That evening, news broke:
Dami Corporation sold 500,000 Mi Hong phones in a single night.
The entire first batch was gone within an hour.
The following day, Haifeng scrolled through tech news and forums.
"Dami's killing it," Zhang Yu muttered.
"Their numbers are impressive."
Haifeng wasn't surprised. The price tag of the Mi Hong's ¥799 (≈ $110 in 2025) was a masterstroke—especially for a mid-range phone. It was Dami's power move into the budget market.
What caught his attention more was something else—a 30MB market research report sitting on his desk.
It was a comprehensive study of China's auto market, mainly focused on Class B (mid-size family) cars. Xiao Ai had delivered it earlier that morning.
"Market research is like battlefield scouting," Haifeng said, flipping pages.
"You win by knowing yourself and your opponent."
🚗 Class B Cars: The Core Battlefield
Class B, also known internationally as mid-size or large family cars, typically featured:
Wheelbase: 2.7–3.0 meters
Body Length: 4.8–5.0 meters
Engine Displacement: 1.5L to 2.5L
Compared to Class A (compact) cars, Class B cars offered:
More space
Higher comfort
Better road presence
Reasonable fuel efficiency
And in China?
Class B cars were always top sellers.
They hit the sweet spot for family buyers: not too big, not too small—just right.
Haifeng reread the report, but something didn't add up.
Foreign Class A cars were now cheaper than he remembered from his past life.
That didn't make sense.
Why would compact models—already cheap—drop even lower in price? There was barely any margin left.
Then it clicked.
This is market manipulation.
Foreign automakers had created a price barrier.
Undercutting local brands on Class A cars made it nearly impossible for Chinese companies to grow. Domestic manufacturers, who needed to start with entry-level vehicles to learn and iterate, were being boxed out before they could compete.
"If you can't build Class A cars profitably, you'll never reach Class B or C," Haifeng muttered.
Foreign companies could absorb short-term losses—and then profit from:
High-end models
Luxury trims
Licensing
Parts and servicing
Software and navigation ecosystems
This wasn't just economics. It was economic warfare.
"No wonder China's automakers can't rise. The game's rigged."
But now, he had data—and rage.
Haifeng looked at his strategy.
In smartphones, he started at the mid-range (Hongmeng S1), then moved:
Up to flagship (X1)
Down to budget (Xingchen series)
He'd do the same with cars.
Start with a Class B luxury sedan. Expand to Class C and down to Class A when right.
All he needed was the right tech stack.
🧠 Enter: The System Store
He pulled up the system and searched for engine technologies.
Everything was there, from three-cylinder compacts to V16 monsters.
He paused at the Bugatti-grade 8.0L W16 quad-turbo, with over 1,500 horsepower and 1,600 Nm torque.
"Tempting, but not yet."
He scrolled again.
Then he saw it.
🔧 EA888 Engine Series
Audi and Volkswagen use the legendary EA888 across their high-end models. It came in:
1.8T
2.0T turbocharged
"Perfect."
Turbocharged engines didn't even exist in this timeline yet. If Haifeng launched a domestic 2.0T turbo, he'd be the first mover in the entire region.
The EA888 had it all:
Turbocharging
In-cylinder direct injection
Variable valve timing
Dual counter-rotating balance shafts
Variable displacement oil pump
It was Audi's masterpiece—aside from its notorious oil-burning problem.
But with system optimization?
"We can fix that."
"Only ¥500 million (≈ $69 million in 2025)? Bargain.
Buy, buy, buy."
He didn't stop there.
Next, he purchased:
Audi's Quattro full-time AWD system
A modular vehicle chassis platform
One chassis, many models
Adaptable for gasoline, hybrid, or EVs
It was scalable. Efficient. Revolutionary.
"This chassis alone can carry an entire lineup."
"Sedan, SUV, crossover, EV—you name it."
Haifeng leaned back in his chair, satisfied.
"Now we just need to start the factory build.
China Star Auto—coming soon."