华为的高阶辅助驾驶系统正下探至约20,000美元价位区间，相比传统需40,000美元以上车款才能配备NOA，呈现明显成本差异。二〇二四年前三季，中国新车中仅有12%具备NOA，但华为以结合摄影机与高性能雷射雷达的新硬体降低成本，并将其鸿蒙乾坤ADS扩展至超过二十个车型。选配价格约600美元。华为自二〇一九年起投入汽车业，投入五百亿元人民币并配置约八千名研发人员。迄今三十三款车使用其系统，累计销量突破一百万辆；汽车相关营收在二〇二四年达二百六十四亿元人民币，仅占总营收3%，但较前一年成长近六倍。
十五款采用乾坤ADS的车辆在广州车展亮相，华为亦自研AI与晶片技术。中国NOA市场预期至二〇三〇年达一千五百亿元人民币，远超日本与欧洲的采用速度。特斯拉的FSD约额外收费八千美元，其主力车型仍以四万美元区间为基准，使华为更低门槛的策略具有结构性价格优势。NOA属于L2级，自动化受限于驾驶介入要求，而中国对L3的开放目前仅限北京、上海部分区域。华为计划于二〇二六年在高速公路商用化L3，并已在七座城市进行测试。
中国证券机构评估华为方案可使车企显著提升智能化与品牌力。在美国制裁后，华为藉汽车业务分散风险，其扩张正反映中国在高级驾驶辅助普及率方面的领先地位。与日本及欧洲仍局限于高速路段或豪华车型相比，中国市场的渗透速度、硬体整合与成本下降率呈现显著差距。
Huawei’s advanced driver-assist system is moving into vehicles priced around $20,000, contrasting with typical NOA installations in cars costing $40,000 or more. From January to September, only 12% of new Chinese vehicles carried NOA, yet Huawei’s Qiankun ADS—enabled by low-cost camera–lidar hardware—is slated for over 20 models with an option price near $600. Since launching its automotive division in 2019, Huawei has invested 50 billion yuan and assigned roughly 8,000 R&D staff. Thirty-three models have adopted its systems, with cumulative sales surpassing 1 million vehicles; automotive revenue reached 26.4 billion yuan in 2024, just 3% of total revenue but nearly a sixfold increase from 2023.
Fifteen Qiankun ADS-equipped vehicles appeared at Auto Guangzhou, backed by Huawei’s in-house AI and chip development. China’s NOA market is projected to reach 150 billion yuan by 2030, far outpacing adoption in Japan and Europe. Tesla’s Full Self-Driving costs an extra $8,000 atop base prices near $40,000, underscoring Huawei’s lower-cost positioning. NOA remains a Level-2 feature requiring driver intervention, while China currently limits Level-3 deployment to select areas of Beijing and Shanghai. Huawei aims to commercialize Level-3 highway use in 2026 and is already testing in seven cities.
Chinese brokerages argue Huawei’s technology enhances vehicle intelligence and brand value. Post-sanctions, Huawei has used the automotive sector to diversify risk, highlighting China’s lead in advanced driver-assist penetration. Compared with Japan and Europe, where functions remain confined to highways or premium segments, China exhibits markedly faster adoption, deeper hardware integration, and sharper cost declines.