not advance on schedule. For some upstream and midstream materials, such as cobalt sulfate and nickel sulfate, approximately 30–100% of their projected supplies rely on early-stage mining and processing projects, adding uncertainty to future supply if these projects face delays or fail to materialize.

"Domestic expansion is subject to significant uncertainty, particularly in upstream and midstream stages where projects are capital-intensive and require long development timelines," says Lu. "This is one reason why domestic expansion alone may not be sufficient to close the material gaps."

The implications...From a policy perspective, the findings of the study emphasize the need for a coordinated approach that expands domestic production capacity, implements demand-side strategies, and increases international sourcing to meet future US EV battery material demand.

The findings also underscore the need to align trade and industrial policies so that efforts to strengthen domestic supply do not undermine access to the materials still needed from abroad.

The researchers advocate for policies that would encourage investment not only in upstream mineral extraction but also in midstream processing and downstream manufacturing. In addition, because much of the projected future supply has yet to materialize, delays in permitting, financing, construction, or ramp-up could widen future material shortages.

The authors therefore suggest that policymakers streamline environmentally responsible permitting, provide financial and technical support for viable projects, and offer clear long-term policy signals to improve confidence in investment decisions.

Policies to reduce supply chain risks should also include stronger support for end-of-life battery collection and advanced recycling technologies, improvements in vehicle efficiency and battery energy density, exploration of alternative battery chemistries, and coordinated planning to ensure that shifts in battery chemistry do not simply move supply pressure from one set of materials to another.

"As demand increases for electric vehicles, our work highlights the need for U.S. policies that reduce future supply chain risks," says co-author Denise L. Mauzerall, a professor in Princeton's School of Public and International Affairs and in the Civil and Environmental Engineering department.

"We find that securing US battery materials will require investment across the domestic supply chain, reducing and shifting material demand, and continued international sourcing. Without such efforts, the U.S. auto industry risks falling behind in the global transition to electric vehicles and reducing choices for U.S. consumers."

Provided by Princeton University

CITROEN

New Citroen 2CV confirmed: €15,000

Citroen has confirmed the revival of the iconic 2CV nameplate for its upcoming €15,000 electric city car, while also revealing its design ahead of its unveiling at the Paris Motor Show in October.

Taking to the stage at parent company Stellantis’ investor day presentation in Michigan, Citroen CEO Xavier Chardon gave us a first look at the company’s new entry-level electric car and confirmed: “The 2CV is back.”

The long-awaited confirmation that Citroen will be reusing the iconic nameplate for its new electric car – which will be produced alongside Fiat’s reborn Panda in Italy from 2028 – comes with the first hint that the car’s 1940s styling will be reinterpreted for a new era.

Speaking to Autocar last month, Chardon said the new model would serve “exactly the same purpose as the 2CV in the late 1940s” in reviving customer demand in a stagnant European car market, and added that the company’s priority is to restore “purchasing power” to European drivers.

The first teasers of the new city car reveal that it will adopt the same snail-shaped silhouette as its era-defining predecessor, but with a more modern look influenced by the recent ELO concept, which set the tone for the brand’s future design.

The announcement comes just days after Stellantis confirmed that it will start producing affordable electric city cars – with a target price of under €15,000 – at its plant in Pomigliano, Italy, from 2028.

Fiat will similarly channel the styling – and likely the name – of its historic “people’s car”, the original 1980 Panda, for its version.

Chardon said the new 2CV would be one of seven new models to be launched by 2030. Five of them will be refreshes of existing models, while the 2CV and another – expected to be a slightly larger electric supermini – will take Citroen into “new profit pools”.

Confirming the name of the company’s new entry-level model, Chardon said: “Products themselves do not create icons. Icons create emotions. Icons connect brands with people. And today an icon is about to return. Yes, the 2CV is back.”

He then showed a blacked-out silhouette of the new electric vehicle and said: “If you want to see it in full light, you are invited to the [Paris] motor show in person in October.”

He mentioned the importance of the original 2CV in providing “freedom of mobility to millions” after World War II and said: “Eighty years later, the new 2CV will democratise electric mobility. It will be “a real people’s car designed for real life”, Chardon promised. "For me, the future of mobility will not be won by the most complex cars, but by the simplest and most intuitive. "What really matters is being relevant."

 

by Autonews

AUTONEWS

EuroNCAP. The Chinese car MG 3 has a defect that customers don't notice(video)

All vehicles sold in Europe undergo crash tests to determine the level of protection they offer to occupants, adults or children, during frontal, side, and rear impacts. Better or worse, the different models for sale deserve evaluations from Euro NCAP professionals, to differentiate the less safe from the more safe, but this European safety organization had never, until now, been forced to demand a repair of design or production defects. That is, until testing the MG 3, a small Chinese utility vehicle whose seat fixings expose occupants to excessive risks.

During the off-center frontal impact, the rails that should fix the driver's seat to the chassis of the MG 3 proved unable to withstand the forces applied to them and gave way. This allows the seat to rotate and move suddenly and violently forward several centimeters (11.2 cm), subjecting the occupant's body to greater stress and potentially causing damage upon impact with the car body.

Faced with the Euro NCAP findings, MG identified the root of the construction defect and developed a solution to effectively protect occupants in the event of a collision. The seat rails and their respective fixings were replaced, ensuring that the seat and its occupant remain seated, and in their original position, during a violent crash.

Euro NCAP urges MG3 owners to complete free safety recall repair...Euro NCAP is encouraging all MG3 owners affected by a safety recall to arrange a free repair with their local MG dealer as soon as possible.

The recall follows independent crash testing carried out by Euro NCAP last year, during which the MG3 experienced a front seat rail failure in a frontal crash test. The issue allowed the driver’s seat to become unlatched during the impact.

Following a detailed technical review, MG agreed with Euro NCAP’s findings that the issue could also occur in real life and addressed the root cause with an improved design that was verified by Euro NCAP and eliminates any risk of the seat unlatching. The manufacturer swiftly implemented the change to production vehicles. MG has subsequently developed a repair for existing cars and has worked quickly with authorities in Europe and the UK to initiate a recall and repair campaign for affected MG3 models already sold to customers.

The repair is available free of charge through authorised MG dealerships, and recorded owners of MG3s built before August 2025 should already have been contacted directly by MG.

Euro NCAP’s testing programme exists to independently verify vehicle safety performance and identify potential risks, helping consumers make informed decisions and encouraging continual safety improvements across the automotive industry. The recall demonstrates the importance of collaboration between independent safety testing organisations, vehicle manufacturers and regulators.

New MG3 buyers can be confident that the issue has been adequately addressed. Owners of an MG3 built before August 2025 are strongly advised not to ignore or delay the repair, and to contact their local MG dealer to check if it is affected and have the recall work performed.

This was a significant safety flaw that Euro NCAP uncovered, and we were pleased with MG Motor’s robust response. Owners of the MG3 and MG3 Hybrid+ who haven’t heard about the vehicle recall or are still to take action should contact their local MG dealer, and they will confirm whether their car is one of the affected models, and arrange repairs, if necessary, at no cost to the owner...Dr. Aled Williams, Programme Director Euro NCAP

Euro NCAP Alerts MG3 Owners...The European automotive safety organization Euro NCAP has issued an alert to owners of the MG3 model to urgently carry out a free repair related to a safety flaw identified during crash tests. The problem was discovered in frontal impact tests conducted by the organization, which classified the situation as rare and potentially serious.

According to reports released by Euro NCAP, the driver's seat adjustment mechanism failed during the frontal crash test, causing partial torsion of the seat at the moment of impact. This failure significantly increased the forces exerted on the right leg of the test dummy, leading to a "poor" rating for protection in that area of ​​the body.

Despite the incident, the MG3 received an overall four-star rating in European safety tests. Euro NCAP explained that the current scoring system does not provide for automatic penalties for this specific type of mechanical failure, although it admitted concern about what happened. The entity also revealed that it had never recorded a similar problem in hundreds of vehicles tested since 1997.

The manufacturer MG Motor later confirmed that it had introduced changes to the seat mechanism and the driver's airbag system in the most recently produced units. However, vehicles already delivered to customers require a technical intervention in a workshop to ensure that the problem is fully resolved.

Recall campaigns are already underway in several international markets, including the United Kingdom, Australia and New Zealand. In some countries, thousands of vehicles produced between 2024 and 2025 were covered by the recall. The repair consists of installing additional components in the driver's seat fastening system and will be carried out at no cost to the owners.

Euro NCAP has now appealed to all MG3 owners to respond quickly to contact from dealerships and schedule the technical intervention. The organization guarantees that the solution developed by the brand has been validated and considered effective, reinforcing that the update is essential to ensure the expected levels of protection in the event of an accident.

The Chinese group SAIC, to which MG belongs, introduced the new parts in MG 3s manufactured from August 2025 onwards, with thousands of units in circulation still to be repaired, sold previously and equipped with the weaker fixings. But despite the manufacturer having designed new parts, which it installs in the defective cars free of charge, the reality is that owners are not responding as positively to the recall as would be expected, given the seriousness of the situation and the potential risks.

Contacted, MG representatives in Portugal, the Marketing and Communications Manager, Alexandra Beny da Silva, stated that “the process of informing customers about the need to proceed with the free repair of their vehicles has already begun”. He further stated that "more than 20% of the customers contacted have already had the repairs done." This seemingly positive reaction from Portuguese drivers is higher than the average in other countries, where MG 3 users tend to "turn a blind eye" to the safety recall. This led Euro NCAP, in an unprecedented move, to issue a statement drawing attention to "the need to install the new seat fixings as soon as possible."

KIA MOTORS

Kia K4 Sportswagon

The new Kia K4 Sportswagon has appeared on the price lists across the EU. The successor to the Ceed Sportswagon with a mild hybrid (MHEV) engine boasts an ECO label and low fuel consumption.

It has been a few months since the new K4 Sportswagon had its public premiere. With this practical variant, Kia is reinforcing its commitment to the C-segment and not letting the estate car die out in the compact class.

Now everything is ready to open the order books for the new K4 Sportswagon with the aim of competing with models such as the Škoda Octavia Combi, Seat Leon Sportstourer and Peugeot 308 SW, and this compact family car boasts an ECO label and low fuel consumption. Kia has structured the K4 Sportswagon offer into Drive and Tech trim levels.

As for the mechanics, the options are minimal. Under the hood of the new K4 Sportswagon is a 1.0-liter T-GDi three-cylinder gasoline engine. This electrified powertrain features 48-volt mild hybrid (MHEV) technology, producing 115 hp and 200 Nm of peak torque. It can be paired with a six-speed manual transmission or a seven-speed dual-clutch automatic transmission. The more powerful and €1,300 more expensive version is the 150 hp 1.6 T-GDI, available exclusively with the seven-speed DCT7 automatic transmission. Front-wheel drive is standard.

The bodywork follows Kia's "Opposites United" design philosophy, which is very minimalist and makes extensive use of straight lines. In the front and rear views, horizontal lines emphasize the vehicle's width. On the sides, the rear door handles are "hidden" in the pillars, just like in a Peugeot 206 SW.

The interior of the Kia K4 Sportswagon borrows heavily from the look already seen in the hatchback and sedan models. On the dashboard, the model is marked by a large panoramic display that includes two 12.3" screens for instruments and multimedia, as well as a separate 5.3" touchscreen for air conditioning control.

In the more sporty GT-Line version, the appearance of the Kia K4 Sportswagon is complemented by specific body details. This includes roof rails and wheel arch linings painted in black, as well as exclusive bumpers. Inside, this concept is continued with adapted materials and a different color scheme.

Regarding the engine options, several turbocharged gasoline engines are available. The base model is a 1.0-liter T-GDI turbo with 115 hp and, surprisingly, a six-speed manual transmission. This engine is also available with the aid of a mild electrification system, of the MHEV type, with 48 volts and a seven-speed dual-clutch transmission.

The Korean station wagon achieves a combined fuel consumption of 5.7 liters per 100 kilometers and CO2 emissions of 129 g/km according to the WLTP cycle. Thanks to its MHEV technology, it is classified as a hybrid vehicle and carries the eco-label, with the associated mobility benefits in certain EU markets.

Prices in Germany start at €29,990, just €1,000 more than an equally equipped and motorized hatchback.

 

Autonews

AUTONEWS

Bosch Mobility Aftermarket shows why good lights are the key to driving safety

Only believe what you can see clearly...Confidence and trust behind the wheel do not come from speed, but from a feeling of complete control over the vehicle and the road conditions. That is why Bosch and its ⁠Mobility Aftermarket division wanted to talk about light not only through technical specifications and numbers, but through an experience that every driver knows – the moment when darkness changes the way you drive and shows how crucial clear visibility really is.

This was the central theme of an unusual event organized for media representatives, influencers and partners to present the Bosch light bulb program for passenger cars and trucks and the importance of top visibility while driving.

Through an interesting sound and light experience, guests had the opportunity to confront the feeling of reduced visibility and uncertainty on the road and the challenges that drivers face when conditions do not allow for clear enough visibility and when high-quality bulbs are crucial.

Bosch presented a wide portfolio of vehicle bulbs developed for different needs – from standard Pure Light bulbs and lights, which are characterized by an excellent quality-price ratio, to advanced LED and Xenon solutions and Ultra White bulbs that provide 100% more light on the road compared to standard bulbs, and which are characterized by an exceptionally long service life, thanks to the use of the highest quality materials.

A special focus was on the Plus 200 Gigalight bulbs, the most powerful halogen bulbs in the Bosch range that provide up to 200% more light compared to standard halogen bulbs, with stronger contrast and a longer light beam that allows drivers to notice obstacles on the road earlier and have more time to react.

"When it comes to driving safety, the quality of light is not a matter of comfort, but of trust and security. Bosch bulbs are developed to provide drivers with maximum visibility in all driving conditions, with a long service life and the reliability that the Bosch standard implies," said Bratislav Kocić, Sales Director of the Bosch Mobility Aftermarket Division for Serbia and Montenegro.

After the official part, the guests were presented with interesting activations, including a visibility test in a specially designed dark room, which additionally allowed them to feel the difference that quality lighting makes while driving through personal experience. Also, an interesting performance by quiz masters Milan Bukvić and Dušan Macura further emphasized the key message - that without clear visibility there are no safe assessments and decisions on the road.

As a global leader in the automotive industry and a company that has been developing innovative mobility solutions for almost 140 years, Bosch continues to set standards of quality, safety and technological reliability on roads around the world. In a world where road safety often depends on split-second and timely reactions, clear visibility becomes more than just a comfort - it becomes a matter of trust. That's why Bosch sends a simple but important message to all drivers: "Only trust what you can see clearly. Trust Bosch."

The Bosch Gigalight Plus line consists of premium, high-performance halogen bulbs designed to offer up to 120% or 150% more visibility and light range compared to conventional halogen bulbs.

Key highlights:

Increased visibility: The use of xenon gas and optimized filaments provides a longer and more intense beam of light, making it easier to see license plates and obstacles.

Design and temperature: Emits a whiter light than common bulbs (generally around 3900K to 4200K), improving the aesthetics of the vehicle without altering its originality.

Safety: Offers UV protection (which prevents yellowing of the headlight lenses), is fully legalized and within the required power standards (generally 12V and 55W).

HUAWEI

Huawei Aistaland GT7: Porsche Taycan and Panamera mix

The Aistaland brand (Chinese name: Qijing) was recently created in China, a joint project between the GAC automobile group and the technology giant Huawei. This project is not part of the HIMA alliance – the automotive technology alliance that Huawei previously launched with other local vehicle manufacturers. The first product of Aistaland is the striking electric shooting brake GT7, whose appearance is inspired by the station wagon version of the Porsche Taycan.

After the first images in March and the public premiere at the Beijing Auto Show in April, the interior and technical information have now been revealed, but the price has not yet been announced. The Aistaland GT7 is based on an 800-volt electric platform, has air suspension and wheels with a diameter of 19, 20 or 21 inches. The shooting brake is 5,050 mm long, 1,980 mm wide and 1,470 mm high.

More than just a new model, the GT7 marks the debut of the Qijing brand within the Huawei ecosystem and has already begun its journey with pre-orders, even before the full disclosure of price and versions. But what really stands out here is not just the format or the premium positioning, but the technological base.

The birth of the AISTALAND brand is the result of a collaboration between GAC Group and Huawei Qiankun. Positioned as a premium smart EV brand, it operates on a model where Huawei provides the full-stack intelligent solution while GAC handles vehicle R&D arces. The car debuts the new HUAWEI XMC Qiankun digital chassis engine, the next-gen Xiaoyi AI assistant, and a Kirin battery pack co-customized by CATL, Huawei Qiankun, and AISTALAND.

In other words, Huawei Qiankun has chosen the GT7 as the launchpad for its latest tech in autonomous driving, smart cabins, chassis control, and battery technology. This "priority on debut resources" gives AISTALAND a strong starting point for a new brand, but it also means the cost of trial and error is shared by both parties.

The GT7 adopts a set of three electric motors, something still rare even among high-performance models. This allows for much more precise control of torque and dynamic behavior, reinforced by a Huawei digital chassis capable of adjusting everything in milliseconds.

The electric base also follows the most advanced line in the Chinese market. The model uses an 800V architecture combined with a new generation battery supplied by CATL, with support for ultra-fast charging in the 6C standard. In practical terms, the promise is to recover about one kilometer of range per second under ideal conditions, a number that puts the GT7 among the fastest in this regard.

Another point that reinforces this technological profile of the model is the assisted driving system. The car features an 896-line LiDAR, indicating readiness for more advanced automation functions, already based on an architecture geared towards level 3 in specific scenarios. It's a significant leap compared to what is seen in most models currently available.

Inside, the logic remains the same. The GT7 should debut a new evolution of the HarmonyOS system, focusing on total integration between car, user, and services. The proposal goes beyond a traditional multimedia center and starts working with specialized intelligent assistants, capable of performing specific functions within the vehicle's ecosystem.

There is a three-spoke steering wheel, a narrow instrument panel, a 15.6-inch freestanding multimedia tablet and a double-height center console with a wireless charger. The seats are heated and ventilated with a massage function and a retractable footrest. Equipment includes a head-up display and a 21-speaker audio system. The station wagon can also project sound, including engine noise simulation.

The shooting brake format, in turn, helps position the model in a space that is still relatively unexplored outside of China, but which has been gaining strength there. At about five meters long and with a wheelbase of three meters, the GT7 clearly enters the large segment, combining a more sporty proposition with a high level of interior space.

In practice, this puts the model in an interesting competition. On the one hand, it speaks directly to cars like the Zeekr 001, which consolidated this type of body in the premium electric segment. On the other hand, the advancement in technology and software brings the GT7 closer to rivals like the Xiaomi SU7, which also bet on digital integration as their main differentiator.

This combination makes it clear that Huawei is not only participating in the automotive market, but trying to redefine part of the game. The GT7 emerges as a product conceived from the beginning based on digital architecture, with hardware and software evolving together, something that is becoming standard among new Chinese brands.

The 3,000 mm wheelbase shows that the Aistaland GT7 has a cousin in the similar electric station wagon Shangjie Z7T, a joint project of Huawei and SAIC (part of the HIMA alliance). The GT7's luggage capacity is 647 liters, and by folding the rear seats it increases to 1,606 liters. There is also an additional luggage compartment with a capacity of 215 liters in front.

The appearance of the GT7 is determined by frameless side doors and an electrochromatic panoramic roof. The list of available equipment also includes an autopilot system with an 896-line lidar sensor above the windshield. Driver assistance systems, like other electronics, come from Huawei, with multimedia operating in artificial intelligence mode.

The Aistaland GT7 will be offered with rear-wheel drive or all-wheel drive. The basic version uses an electric motor with a capacity of 250 kW (340 hp), while data on the 4×4 modification with three motors has not yet been released, except for the announcement that it will accelerate to “hundreds” in 2.98 seconds. According to Chinese media, the Aistaland GT7 will be available with a battery capacity of 86 or 103 kWh, or a maximum range of up to 900 km (CLTC).

  

by Autonews