Ford CEO Jim Farley: I'm optimistic Trump administration is committed to companies like Ford
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Yahoo
2 hours ago
- Yahoo
This Is What Toyota's Answer to the Ford Maverick Might Look Like
This Is What Toyota's Answer to the Ford Maverick Might Look Like originally appeared on Autoblog. The world's largest carmaker is preparing to jump into the compact pickup market. The small lifestyle pickup will take on the Ford Maverick and Hyundai Santa Cruz, with a potential launch window in 2026 or 2027. And unlike the Hilux, this one's not being built to pull tree stumps out of bogs — it's aimed squarely at young urbanites, daily drivers, and maybe even your neighbor who already owns three camping chairs and a roof box. Thanks to rendering artist, Theottle, we have some idea of what it might look like. A Properly-Sized Pickup For America (And Maybe The World) The new model will most likely be based on either the RAV4's TNGA-K platform or the smaller Corolla-based TNGA-C, meaning this ute is more crossover than crawler. The size is expected to be slightly shorter than a RAV4, and powertrains will likely be hybrid-first, including a plug-in hybrid variant capable of over 60 miles (100 km) of EV-only only would this make it Toyota's most efficient pickup ever, but it comes at a time when the company is doubling down on reliability and sheer road presence. Toyota claims over 150 million of its cars are still on the road today — a handy fact when you're trying to win over budget-conscious buyers who don't want to own a disposable trucklet. Ford's Sales Surge May Be Forcing Toyota's Hand Although Toyota still holds the overall U.S. sales crown, it's now under pressure from all angles. According to recent Q2 data, Ford is catching up fast. Ford's year-over-year gains are outpacing Toyota's, and with the Maverick continuing to be a runaway success, it's no wonder Toyota sees the need to respond. A hybrid ute that undercuts the Tacoma and gives buyers something between a crossover and a proper truck would fill a glaring gap in their lineup. Built In America, Sold Back To Japan? It's not just the U.S. market Toyota is eyeing. There's also growing speculation — including recent comments from Chairman Akio Toyoda himself — that American-made Toyotas may soon be sold in Japan. This follows new trade agreements that make it easier to import U.S.-built vehicles to Japan by removing complex certification barriers. If Toyota does choose to build this pickup in North America, it could be among the first models to benefit. What To Expect: Specs & Strategy While Toyota hasn't confirmed specifics yet, early reports suggest the new ute will be based on either the RAV4's TNGA-K platform or the smaller Corolla-based TNGA-C. That means a car-like ride, excellent hybrid integration, and a front-wheel-drive layout with optional all-wheel drive. Powertrains are expected to include both a regular hybrid and a plug-in hybrid, with the latter capable of over 60 miles of electric-only driving. That figure would place it at the top of its class in terms of efficiency. If Toyota's internal timelines are accurate, the truck could launch in North America in late 2026 or early 2027, with other markets to follow. Expect it to slot below the Tacoma in price and size, aimed squarely at buyers who want the rugged look of a pickup without the fuel bills or size penalties. This Is What Toyota's Answer to the Ford Maverick Might Look Like first appeared on Autoblog on Aug 2, 2025 This story was originally reported by Autoblog on Aug 2, 2025, where it first appeared.
NBC News
3 hours ago
- NBC News
CEOs globally brace for tariff turmoil with a new game plan
Trade tensions are rising, forcing top executives to rewrite the rulebook on how their companies operate, where they invest and what customers buy. In interviews with CNBC this earnings season, CEOs across industries — from aluminum and aerospace to chocolate, banking, telecoms, and energy — sent a clear message: tariffs are no longer just a political tactic. As trade rules grow more uncertain and tariffs resurface in policy discussions, business leaders say they're rethinking everything from where factories are located to how products are priced. The old 'just in time' model is giving way to something more cautious: make goods closer to the buyer, ask for exemptions where possible, and stay alert to shifting consumer habits. This earnings season has been marked by currency swings, inflation, and political uncertainty. And in that environment, tariffs are no longer background noise. They're front and center in how companies are managing risk. For many in the C-suite, the threat isn't just about short-term costs — it's about staying competitive for the long haul. Build local, think political 'We are concerned about the competitiveness of aluminum compared to other materials,' Hydro Chief Financial Officer Trond Olaf Christophersen told CNBC earlier this week. The company is already passing U.S. tariff costs onto customers. But the deeper worry is how, 'some customers in packaging are already testing steel and plastic alternatives. That's the long game we're watching.' For Christophersen, it's not just a quarterly issue — it's a warning sign. And Hydro's concern reflects a broader shift: tariffs are speeding up lasting changes in how companies do business. One of the most common responses is moving production closer to customers. Ericsson CEO Börje Ekholm told CNBC the company's North American factory, opened in 2020, was a forward-looking move. 'We've had that 'Made in America' stamp for some time,' he said. The facility now helps protect the company from shifting global politics. Volvo Cars CEO Håkan Samuelsson is also focused on the U.S. 'We want to fill our factory in South Carolina,' he told CNBC, noting that the company is breaking operations into more independent regions so local teams can respond quickly to new trade policies. Pharma giant AstraZeneca is also pivoting its footprint, rapidly shifting manufacturing to the U.S. and planning a $50 billion investment in local operations. 'We have lots of reasons to be here,' CEO Pascal Soriot said on the company's earnings call. For others, localization is as much about sovereignty as it is about logistics. 'We are building data centers for American hyperscalers in Europe, but also for Europeans in the U.S. It's a conscious decoupling,' Skanska CEO Anders Danielsson told CNBC. 'Sovereign tech is a real priority.' Not every company can shift where things are made. Some are relying on diplomacy. Rolls-Royce CFO Helen McCabe told CNBC the aerospace firm worked with U.K. and U.S. governments to win exemptions for key parts. 'It's not just about tariffs,' she said. 'It's about aligning our industrial footprint to minimize any friction.' That kind of behind-the-scenes outreach points to a bigger change: trade policy has become a key part of business planning. More companies are factoring in government relations and political risk when making decisions. Price hikes, policy risk and volatility Even the most proactive companies can't prepare for everything. Some are eating the higher costs. Others are raising prices — carefully. Lindt & Sprüngli, the premium chocolate maker, raised prices by 15.8% this year to offset soaring cocoa costs, driven partly by export restrictions in West Africa. 'We saw only a 4.6% decline in volume mix,' CEO Adalbert Lechner told CNBC. But he admitted that U.S. consumers are becoming more price-sensitive. Givaudan CEO Gilles Andrier shared a similar view. 'Some of our natural ingredients come from Africa and Latin America,' he told CNBC. 'So we're exposed to some tariffs there.' Even companies with local factories can't avoid all trade impacts when raw materials come from abroad. For companies tied to commodities, the trade duties are just one piece of a bigger puzzle: unpredictability. 'The tricky thing was, it was non-fundamentals-based volatility,' Shell CEO Wael Sawan told CNBC, describing recent swings in the oil market. 'This wasn't a change to physical commodity flows. This was really sort of paper-induced volatility.' That, he said, makes it harder to plan investments or manage price risk. Even in banking, where the direct impact of tariffs might seem small, the consequences are showing up. 'When you price risk now, you can't just look at credit or liquidity. You have to model policy unpredictability,' UniCredit CEO Andrea Orcel told CNBC. That includes trade tensions, regulatory surprises, and election-related gridlock. This quarter makes one thing clear: policy is now a core business risk, not background noise. With elections ahead and industrial policy shifting, companies are localizing, diversifying, lobbying, and repricing faster than ever. Tariffs aren't just a cost — they're reshaping industries. When customers trade aluminum for steel or chocolate for cheaper treats, the threat isn't just margins. It's market share. So yes, leaders are building closer to home, pricing smarter, negotiating harder as they scramble to stay ahead of the next curveball.
Car and Driver
5 hours ago
- Car and Driver
1986 Ford Ranger on Bring a Trailer Is the Definition of an Honest Pickup
Compact pickups used to be everywhere, but the survival rate of this hardworking breed is low. This Ford Ranger somehow escaped the fate of its brethren. Its combination of a manual transmission and a V-6 engine is desirable, even though you wouldn't call this a sport truck. A compact pickup truck is kind of like a lawn mower: It's a tool for a job, not something you expect to show up in a museum. It might not be subject to the same abuse as a full-size pickup on fleet duty, but it's expected to pull its weight. A few might have a gentle first owner with a penchant for around-the-house DIY, but after a decade or so, a second or third owner will beat the absolute tar out of them. Bring a Trailer Thus, an original-condition survivor is a bit of a rarity. Here's one such unicorn: a 1986 Ford Ranger regular cab with just 31K miles on the odometer, and it's up for sale on Bring a Trailer (which, like Car and Driver, is part of Hearst Autos). Ordered with a five-speed manual and a V6, it was an unusual spec from the factory and has only become rarer as its fellows have been used up and sent to the scrapyard. 1986 is a good year for a Ranger. It's the first generation of the truck but also the first year you could get it with fuel injection, making it a little more pleasant to drive. This example has only the basics: power steering and power brakes, but no air conditioning. It's a truck. Just roll down the window. Bring a Trailer Originally a mid-level trim for the F-Series, the Ranger was launched as a standalone compact pickup truck in the early 1980s. It replaced the Courier, a Mazda-built badge-engineered mini-pickup that was a response to the success of Toyota and Datsun small pickups. Ford will happily sell you a Ranger today, but it's a much larger, more sophisticated, and more expensive offering. Its humble progenitor was not built for off-road capability, like the high-flying Ranger Raptor, but rather to ferry home a load of bark mulch or lumber, or get loaded up with landscaping tools. Including, yes, a lawnmower or two. Bring a Trailer Under the hood is a 2.9-liter V-6 making 140 horsepower, which was also available in the contemporary Bronco II. The five-speed manual wakes things up a bit, but this is a pretty grunty little six, good for 170 pound-feet of torque below 3000 rpm. Disc brakes up front add a further level of daily drivability. Bring a Trailer This is not a potential off-road rig like a contemporary Marty McFly–style Toyota pickup, nor is it the basis for a minitruck-style showpiece like a Nissan/Datsun might be. It's an honest survivor, a relic from a time when genuinely compact pickup trucks were plentiful and cheap. Settle into that vinyl bench seat, load up the bed with a cooler and maybe a folding chair, and cruise on over to the lake with the windows rolled down. Most Rangers of this era were worked to death. This one deserves a bit of a summer vacation. The auction ends on August 6. Brendan McAleer Contributing Editor Brendan McAleer is a freelance writer and photographer based in North Vancouver, B.C., Canada. He grew up splitting his knuckles on British automobiles, came of age in the golden era of Japanese sport-compact performance, and began writing about cars and people in 2008. His particular interest is the intersection between humanity and machinery, whether it is the racing career of Walter Cronkite or Japanese animator Hayao Miyazaki's half-century obsession with the Citroën 2CV. He has taught both of his young daughters how to shift a manual transmission and is grateful for the excuse they provide to be perpetually buying Hot Wheels. Read full bio
