Direct Insight into the 2025 Shanghai Auto Show: "Equal Rights for Intelligent Driving" Accelerates Implementation, Joint Venture Brands Focus on the Chinese Market

The 2025 Shanghai Auto Show Becomes a Key Period for the Popularization of Assisted Driving Technology. At this year's show, multiple car models priced between 100,000 and 200,000 yuan in the mid-to-low price range are equipped with advanced assisted driving functions such as urban and highway assisted driving, indicating that assisted driving is accelerating its expansion from high-end products to the mainstream market. As the cost of computing platforms decreases and integrated development with vehicle platforms advances, smart cockpits and large model functionalities are also beginning to penetrate the low and mid-end markets. Industry research institutions generally expect that within the next three to five years, L2 and above assisted driving functions will become standard configurations in vehicles priced over 100,000 yuan. This not only reflects an improvement in the efficiency of technology supply but also indicates a structural change in consumer expectations. In terms of localized R&D, several joint venture automakers are accelerating adjustments to their product plans. Porsche announced a strategic upgrade to its China R&D center, integrating "local R&D + procurement + quality control" processes. Brands like smart, Nissan, and Cadillac also emphasize "local definition for the Chinese market" – localization is no longer just about sales, but has become the primary domain for R&D and validation. The progress of Chinese brands in the mass production and implementation of assisted driving is also providing a local foundation for technological collaboration with joint ventures. Behind this trend, China's intelligent automotive industry chain is transitioning from a supporting role to a global source of technology. Additionally, before the auto show, the industry initiated a correction in the terminology used for "intelligent driving." CAAM jointly released an initiative, clarifying that L2 systems have entered a critical phase of scaling, and companies should avoid misleading promotions and refrain from mislabeling assisted driving as autonomous driving. Currently, automakers have generally referred to L2 systems as "assisted driving" to clearly define functional boundaries and usage responsibilities. L2-level assisted driving is extending to the 150,000 yuan price segment. At this year's Shanghai Auto Show, several new models priced under 150,000 yuan began to be equipped with L2-level assisted driving systems, demonstrating the progress of mainstream automakers in promoting the下沉技术的普及。相关功能正从中高端产品中的选配项，转变为入门市场的结构性配置，车型售价与智能功能之间的对应关系正在发生变化。 在微型电动车市场，奇瑞QQ纯电起售价约为6万元，标配包含车道保持、前向碰撞预警在内的ADAS功能，是当前A00级细分市场中少数提供辅助驾驶功能的产品之一。五菱星光2025款起售价10.98万元，搭载品牌自研的辅助驾驶系统，面向城市通勤场景提供相对更完整的功能组合。宝骏享境售价区间为12.58万至14.98万元，集成智能座舱与基础辅助驾驶系统，定位家庭用户的智能化入门选择。这类车型虽未覆盖更复杂的城市辅助功能，但在成本控制与功能实用性之间实现了初步平衡。相较于此前同价位产品侧重续航或空间配置，当前市场中，“基础级智驾能力”已开始成为该价格带产品的通用选项。 在更高价格段，造车新势力仍在通过产品矩阵扩展与生态服务强化推进智驾能力的渗透。例如，小鹏汽车虽未在本届车展发布新品，但宣布将启动“AI辅助驾驶安全训练营”，聚焦用户使用能力建设与系统认知教育。蔚来则通过乐道品牌第二款车型L90的亮相，延续其纯视觉方案，扩大量产化落地基础。理想汽车则在本届车展发布了焕新款L6，起售价进入25万元区间。新车标配激光雷达，根据车型版本搭载地平线J6M与英伟达Thor-U芯片，支持城市与高速辅助驾驶功能配置。在当前主流价格带中，该车型在智驾功能配置方面的“前装化”方向具有一定代表性。 随着L2及以上辅助驾驶功能从中高端车型向主流价格带快速下沉，消费者端也呈现出结构性变化。根据工信部此前公布的数据，2024年上半年，我国L2级及以上智能辅助驾驶新车渗透率已达55.7%，业内普遍预计今年底该比例有望突破65%。这意味着，智能辅助驾驶正从“选配功能”迈向“基础设施”。不过，在关注提升的同时，消费者对智驾功能的单独付费意愿呈下降趋势。例如，愿意为城市自动驾驶支付额外费用的比例在一年内下降了8个百分点，自动泊车系统的支付意愿也回落至44%。在此背景下，多数车企已转向将部分辅助功能纳入基础配置体系，通过前装实现功能价值与价格结构的重新匹配。此外，消费者在使用阶段的关注点也更加聚焦于OTA开通节奏、功能可用区域以及交互稳定性。这使得“是否具备智能辅助驾驶”不再是决策终点，“是否可用、易用”成为影响用户整体体验的后续标准。 传统车企智驾补齐拼图 在2025年上海车展的展馆之外，智能辅助驾驶的“入场券”已不再是高端新势力专属。传统合资品牌也在加速推进智能化，将智能辅助驾驶系统、智能座舱能力快速集成至下一代产品中。比起新势力从0到1的全栈研发，合资品牌的“追赶”路径显得更为务实——要么借力本土生态合作，要么将原本分布在海外的研发环节向中国转移，以本土适配为核心加速转型。本届车展上，大众、奥迪、日产、凯迪拉克等品牌悉数登场，其智能化布局有两个关键词：“本土化”和“结构补齐”。这不是单一产品的智能堆料，而是平台级、研发级的战略再定位。大众汽车管理董事会主席奥博穆表示，“凭借新一代智能网联汽车，我们全方位融入中国客户所处的数字化、智能化生态系统。” 而这，几乎成为合资品牌的共识。 在品牌层面，大众集团在上海车展集中展示了5款新一代智能网联车型，其中包括ID. AURA这款搭载小鹏纯视觉无图智驾技术的概念轿车，主打L2++级别的城市、高速、泊车三域融合能力。作为“中德共研”的代表，这类车型不仅展示了大众对于软件定义汽车的重视，也体现其对中国供应链与本地算法的深度依赖。上汽奥迪A5L则成为首款搭载华为乾崑 ADS 3.0的燃油车，融合双激光雷达、11摄像头、毫米波雷达，支持高速与城市领航辅助功能——相比以往依赖进口模块集成的路径，A5L显示出奥迪对本地化方案落地速度的高度认同。相较之下，奥迪E5 Sportback作为首款上汽奥迪纯电产品，尚面临“品牌感不足”的挑战，但智能化硬件配置的完整性无疑在为其提供“国产信任票”。 日系品牌中，日产Frontier Pro PHEV是日产首款由中日研发团队共同打造、在中国本地生产的全球战略车型，且采用插电混动系统，兼顾动力与电动化平权诉求。未来三年，日产将投放10款新能源车型，其中多数产品将首次在中国定义功能与座舱体验。凯迪拉克则进一步深化与Momenta合作，发布VISTIQ车型，搭载英伟达Orin芯片与大模型算法，力图在不依赖高精地图的前提下，实现端到端的L2级智驾体验。同时，该品牌也首次引入“隐藏式舱内激光雷达”设计，展示其对座舱与智驾融合路径的探索。 与此同时，原本躲在幕后的供应链企业也开始走到台前。博世宣布将在今年内落地高快路和城市记忆辅助驾驶方案，并与多家中国主机厂达成量产合作；芯驰科技发布新一代AI座舱SoC芯片，计划2026年起量产，并全面覆盖区域控制、智驾域控等核心场景；商汤科技、佑驾创新、采埃孚等企业则围绕大模型推理平台、视觉感知系统、低成本底盘控制方案等关键环节加速落地。一个系统性的趋势正在浮现：中国的整车厂不再是“学习者”，而是在系统架构、感知融合、场景定义等核心技术上反哺全球主机厂与供应链体系。不少合资品牌加速引入本地算法、适配中国场景，不仅为了追赶新势力节奏，更是为了回应行业规范化要求下的功能落地责任机制。 在2025上海车展开幕前夕，随着辅助驾驶技术进入规模化应用阶段，行业对外宣传用语的标准化问题引发广泛关注。4月21日，中国汽车工业协会与中国汽车工程学会联合发布《关于规范驾驶辅助宣传与应用的倡议书》，意在引导车企在技术推广与市场传播中明确功能边界、强化使用指引，防范因术语误用引发的风险误判。该倡议要求车企严格依据《汽车驾驶自动化分级》（GB/T 40429—2021）执行功能命名与宣传口径，强调应清晰告知用户责任边界与正确使用方式，避免因功能模糊或术语误导引发“误用、滥用”的道路安全风险。在此背景下，多家车企与供应链企业已开始将“智能驾驶”系统在对外表述中更名为“辅助驾驶”或“组合驾驶辅助功能”，并在产品发布中同步强调“驾驶员全程责任”。有汽车分析师对《科创板日报》记者表示：“过去是车企秀算力、拼雷达，如今是你敢‘张口即L4’，就得真上路、真兜底。” 以上文字的英文译文是: The 2025 Shanghai Auto Show Becomes a Key Period for the Popularization of Assisted Driving Technology. At this year's show, multiple car models priced between 100,000 and 200,000 yuan in the mid-to-low price range are equipped with advanced assisted driving functions such as urban and highway assisted driving, indicating that assisted driving is accelerating its expansion from high-end products to the mainstream market. As the cost of computing platforms decreases and integrated development with vehicle platforms advances, smart cockpits and large model functionalities are also beginning to penetrate the low and mid-end markets. Industry research institutions generally expect that within the next three to five years, L2 and above assisted driving functions will become standard configurations in vehicles priced over 100,000 yuan. This not only reflects an improvement in the efficiency of technology supply but also indicates a structural change in consumer expectations. In terms of localized R&D, several joint venture automakers are accelerating adjustments to their product plans. Porsche announced a strategic upgrade to its China R&D center, integrating "local R&D + procurement + quality control" processes. Brands like smart, Nissan, and Cadillac also emphasize "local definition for the Chinese market" – localization is no longer just about sales, but has become the primary domain for R&D and validation. The progress of Chinese brands in the mass production and implementation of assisted driving is also providing a local foundation for technological collaboration with joint ventures. Behind this trend, China's intelligent automotive industry chain is transitioning from a supporting role to a global source of technology. Additionally, before the auto show, the industry initiated a correction in the terminology used for "intelligent driving." CAAM jointly released an initiative, clarifying that L2 systems have entered a critical phase of scaling, and companies should avoid misleading promotions and refrain from mislabeling assisted driving as autonomous driving. Currently, automakers have generally referred to L2 systems as "assisted driving" to clearly define functional boundaries and usage responsibilities. L2-level assisted driving is extending to the 150,000 yuan price segment. At this year's Shanghai Auto Show, several new models priced under 150,000 yuan began to be equipped with L2-level assisted driving systems, demonstrating the progress of mainstream automakers in promoting the penetration of assisted driving technology. Relevant functions are transitioning from optional features in mid-to-high-end products to structural configurations in entry-level markets, and the relationship between vehicle prices and smart functionalities is changing. In the micro-EV market, Chery QQ Electric, with a starting price of around 60,000 yuan, comes standard with ADAS features including lane-keeping and forward collision warning, making it one of the few products in the A00 segment to offer assisted driving. Wuling Xingguang 2025, with a starting price of 109,800 yuan, is equipped with a self-developed assisted driving system, providing a more comprehensive set of functions for urban commuting. Baojun Enjoy Realm, priced between 125,800 and 149,800 yuan, integrates a smart cockpit and basic assisted driving system, positioning itself as an intelligent entry choice for family users. These models, while not covering more complex urban assistance functions, have achieved a preliminary balance between cost control and functional practicality. Compared to previous products at the same price point, which focused on driving range or space, "basic-level intelligent driving capabilities" have become a common option in this price range. In the higher price segment, new energy vehicle (NEV) startups continue to expand their product matrix and strengthen ecosystem services to promote the penetration of intelligent driving. For example, XPeng Motors, although not launching any new products at this year's auto show, announced the launch of the "AI-assisted driving safety training camp," focusing on user capability building and system awareness education. NIO, through the unveiling of the second model L90 under the Le Dao brand, continues its pure vision solution, expanding the foundation for mass production. Li Auto launched the refreshed L6 at this year's auto show, with a starting price entering the 250,000 yuan range. The new model comes standard with a lidar system and, depending on the version, is equipped with Horizon J6M and Nvidia Thor-U chips, supporting city and highway assisted driving functions. In the current mainstream price range, this model represents a trend towards "pre-installed" intelligent driving functionality. As L2 and above assisted driving functions rapidly extend from mid-to-high-end models to the mainstream price range, there are also structural changes on the consumer side. According to data previously released by MIIT, the penetration rate of L2 and above intelligent assisted driving in new vehicles in H1 2024 reached 55.7%, and the industry generally expects this ratio to exceed 65% by the end of this year. This means that intelligent assisted driving is moving from being an "optional feature" to becoming "infrastructure." However, while attention is increasing, consumers' willingness to pay separately for intelligent driving functions is declining. For example, the proportion of people willing to pay extra for urban autonomous driving decreased by 8 percentage points within a year, and the willingness to pay for automatic parking systems pulled back to 44%. In this context, most automakers have shifted to incorporating some assisted functions into the basic configuration system, achieving a realignment of function value and price structure through pre-installation. Additionally, consumers' focus during the usage phase is increasingly on OTA update schedules, the availability of functions, and interaction stability. This makes "whether it has intelligent assisted driving" no longer the decision endpoint; "whether it is usable and easy to use" has become the subsequent standard affecting the overall user experience. Traditional Automakers Fill in the Intelligent Driving Puzzle Outside the 2025 Shanghai Auto Show, the "entry ticket" for intelligent assisted driving is no longer exclusive to high-end NEV startups. Traditional joint venture brands are also accelerating their push for intelligence, quickly integrating intelligent assisted driving systems and smart cockpit capabilities into their next-generation products. Compared to the full-stack R&D approach of NEV startups, the "catch-up" path of joint venture brands appears more pragmatic – either leveraging local ecosystem collaborations or shifting overseas R&D processes to China, with a focus on local adaptation to accelerate transformation. At this year's auto show, brands like Volkswagen, Audi, Nissan, and Cadillac all made appearances, with two key words for their intelligent layout: "localization" and "structural completion." This is not just about piling on intelligence in individual products but a platform-level, R&D-level strategic repositioning. Herbert Diess, Chairman of the Board of Management of Volkswagen AG, stated, "With our new generation of intelligent connected vehicles, we are fully integrating into the digital and intelligent ecosystem of Chinese customers." This has almost become a consensus among joint venture brands. At the brand level, Volkswagen Group showcased five new-generation intelligent connected models at the Shanghai Auto Show, including the ID. AURA concept sedan, which features XPeng's pure vision map-free driving technology, emphasizing L2++-level integration of city, highway, and parking functions. As a representative of "Sino-German co-research," these models not only demonstrate Volkswagen's emphasis on software-defined vehicles but also highlight its deep reliance on the Chinese supply chain and local algorithms. SAIC Audi A5L became the first internal combustion engine vehicle to be equipped with Huawei Qian Kun ADS 3.0, integrating dual lidars, 11 cameras, and millimeter-wave radars, supporting highway and urban navigation assist functions. Compared to the previous approach of relying on imported module integration, A5L shows Audi's high recognition of the speed of local solution implementation. In contrast, the Audi E5 Sportback, as the first pure electric product from SAIC Audi, faces the challenge of "insufficient brand presence," but the completeness of its intelligent hardware configuration is undoubtedly providing a "domestic trust vote." Among Japanese brands, the Nissan Frontier Pro PHEV is the first globally strategic model jointly developed by Chinese and Japanese R&D teams and produced locally in China, featuring a plug-in hybrid system that balances power and electrification. Over the next three years, Nissan plans to launch 10 new energy vehicle models, with most products defining their functions and cabin experiences for the first time in China. Cadillac further deepened its cooperation with Momenta, releasing the VISTIQ model, equipped with Nvidia Orin chips and large-scale algorithms, aiming to achieve end-to-end L2-level intelligent driving experience without relying on high-precision maps. The brand also introduced a "hidden in-cabin lidar" design for the first time, showcasing its exploration of the integration path between the cockpit and intelligent driving. Meanwhile, supply chain companies that were previously behind the scenes are now stepping into the spotlight. Bosch announced that it will implement high-speed and urban memory-assisted driving solutions this year and has reached mass production cooperation with several Chinese OEMs. Semicore Technology released a new generation of AI cockpit SoC chips, planning to start mass production in 2026, covering core scenarios such as regional control and intelligent driving domain control. Companies like SenseTime, Innovusion, and ZF are accelerating the implementation of key components such as large-scale inference platforms, visual perception systems, and low-cost chassis control solutions. A systematic trend is emerging: Chinese automakers are no longer just "learners" but are feeding back to global OEMs and supply chains in core technologies such as system architecture, perception fusion, and scenario definition. Many joint venture brands are accelerating the introduction of local algorithms and adapting to Chinese scenarios, not only to catch up with the pace of NEV startups but also to respond to the functional implementation responsibility mechanisms required by industry standardization. On the eve of the 2025 Shanghai Auto Show, as assisted driving technology enters the stage of large-scale application, the standardization of industry promotional language has attracted widespread attention. On April 21, CAAM and the Society of Automotive Engineers of China jointly released the "Initiative on Standardizing the Promotion and Application of Driving Assistance," aimed at guiding automakers to clearly define functional boundaries and strengthen usage guidance in technology promotion and market communication, preventing risks caused by the misuse of terminology. The initiative requires automakers to strictly follow the "Automotive Driving Automation Grading" (GB/T 40429—2021) for function naming and promotional language, emphasizing the need to clearly inform users of responsibility boundaries and correct usage methods, avoiding road safety risks due to ambiguous functions or misleading terminology. In this context, many automakers and supply chain companies have started to rename "intelligent driving" systems as "assisted driving" or "combined driving assistance functions" in external communications, and simultaneously emphasize "driver full responsibility" in product launches. An automotive analyst told the Sci-Tech Innovation Board Daily, "In the past, automakers showed off computing power and radar counts, but now if you dare to claim 'L4,' you must really hit the road and take full responsibility."