Huawei solutions everywhere, Qijing lays its cards on the table.
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Author | Zhou Zhiyu
At the Beijing Auto Show, Huawei’s presence spread across five exhibition halls, and more than 50 models equipped with Huawei solutions made their debut together. In the past, car manufacturers used “Huawei content” as their main competitive point, but now it is everywhere.
ADS 5, Chitu Platform, the new generation Harmony cockpit, just released on the evening of April 23, 2026, and the next day Qijing announced it would be fully equipped in its first batch. But these technologies will be installed in Wenjie, Zhijie, and Yijing. The launch is just a timing difference, not a barrier.
Qijing is one of the youngest faces in the “Huawei group” at this Beijing Auto Show. It’s a high-end smart new energy brand jointly developed by Huawei Qiankun and GAC, with its brand officially announced only in March this year, with no sales base and no user reputation. Its first car is a shooting brake, in a track where Zeekr has been running for five years, Denza and NIO have already made their mark, and a batch of new competitors have flooded into this auto show. With Huawei's technology no longer as scarce as before, what does Qijing rely on to break out?
Wang Kai, head of the Qijing project team at Yinwang Company, said, “The GT7 must succeed, it needs to succeed to survive.” GT7 is Qijing’s first model, positioned as “the new generation smart shooting brake,” planned to launch in June and deliver in July.
This is not just about the success or failure of a single car, but the answer to a question—when Huawei’s technology becomes standard for everyone, can a new brand use a different approach to turn the same technology into a different car?
Not Just Technology
Qijing GT7 product general manager Xuan Wei said in a small-group interview at the Beijing Auto Show on April 24: “We’re not simply loading all Huawei’s smart equipment onto the car and calling it million-level intelligence.”
Wang Kai was previously chief marketing officer of the Huawei Smart Automotive Solution BU Marketing Department and is now dedicated to Qijing. He revealed in an interview with Wall Street News that Huawei’s car BU invested “several hundred people, stationed permanently at Qijing,” and the R&D, operations, sales, and service teams were all mixed together.
If it was just selling parts, R&D staff could just liaise with car makers. But Huawei sent a few hundred people to be stationed permanently. Wang Kai revealed that from the very beginning of product definition and user research, all the way to product design, development, and even the production line, Huawei Qiankun’s quality experts were there on site. Huawei’s IPD R&D and IPMS marketing service processes were fully brought in.
Wang Kai told Wall Street News, “It’s not just bringing in a consultant to give instructions,” every Huawei person at Qijing “is responsible for the results.”
IPMS is the process Huawei’s terminal business used in the smartphone market to compete with Samsung and Apple. Early on, when consumers entered a store, every store said something different—marketing one thing, sales another, training yet another. Huawei used the IPMS process to solve this and survived the brutal smartphone market.
Wang Kai said, now this process is moved to Qijing, “because it’s all to-C, all have stores, all need retail management.”
Qijing’s sales and service team is not GAC’s old team. Wang Kai revealed, “The actual GAC personnel is less than 20%,” 80% come from various new-force companies. The channels also don’t reuse GAC’s existing dealer network, but build from scratch—79 cities, 300 stores.
In Qijing CMO Dong Weina’s words, it’s “same house, same frequency,” doing things amid “integrated office.”
What kind of product comes out of this organization? Xuan Wei gave two examples.
The HUAWEI SOUND AI interactive star-ring scatterer on the center console is just a static functional tweeter scatterer in other Huawei cars. After Qijing’s team and Huawei’s team sat together, they asked: “Function alone is not enough. Since a functional device is placed here, can it move?”
The final product has 31 interactive forms, linked to 11 scenarios like mountain driving and smart driving. Users get in, it turns to nod at you; give it a command, it thinks, emitting different colored light; if it can’t answer, it gets “shy and blushes, shakes its head.”
At the auto show, after a celebrity car owner tried it, they gave it a word: “Companion.” Huawei provides the acoustic structure and AI capability, while the Qijing team defines the interaction logic and emotional expression. With a different partner or working method, the product wouldn’t look the way it does now.
There’s plenty of friction between teams as well. Qijing GT7 debuts Huawei Qiankun’s Chitu Platform, whose core is HUAWEI XMC digital chassis engine, needing millisecond-level coordination across six systems: drive, brake, steering, suspension, body, thermal management. During development, GAC and Huawei argued over “who’s the underlying layer, who’s the application layer.”
Xuan Wei said GAC’s chassis team believed their hardware tuning was the strongest in the industry; Huawei’s algorithm team wasn’t convinced either—“engineers always think they’re the best.” R&D heads on both sides had many disagreements.
The solution: Huawei does the “little brain,” software algorithms and millisecond torque control; GAC does the “limbs”—front double wishbone, rear H-arm multi-link suspension, closed dual-chamber air suspension, continuously adjustable dampers, over 1,100 indicators rigorous calibration, an international team experienced in McLaren and Aston Martin projects handling it.
Xuan Wei cites this to illustrate that in specific solutions “it’s not a binary left-or-right issue, but can be blended.” The Chitu Platform is Huawei’s, but the implementation on the GT7 is the result of both teams merging.
Wang Kai said what he values more is the mode of cooperation with Qijing. Huawei Qiankun brought over its R&D and marketing system experience “without reservation, deeply empowering, participating through the whole process.” But he emphasized, it’s not simply Huawei Qiankun empowering, but Huawei Qiankun providing a high starting point, and then “the brothers from all over build upward together.”
Wang Kai revealed Qijing will release another car at year end, and several next year. Next time, the team spirit and processes will again be different.
The Next Card
The GT7 has pre-inserted a full-link redundant architecture for autonomous driving. Perception, computing, power supply, steering, braking, communications, positioning, HMI—eight major systems are all double-backed up. If hardware fails, the car can automatically pull over.
Qijing CEO Liu Jiaming said on April 24 that full-link redundant architecture comes with a cost. This money is spent in one place.
The GT7 has obtained Guangzhou L3-level autonomous driving road test permissions, with over 100,000 kilometers of accumulated test mileage. Xuan Wei revealed after receiving the Guangzhou license, Qijing is working with the Ministry of Industry and Information Technology for L3 approval. Shenzhen just announced piloting L3 this year, Qijing is communicating and “planning to be in the first batch.”
Xuan Wei’s promise: “Once the regulations are OK, we will be the first to let car owners enjoy the L3 smart driving experience via OTA and other ways.”
The shooting brake track is not short on players. Zeekr 001 has sold over 350,000 units over five years, Denza Z9GT and NIO ET5T are established over 300,000, Shangjie Z7T and Avita 06T are newcomers to this auto show. But those with L3 redundancy depth are very few.
Liu Jiaming said, “L3 and L4 are absolutely not technical challenges for Huawei Qiankun, and have no barriers—more a shift from people to car.” He means the legal, insurance, and liability systems need step-by-step establishment, but the time “won’t be long.”
He thinks the whole industry is continuously progressing, and the appearance of technology and OEM applications will drive China’s smart tech to rapidly iterate and upgrade.
If he’s right, cars with redundant prep can OTA upgrade directly, while others need hardware replacement.
But this card depends on GT7 selling first.
Launch in June, delivery in July. Wang Kai said at the end of the group interview: “GT7 must succeed, it must succeed to survive.”
GAC’s net profit attributable to the parent in 2025 lost nearly 8.8 billion yuan—Qijing is the most important piece in the “Panyu Action” reform. Huawei Qiankun wants to prove that deep cooperation in the “Jing” series can drive product strength, and GAC wants to prove the transformation was the right direction. Triple expectations weigh on this car—there’s no room for error.
All technological cards are now on the table, and next is pricing. But after pricing, an even bigger question remains, not just for Qijing but for all Huawei ecosystem partners: When Huawei-content becomes the standard, how to be different. Qijing’s answer isn’t in the technology itself, but in how it enters the product. Whether this answer works, the GT7 is the most important test.
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