Introduction

In the A-class car market from January to April this year, traditional energy vehicles accounted for 69% of sales, while new energy vehicles took 31%.

Flashback to 2020, and the Chinese auto market was still conventional. The fuel vehicle market was stable, and new energy vehicles were not as aggressive. In such a market, distinct segment characteristics emerged.

For instance, in the 100,000-150,000 yuan segment, joint venture brands like Nissan Sylphy, Toyota Corolla, and Volkswagen Lavida dominated with their compact sedans. Independent brands like Haval H6, Changan CS75, and Geely Boyue followed suit with their compact SUVs, continuously expanding their market share. These were complemented by compact SUVs from joint venture brands such as Nissan Qashqai and Honda Vezel.

This market offers a plethora of choices. With minimal effort, automakers can secure a share. For sedans, there are models like Chevrolet Excelle, Honda Civic, Chery Dihao, and BYD Yidong. For SUVs, there are options like SAIC Roewe RX5, Chery Tiggo 8, Volkswagen Tharu, and Volkswagen T-ROC. Every automaker has an opportunity, and every model sees hope.

From a data perspective, even in 2024, the 100,000-150,000 yuan segment accounted for a significant 33% of the overall market. Many automakers valued this potential and introduced new products continuously. However, after the rapid development of China's new energy automotive industry, this segment has become a formidable challenge for many automakers.

In January-April 2025, the penetration rate of new energy vehicles in China reached 42.7%, meaning 42.7 out of every 100 cars sold were new energy vehicles. However, a peculiar phenomenon emerged in this segment: the top effect intensified significantly, and automakers' early layouts were insufficient, leading to a somewhat helpless situation.

01 A Tough Nut to Crack

This article compiles sales data for all new energy vehicle models priced between 100,000 and 150,000 yuan from November 2024 to April 2025 and extracts the top 11 models. The data reveals several interesting points: high brand concentration, few leapfrog models, and average overall sales.

First, the top 11 models are predominantly from five automakers: BYD, Geely, GAC, Changan, and XPeng. BYD leads with four models, contributing over half of the total sales. Geely Yinhe and XPeng are up-and-coming brands, while GAC and Changan show stable performance.

Next, looking at vehicle types, Chinese brands have always competed with foreign brands by offering high cost-performance at lower prices, whether in terms of configuration, space, power, etc. This explains why the share of independent brands in the passenger vehicle market increased to 65.5% in April.

However, in this compiled table, most models are still in the familiar compact segment. Only BYD has two new models that reach mid-size dimensions. This may suggest that in the 100,000-150,000 yuan price range, consumers' perception or preference for vehicle size is not significant.

Finally, considering overall sales, if we review sales data from 2020, models in this segment typically sold over 20,000 units per month, with top models often exceeding 30,000 units. However, in this table, 20,000 units per month is the peak, and many models may not even reach 10,000 units per month.

For example, the two models from Changan Automobile, although ranking in the top 10, do not have outstanding sales. The standout performer is undoubtedly the XPeng MONA M03. Its combined assisted driving function gradually brings it closer to top models in terms of product strength, thus achieving excellent results.

In fact, the two models from Geely Yinhe are also popular newcomers. Like XPeng, their proximity to top brands' product strength, coupled with outstanding advantages in certain aspects (like space in the Yinhe E5 and price in the Xingjian 7), and Geely's system capabilities, make them hard to ignore when the price difference is minimal.

Returning to the initial question: Why is the development of new energy products still relatively slow in the 100,000-150,000 yuan segment? Data may provide an answer: From January to April this year, in the A-class car market, traditional energy vehicles accounted for 69% of sales, while new energy vehicles accounted for 31%. In other words, nearly 70% of consumers still choose fuel vehicles.

Typically, the 100,000-150,000 yuan A-class car market comprises first-time car buyers who prioritize long-term use value, convenience, and resale value. These pain points make pragmatic first-time buyers more inclined towards traditional fuel vehicles.

Additionally, some consumers have range and recharging anxiety about new energy vehicles. Secondly, most automakers' new energy vehicle models in this price range still struggle to balance technical costs and prices, making it difficult to impress consumers in terms of cost-effectiveness. These factors explain why new energy vehicle models in the 100,000-150,000 yuan segment struggle to shine.

02 An Unstoppable Flood of New Cars

Will automakers give up just because the market is challenging? Especially in such a large segment, obviously not. In recent years, with the maturity of the supply chain, the rapid development of intelligent technology, and many automakers facing severe survival tests, automakers have laid out a tight network, ranging from mini cars to boxy SUVs, and from large five-seaters to mid-to-large SUVs.

Faced with such a large pie in the 100,000-150,000 yuan segment, no one will sit idly by. Since the beginning of this year, many models have been launched, such as the Geely Yinhe Xingyao 8, Zero Run B10, second-generation Haval Xiaolong MAX, Haishi 05EV, 2025 NIO Arcfox Alpha S5, Fengyun A8L, AION RT, Xinghai S7, and Baojun Xiangjing.

Even joint venture brands have joined the fray. The Guangqiaotoyota Bozhi 3X is priced at 109,800-159,800 yuan, the Dongfeng Nissan N7 at 119,900-149,900 yuan, and the Chang'an Mazda EZ-6, after discounts, will be priced at 99,800-139,800 yuan. These prices are even lower than many independent brand new energy vehicle models.

Moreover, automakers entering this market have brought leapfrogging advantages to impact this price band originally meant for the A-class market. Models like the Xingyao 8, Xinghai S7, Baojun Xiangjing, Dongfeng Nissan N7, and Chang'an Mazda EZ-6 were previously standard "532" models (5 meters in length, 3 meters in wheelbase, priced in the 200,000 yuan range) but have now become "531" models.

The launch of these new models, like a huge rock thrown into a calm lake, has undoubtedly stirred up tumultuous waves in the 100,000-150,000 yuan segment, breaking the previous calm. For consumers, this is good news as more choices and higher cost-effectiveness allow them to enjoy previously unattainable configurations and experiences at more affordable prices.

In the past, consumers within the 100,000-150,000 yuan price range often had limited model and configuration options, making it difficult to meet diverse needs for space, performance, technology, etc. Objectively speaking, most new energy vehicle models have advantages over traditional fuel vehicles. Nowadays, with the entry of these "531" models, the market will be greatly enriched.

For automakers, competition in this market is intensifying. Independent brands continue to launch competitive products by deeply understanding the local market and accurately grasping consumer needs. Joint venture brands, on the other hand, rely on their strong supply chain capabilities and brand influence to secure a share of this market.

This fierce competition prompts automakers to continuously improve product quality and optimize service experiences to attract more consumers. From a market development perspective, this indicates that the 100,000-150,000 yuan segment is poised for new changes. Automakers will focus more on product differentiation and personalization to meet diverse consumer needs.

It can be foreseen that competition in the 100,000-150,000 yuan segment will intensify in the future. Independent brand models, each with their own highlights, will engage in differentiated competition with joint venture brands. In the future 100,000-150,000 yuan segment, whether joint venture brands will make a comeback with their brand heritage and pricing, or whether independent brand new energy vehicles will break through with technological innovation and cost-effectiveness, remains a question full of suspense.

Editor-in-Charge: Li Sijia | Editor: He Zengrong