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2026年的第一个月，车市并没有迎来人们期待中的“开门红”，反而像是迎头撞上了一堵冷冰冰的墙。
The auto market failed to deliver a “flying start” in the first month of 2026, instead slamming straight into an icy wall.
受春节前订单提前释放，以及传统淡季叠加影响，1月车市环比下滑约20%。在一片下行背景中，吉利却意外成了最“扎眼”的存在——它是唯一实现同比、环比双增长的主流车企，同时顺势拿下月度销量第一。
Dragged down by demand pulled forward before the Lunar New Year and the usual seasonal slowdown, January sales fell roughly 20% month-on-month. Against this backdrop, Geely stood out as the most eye-catching player—the only major automaker to post both month-on-month and year-on-year growth, quietly claiming the sales crown.
这背后，其实是吉利“多品牌布局”的优势开始显现。极氪单品牌销量同比翻倍，几乎一己之力对冲了银河、领克的阶段性波动；再加上海外出口接近翻倍，吉利在淡季实现了少见的“逆周期增长”。
The logic behind this performance lies in Geely’s multi-brand strategy. Zeekr alone delivered nearly 100% year-on-year growth, offsetting short-term fluctuations from Galaxy and Lynk & Co. Combined with overseas exports nearly doubling, Geely managed a rare counter-cyclical surge.
相比之下，比亚迪的1月成绩单就显得有些刺眼。
By contrast, BYD’s January numbers looked far less comfortable.
1月销量约21万辆，国内市场同比下滑超过50%，资本市场也迅速作出反应，股价短期承压。不少人开始质疑：比亚迪是不是开始“掉速”了？
With January sales at around 210,000 units and domestic volumes down more than 50% year-on-year, the market reacted quickly, putting pressure on BYD’s stock. Naturally, doubts followed: Is BYD losing momentum?
答案显然是否定的。比亚迪正在主动调整节奏，把增长重心放到海外。1月海外出口同比增长超过50%，并且已明确提出2026年海外销量130万辆的目标。比亚迪正在把资源，从国内竞争最激烈的“红海”，转向更广阔的全球市场。
The answer is no. BYD is deliberately shifting gears and refocusing on overseas markets. Exports surged more than 50% year-on-year in January, and the company has set a clear target of 1.3 million overseas sales in 2026. In essence, BYD is reallocating resources from a fiercely competitive domestic “red ocean” to a broader global stage.
新势力阵营中，小米与华为之间的较量，也正在悄然升级。
Among China’s new-generation automakers, the rivalry between Xiaomi and Huawei has quietly entered a new phase.
小米1月交付约3.9万辆，表面看环比回落，但雷军显然并不焦虑。原因很简单——真正的重头戏还没开始。
Xiaomi delivered around 39,000 vehicles in January. While the figure dipped month-on-month, Lei Jun appears unfazed. The reason is simple: the real move is still ahead.
目前SU7正处在停产换代的过渡期，市场普遍在等待4月即将发布的新一代车型。雷军也已确认，2月中旬展车将陆续进店。小米选择暂时“牺牲”短期数据，把产能全部留给即将到来的新品周期。
The current SU7 is in a production transition as the market waits for the next-generation model set to debut in April. Lei Jun has confirmed that display vehicles will arrive in showrooms by mid-February. Xiaomi is clearly willing to accept weaker short-term numbers to fully prepare for a major product launch.
华为阵营同样没有放慢脚步。
Huawei’s automotive ecosystem is moving just as aggressively.
鸿蒙智行1月交付约5.7万辆，问界依然是销量主力。余承东近期在社交平台频频“预告”，问界M6即将亮相，“5-6-7-8-9”产品矩阵即将补齐，意图在今年春季重新发力。
Harmony Intelligent Mobility Alliance delivered around 57,000 units in January, with AITO continuing to anchor sales. Richard Yu has recently hinted on social media that the AITO M6 is coming soon, completing the “5-6-7-8-9” lineup—a clear signal of a strong spring offensive.
真正的“黑马”，反而来自岚图和奕派。全面接入华为技术体系后，两者销量增速明显提速。一个信号已经非常清晰：在2026年，如果车企无法独立搞定智能驾驶，选择一个足够强的技术伙伴，本身就是一种现实而理性的生存策略。
The real dark horses are Voyah and eπ. After fully integrating Huawei’s technology stack, both brands saw rapid sales acceleration. The message is clear: in 2026, if an automaker can’t build competitive intelligent driving capabilities on its own, partnering with a strong tech ally is a rational survival choice.
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