Japan trade deal sparks hope for US investors, frustration for automakers
But the companies are not celebrating.
Automakers importing vehicles into the U.S. from Japan now face a 15% levy, according to terms of the deal outlined on Tuesday by U.S. President Donald Trump, down from 27.5%.
GM shares rallied 9% and Stellantis rose 12%, as market watchers said they anticipated further agreements could reduce other trade barriers that have hurt the companies' profits.
Ford shares rose about 2%. The automaker is less exposed to tariffs because it produces more of its U.S.-sold vehicles domestically.
On Wednesday, the European Union and United States were nearing a trade deal that would also set a 15% tariff on European imports.
GM, Ford and Stellantis have been paying up to 25% on vehicles imported from Mexico or Canada, depending on how much U.S. content is in the vehicles. The companies are concerned they could soon be paying higher tariffs on vehicles assembled in Mexico or Canada than on vehicles with significantly less U.S. content made in Japan or the United Kingdom.
Some lobbyists also expressed alarm that if South Korea strikes a similar deal with the U.S., it could become a low-cost market to assemble cars and trucks.
"They could be the new Mexico," one lobbyist told Reuters.
The American Automotive Policy Council, which represents the Detroit Three, criticized the deal, saying it creates an easier path for Japanese imports than for some cars built in North America.
Even before Tuesday's deal, Detroit automotive executives raised concerns that Trump's trade policy could end up giving an edge to foreign automakers who do not invest as heavily in U.S. manufacturing.
"This is a bonanza for our import competitors," Ford CEO Jim Farley said in February, when Trump initially proposed levies on Mexico and Canada, but not on major automotive centers such as South Korea.
The Japan trade announcement came the same day General Motors said tariff costs knocked $1.1 billion from its bottom line, hurt by a battery of levies including 25% taxes on imports from Canada and Mexico, and 50% on steel and aluminum imports.
Industry consultant and former GM executive Warren Browne said the Japan deal "put all vehicles produced in Mexico and Canada by the Detroit Three at a disadvantage' because they face higher levies than Toyota vehicles shipped in from Japan, for example. That could allow the foreign brands to undercut U.S. car companies on price.
Toyota (7203.T), opens new tab, Subaru (7203.T), opens new tab and Mazda (7261.T), opens new tab are among the most reliant companies on Japan-produced vehicles for their U.S. sales, and stand to benefit most from the lower tariffs, according to business-analytics firm GlobalData. Toyota imported roughly 500,000 vehicles from Japan last year.
Japanese automotive stocks soared after the trade deal announcement.
Autos Drive America, which represents those Japanese automakers along with other foreign car companies operating in the United States, on Wednesday praised the trade deal, saying it would lead to further factory investment in the U.S.
The deal is good news for Wade Kawasaki, executive chairman of the Wheel Group, a collection of aftermarket wheel, tire and accessory companies based in California. Kawasaki said the group has been trying to break into some aspects of the Japanese market, and the lessening levies will help with that.
'There is a certain group of customers who want American-made products. Those are the ones we were going to get,' he said.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Auto Express
19 minutes ago
- Auto Express
Electric cars driven until they die: the truth about EV range
Another torrential summer rainstorm sweeps across the motorway, making the BYD Dolphin Surf's wipers swipe from side to side like a feverish Tinder user. The back one would be doing the same but, annoyingly, the Dolphin Surf doesn't have one. I'd quite like to get home, which Google Maps tells me is 39 miles away. The thing is, the Surf's trip computer tells me I have only 37 miles until the battery is dead. Great. Advertisement - Article continues below Welcome to our range test of the six cheapest electric cars on the market, three from European brands, two from Chinese ones and a Hyundai from Korea. We're driving them until their digital displays flash up zero battery remaining, to prove how far you can actually go in these budget babies, and how they behave when driven to the point of no return. Not so long ago these tiny cars were strung out across the M1's lanes like jelly beans spilling across a sweet shop's counter. There's the bright green car of the moment, the Renault 5, the radiant yellow BYD and Fiat Grande Panda glowing like the intermittent sun, the dark Hyundai Inster (probably blackcurrant flavour), murky blue Dacia Spring and white Leapmotor T03, the result of a joint venture between Stellantis and China's Zhejiang Leapmotor. Skip advert Advertisement - Article continues below One by one they've headed back to base to recharge, leaving me alone in the rain and praying I can make it to the kerbside charger just around the corner from my home. Especially in this rain. There are more budget-friendly EVs to choose from than ever before, and the Auto Express Find a Car service is here to help. Click here to find the very latest electric car deals … Advertisement - Article continues below Ten hours ago, the BYD was hooked up to Osprey chargers in a Bedford roll call of the six cheapest electric cars on the UK market. Truth be told, the Citroen e-C3 would sneak into the top six but given that it's mechanically identical to its Fiat sister car, we've switched it for the Hyundai Inster, which starts at £23,505. Our cheapest EV is the Dacia Spring, which costs from £14,995 in the UK. Affordability is – along with the unreliable charging network, despite charging app Zap-Map saying the UK has 82,000 plugs to choose from – the biggest issue holding back the electric revolution. But all of these six cars, bar the Chinese-built Dacia – have entered the UK market in 2025, giving budget-conscious buyers unprecedented choice. It's an issue that's demanded Government action: within days of our test it announced a fund offering discounts of up to £3,750. But it's unlikely any Asian-built cars will qualify on environmental grounds. At present you can get £1,500 off the T03's £15,995 list price as part of Leapmotor's reaction to the Government's Electric Car Grant. And it's in one of them – the Hyundai Inster – that I start the day. The company's design team is on a bit of a roll at the moment, and the Inster looks like nothing else in the class. Even in the rather subdued matt paint finish of our test car, the round LED lighting signature combined with boxy arches, pixel-light indicators and four-spoke alloy wheels manages to mix an element of cutesy looks and scrappy toughness at the same time; a little like a Japanese kei car that's spent winter working on its gains at the gym. Advertisement - Article continues below Skip advert Advertisement - Article continues below At 3.8 metres long, it's not fully kei-compliant, but it's still tiny on the road, making it all the more impressive that Hyundai has found so much space inside. It's really huge for such a small car. On the drive up to the charging station, it feels a little more grown up than the firm's smallest petrol car, the Hyundai i10, mainly because the electric motor delivers much more punchy performance. It's not a car that'll win any drag races, but the 113bhp and 147Nm on offer give sprightly speed away from the traffic lights, and it remains respectable at the national limit. There aren't many downsides, but the light steering – a boon around town – becomes a little vague towards motorway speeds, and road and wind noise aren't particularly well isolated from the cabin. On paper, it's got the most compelling specs, here, too. At 49kWh, it has a larger battery than any of its five rivals in this test, and that translates into a WLTP-claimed range of 229 miles. However, it's already fighting an uphill battle (never good for range). It's the most expensive of our six – the car pictured here in 02 trim costs £26,755. There's a smaller-battery model at 42kWh, which costs £23,505, but that would still rank it as the priciest here. It'll need to really sparkle against the rest of the competition. But there's plenty of talent set to arrive at our meeting point, and that point is hammered home by news reporter Ellis Hyde, who is next to show up in one of the most desirable cars – never mind electric vehicles – of 2025: the Renault 5. Advertisement - Article continues below Skip advert Advertisement - Article continues below Ellis has brought along the entry-level Evolution edition, complete with a smaller 40kWh battery and 118bhp motor (down from 148bhp paired with a 52kWh battery on the higher trims). At £22,995, it's the entry point to the 5 line-up. There's no doubt it looks fantastic even beside the quirky Inster, but I'll have to wait until later to drive it. As everyone plugs in to ensure that all the cars start this trip with 100 per cent charge, we confirm some ground rules. First and foremost, we must drive completely 'normally.' There will be no concessions towards hypermiling, overly slow driving when the range starts to run low, or any other shenanigans that would set us apart from a typical driver on a normal day. So aside from a couple of dynamic rural runs – all in the name of testing – we'll all be on our best behaviour. We stick to the speed limits, and the air-con remains set to 21 degrees or – in a car that doesn't have a temperature reading – in the middle of their temperature range. Ambient temperatures generally floated around the 20-degree mark for most of the day, which started in patchy cloud and gradually got worse, ending in torrential rain. Advertisement - Article continues below Skip advert Advertisement - Article continues below With everyone assigned cars for the first leg, I hop into the model which, if the stats are to be believed, should run out of juice first: the Dacia Spring. The Spring has been around for some time in mainland Europe, but the UK has only got it since a mid-life facelift, which brought a more distinctive look inside and out. Despite the jazzy new design, the Spring isn't exactly shy in hiding its budget feel. Yes, there's a smart touchscreen and digital driver's display, but it sounds and feels more like a 15-year-old supermini than a brand-new car. Much of the ergonomic design is very much like a 15-year-old supermini's, too – but that's not a complaint. The big, round dials for the air-conditioning, chunky switches in the centre of the dash, and large steering wheel shortcut buttons all feel incredibly easy to use; few electric vehicles are so easy for newcomers. There's even a manual handbrake and a key to turn the car on. As the convoy rolls off from the charging bays, the Spring is reading 132 miles on its trip computer. And immediately it's clear that, rather than slick aerodynamic trickery or clever energy- management systems, simplicity and light weight work in its favour. At a time when so many EVs splurge to well over two tonnes, the dinky Dacia weighs just 984kg. That can be felt in all that it does; it feels light and nippy like small cars used to, with its narrow body letting it squeeze through tight gaps. There's not much power to play with, so the aim is to conserve momentum – working hand in hand with its efficiency aims. Advertisement - Article continues below Skip advert Advertisement - Article continues below Unfortunately, there's one thing that works against conserving momentum, and that becomes clear as soon as we turn off for some rural driving. The Spring runs on Linglong tyres, and there's no way to put this delicately: they're awful. Even on warm, bone-dry roads, the budget rubber struggles to generate much grip. There's little feedback, either, so not only does the front axle scoot sideways sooner than you'd expect, but it's only the disconnect between steering angle and direction of travel that gives the game away that something is up. And no, nobody is demanding sports-car levels of cornering ability, but the Spring makes the next car I hop into, the Fiat Grande Panda, feel like a sports car through the same set of turns. In reality, the Panda is just a perfectly acceptable supermini to drive, with decent grip and keen steering, but it feels so much more secure – a big plus in the unlikely event of having to take emergency action to avoid a hazard. The Panda shows the Dacia that there's room for improvement. As it turns out, the Fiat reveals there's plenty more that its rivals can work on. All of these cars are built to a budget, but the Fiat will leave you feeling harder pressed than most to discover where Stellantis has pinched the pennies. The top-spec La Prima cabin is a joyous place to sit; the wood-effect trim on the dash contrasts with the clear yellow Perspex and the blue seat upholstery. It makes every other cabin here feel rather dull. Advertisement - Article continues below Skip advert Advertisement - Article continues below Well, almost every other cabin. We roll into Milton Keynes and I hop inside the Renault 5. We've banged on plenty about just how fantastic the new 5 feels, but with good reason; it, like the Panda, delivers a huge feelgood factor. But the 5's talents lie far beyond its retro-modern styling inside and out. It's fair to say that a motorway isn't the natural habitat for these pint-sized EVs, but owners will expect to drive on them from time to time. So our convoy carves around Milton Keynes' famous roundabouts and hits the M1 northbound, to test the cars' efficiency and motorway-speed cruising. The Renault 5 feels like the most complete model here. Refinement is top notch for a small EV; in terms of tyre roar, wind noise and stability, it feels like a clear step above its five rivals. Despite being the base model, performance is great, leaving most of the competition behind, and it handles sharply without being unduly firm. Our only criticism remains that it isn't the most spacious small car, but it's kind of average in the supermini segment - a little less than a Renault Clio, offering closer to Toyota Yaris levels of space. Advertisement - Article continues below Skip advert Advertisement - Article continues below We continue up the M1 to Northampton services, and stop there to check the state of play. The short higher-speed hop has seen a couple of cars use up plenty of their juice, and unsurprisingly, the Dacia is the one that's feeling the heat the most. Even though it's proving to be the most efficient so far, at 4.3mi/kWh, its battery level is dropping, so it's time for its chaperone to turn around and head back to Bedford, where we can run its battery down in close proximity to a charger. Next for me is the Dacia's closest rival, the Leapmotor T03, and we head north again. The T03 has already impressed us – enough that in a previous road-test encounter with a Dacia Spring, it emerged victorious. On that occasion, we felt that the margin of victory would have been much greater were it not for the fact that the Leapmotor's touchscreen-focused user interface was so poor; the tiny on-screen controls and fiddly sub menus are a pain to use, which is an even greater issue when basic functions such as the Leapmotor's lights and windscreen wipers are confined to the display. It doesn't take many miles on the road to work out where the T03's strengths lie compared with the Spring, though. It feels more sturdy, the cabin is more hushed and its slower, slightly heavier steering adds a sense of security on the road. It's still not exactly stunning through the corners, and sidewinds can catch that tall, narrow body, but at least it does wear some proper tyres – from Continental. Advertisement - Article continues below Skip advert Advertisement - Article continues below It appears our first contender has made it back to base. Ellis posts in the group chat: 'The Spring is dead! After 109.1 miles, it hit 0 per cent battery.' The final car I'm hopping into has 72 miles of range remaining. Saying that, I'm also 70 miles from Bedford, our targeted regroup point. The model is another Chinese newcomer: the BYD Dolphin Surf. We firmly believe it's the best the brand offers in the UK. While much of the BYD proposition is merely good rather than outstanding, the Dolphin Surf fights any shortcomings with really punchy pricing. The range starts at just £18,650 – barely any more than the Spring for a well equipped Fiesta-sized car – although that does only get you a modest 30kWh battery and 87bhp. We've got the top-spec Comfort, complete with 154bhp, a 43.2kWh pack and a starting price of £23,950. The generous standard kit is immediately apparent, with electric seat adjustment a novelty in this group. Despite the range estimate, I set off for base, with the air-con whispering gently in the background. While I don't want to drive too keenly, that 154bhp motor lends the Dolphin Surf some of the most punchy performance on this test – 0-62mph takes 9.1 seconds. Yet sometimes it's too punchy; in the rain, a heavy right foot can cause bursts of wheelspin before the traction control system reins things in. Advertisement - Article continues below Skip advert Advertisement - Article continues below The rest of the drive is a mixed bag. Refinement and ride are okay – not on the 5's level, but a bit more hushed at a cruise than the Inster. Instead, it's the steering that needs work; a sticky self-centring feeling means that you constantly make corrections without ever feeling it's where you want it to be. But that's nothing compared to the frustration of the driver-attention warning system. Peering slightly to the side to look around an approaching corner, looking close to the front of the car's nose when squeezing through a small gap, even a quick glance in the rear-view mirror; all of these things caused the car to demand attention with the grammatically incorrect instruction, 'keep eyes on road!' I soon turned it off and was instantly happier. Happiness turns to a little stress as the miles wear on, however. Another jaunt or two on 70mph dual carriageway roads has cut the range so that it's touch and go to make it back. When you just want to complete the journey after a long day, you're acutely aware of the constant battle raging between estimated range and the distance to go. There's 25 miles to home but only 24 miles of range remaining. Every hill causes a mild disgruntled chunter as it chips previous mileage from the range, while downhill stretches leave you with the merest hope that it can be recovered again. A mix of anticipation and willpower keeps as many lights green as possible, because braking and accelerating again will waste more mileage. I see other messages pop up from my colleagues – Rich is in the Panda, Phil in the Renault, Paul in the Leapmotor – suggesting all of those cars have lost their energy before the BYD. It's now only the Dolphin Surf and Hyundai Inster vying for the long-distance medal. Advertisement - Article continues below Skip advert Advertisement - Article continues below In the BYD, there's 10 per cent charge remaining. A warning light pops up on the dash. But it's not until the charge hits five per cent that it becomes a little twitchy. The mileage estimate disappears off the driver's display; the automotive equivalent of a car shrugging its shoulders and saying "you're on your own now, mate' and the power is restricted. Three miles from home, I have a choice: either take a straight dual carriageway that's right on the limit of that three miles, or take a shorter route that takes the form of a slower, twisty road that climbs steeply uphill. I go for the latter, and it proves to be the right decision. I make it to the chargers with just one per cent remaining, leaving the Dolphin Surf enough juice to circle the block a couple of times until its range turns to nought. So which car went furthest on a charge? That prize goes to the Inster, which covered 184 miles before running down to zero per cent. The Dolphin Surf was second, at 168 miles. Up next is the Renault 5, at 143 miles, beating the T03 by one mile. Not only did the T03 get closest to its WLTP range, its trip computer also recorded the most accurate data. The disappointment of the group was the Panda, which averaged just 3.1 miles/kWh on its way to a distance of 134 miles; motorway driving decimated its range. The car that covered the shortest distance was also the most efficient by some margin; in covering 109 miles, the Spring and its tiny battery averaged 4.4 miles/kWh. But distance wasn't the main consideration for this test – we wanted to find out how these EVs react when they reach zero, how easy they would be to live with every day. We've even worked out which costs the least money per mile not only to run, but to buy outright, based on its overall range. Advertisement - Article continues below Skip advert Advertisement - Article continues below On that first point, running these cars to the limit really helps to take your mind off the concerns over range. They all estimated their ranges impressively accurately, something that wasn't a certainty on EVs in the past. With some forward planning, it makes even longer journeys easier to work with. But it's time to conclude the final running order. Bringing up the rear is the Spring. It's cheap and its efficiency is superb, but that range will limit it to second-car only status for many, and the slightly cheap feeling in places makes us wonder if a used EV could offer more for less cash. The T03 has recently become more appealing, thanks to a £1,500 discount, which means, in terms of miles per pound of retail price, it's by far the best-value car here. But the same used versus new car debate remains. If it wasn't for the infuriating touchscreen, it likely would have fared much better. Fourth place doesn't look great for the Hyundai Inster, but it runs the two cars above very close. Its versatile cabin is the most spacious here, and its real-world range also led the way. Yet it's expensive compared with rivals, and the cabin finish and overall refinement don't quite align with that price. There's a tie for second place between the Fiat Grande Panda and the BYD Dolphin Surf. The Panda is a very likeable car, it's roomy (with a generous boot), great to drive and very desirable, but it's let down by poor efficiency here – especially at higher speeds. In this company, the Dolphin Surf delivers superb value for money, with plenty of kit, space and comfort. It was second best overall in terms of range, so it could realistically be used as an only car. Advertisement - Article continues below Skip advert Advertisement - Article continues below All six of us unanimously agreed that the Renault 5 should take top spot. It's priced competitively among this group of EVs and its efficiency isn't far off some much more basic and less powerful rivals, yet it also feels like a significantly more expensive car than anything else here. Its cabin design, refinement, quality, handling and in-car tech feel a significant cut above this competition. As far as cheap, small EVs go, it's a clear winner. Ranking Car Price Net battery capacity Distance covered Official range % of official range achieved DC charge rate Indicated mi/kWh Calculated mi/kWh Pence per mile at 70/79p/kWh Retail price per mile 1 Renault 5 E-Tech Evolution 120hp £22,995 40kWh 143 miles 193 miles 74.10% 80kW 3.9 3.6 1.9/21.9 £160.80 =2 BYD Dolphin Surf Comfort £23,950 43.2kWh 168 miles 200 miles 84.00% 85kW 4.3 3.9 1.8/20.3 £142.56 =2 Fiat Grande Panda La Prima £24,000 43.7kWh 134 miles 199 miles 67.30% 100kW N/A 3.1 2.3/25.5 £179.10 4 Hyundai Inster 02 £26,755 49kWh 184 miles 229 miles 80.30% 85kW 3.9 3.8 1.8/20.8 £145.41 5 Leapmotor T03 £15,995 36kWh 142 miles 165 miles 86.10% 48kW 3.9 4 1.8/19.8 £102.08 6 Dacia Spring Extreme 65 £16,995 25kWh 109 miles 142 miles 76.80% 30kW 4.2 4.4 1.6/18.0 £155.92 Price: £23,950 £23,950 Powertrain: 43.2kWh battery, 1x e-motor 43.2kWh battery, 1x e-motor Power/torque: 154bhp/180Nm 154bhp/180Nm WLTP range: 200 miles 200 miles 0-62/top speed: 9.1 seconds/93mph 9.1 seconds/93mph Size (L/W/H): 3,990/1,720/1,590mm Tester's notes by Dean Gibson The lurid yellow paint won't be to all tastes, but get beyond that and the Dolphin Surf offers a lot of car for the money. The kit is on a par with far higher-spec machines – it even features BYD's trademark rotating infotainment touchscreen. There are a few ergonomics that take some getting used to. The drive selector is on the end of a bank of rotary controls and is somewhat hidden away, while putting it into park needs a press of the end of the row of controls, so you're trying to press something you can't actually see. Advertisement - Article continues below Skip advert Advertisement - Article continues below The touchscreen is the hub through which everything is controlled, but it's not the most intuitive set-up, and the safety systems are extremely over-zealous in their activation. While the BYD is fine to drive, the snappy throttle response seems unnecessary. The power delivery is quite punchy, and even in a straight line the front wheels can torque steer as the tyres scrabble for grip. Latest BYD Dolphin Surf deals Price: £16,995 £16,995 Powertrain: 26.8kWh battery, 1x e-motor 26.8kWh battery, 1x e-motor Power/torque: 64bhp/113Nm 64bhp/113Nm WLTP range: 142 miles 142 miles 0-62/top speed: 13.7 seconds/78mph 13.7 seconds/78mph Size (L/W/H): 3,701/1,583/1,519mm Tester's notes by Ellis Hyde 'Flimsy' is the best and most polite word I can use to describe the Dacia Spring. It's immediately obvious from the tinny sound as you close the doors. Its compact size means that few gaps are too small in town, but the tall, narrow body means you'll have to brace yourself from any crosswinds if overtaking a lorry on the motorway. In windy weather, the Spring can feel a bit unsettled at times. At least there's little concern about the lane-keep system getting unsettled by the gusts though, because unlike so many of its rivals here, the Dacia makes it incredibly easy to disable the driver-assistance tech. Advertisement - Article continues below Skip advert Advertisement - Article continues below Where the Chinese competition forces the user to dive into touchscreen menus to switch off the lane-keep assist and speed-limit warnings, a simple physical shortcut button does the trick in Dacia's smallest model. Latest Dacia Spring deals Price: £24,000 £24,000 Powertrain: 44kWh battery, 1x e-motor 44kWh battery, 1x e-motor Power/torque: 111bhp/122Nm 111bhp/122Nm WLTP range: 199 miles 199 miles 0-62/top speed: 11.0 seconds/82mph 11.0 seconds/82mph Size (L/W/H): 3,999/1,763/1,629mm Tester's notes by Richard Ingram Despite sitting on the Stellantis group's most basic 'Smart Car' platform, the Fiat felt more grown up to drive than most of the cars here. It's still susceptible to the odd crosswind – this is a relatively upright vehicle, with not a lot of weight to hold it down – but it feels substantially more car-like than both the Dacia and Leapmotor, if not quite as deft as the Renault 5. It's comfortable, too; I did the longest of my various stints in the Grande Panda, and despite being subjected to some pretty dire weather and heavy rain at times, I wasn't desperate to get out and into something else. Latest Fiat Panda deals Price: £26,755 £26,755 Powertrain: 49kWh battery, 1x e-motor 49kWh battery, 1x e-motor Power/torque: 113bhp/147Nm 113bhp/147Nm WLTP range: 229 miles 229 miles 0-62/top speed: 10.6 seconds/93mph 10.6 seconds/93mph Size (L/W/H): 3,825/1,610/1,575mm Tester's notes by Alex Ingram Advertisement - Article continues below Skip advert Advertisement - Article continues below Unlike the flattering WLTP test cycle, our efficiency test included some dynamic rural road runs and long motorway stints, but the cars were all treated equally so we can use those results to gauge a relative rating between them all. With that in mind, the Inster scored a solid mid-table result in terms of energy use – almost a match for the BYD Dolphin Surf, and slightly behind the two dinky city cars: the Dacia and the Leapmotor. The Hyundai's trip computer calculated its efficiency rating more accurately than all but the Leapmotor too, which makes it easy to trust on the occasions that you do need to make a longer journey – something the Inster's decent range makes it the best for here. Latest Hyundai Inster deals Price: £15,995 £15,995 Powertrain: 37.3kWh battery, 1x e-motor 37.3kWh battery, 1x e-motor Power/torque: 94bhp/158Nm 94bhp/158Nm WLTP range: 165 miles 165 miles 0-62/top speed: 12.7 seconds/81mph 12.7 seconds/81mph Size (L/W/H): 3,620/1,652/1,577mm Tester's notes by Paul Barker In some ways, you get what you pay for, in others the Leapmotor impressed. At less than £17k (pre-discount), you're never going to get a car that feels as welcoming or characterful as the Panda or Renault 5. The T03 feels functional and cheap inside, because it is cheap even in this company, but you really feel the difference in terms of how the cabins look, feel and welcome you. The exterior is ungainly with a narrow body sitting on those skinny wheels where its rivals have some style and character. Advertisement - Article continues below Skip advert Advertisement - Article continues below But the T03's range performance is impressive. That's a very decent result versus its official range figure, and gives confidence in the tech. In excess of 150 miles would easily be possible in the right conditions. Focus on what it is – cheap, no-frills, reliable and sensible transport – and this car can really work in the right circumstances. But we'd wait for the mooted styling overhaul. Price: £22,995 £22,995 Powertrain: 40kWh battery, 1x e-motor 40kWh battery, 1x e-motor Power/torque: 120bhp/225Nm 120bhp/225Nm WLTP range: 193 miles 193 miles 0-62/top speed: 9.0 seconds/93mph 9.0 seconds/93mph Size (L/W/H): 3,922/1,774/1,498mm Tester's notes by Phil McNamara Europe vs China: the car industry's battle for supremacy underscores this test. Renault and Fiat used the same heritage-led approach to create desirable EVs with superb interiors. Designer Francois Leboine shaped both of them, working on the R5 before becoming Fiat's head of design. With its beautiful grey fabric armchairs, grooved surfaces and minimalist controls, the Renault creates a beautiful, living room ambience. It's the complete opposite to the impressive BYD, with its cockpit's bank of stylish but fiddly rocker switches and zany exterior lines. And the less said about Leapmotor's Noddy-car looks, the better. I spent a lot of time tailing the Panda, whose blocky design has so much road presence, topped by that exquisitely retro 'PANDA' script on the boot. The Europeans trigger warm nostalgia, a powerful sentiment to fuel commercial success. Advertisement - Article continues below Skip advert Advertisement - Article continues below Latest Renault 5 deals Unlike some of the other cars in the test, which warn of a low battery when the charge drops to 20 per cent, the Dolphin Surf saves its alert until it hits 10 per cent. Keep pushing through the rest of the battery energy, and at five per cent the estimated range display goes blank and – despite no obvious warning – power becomes limited to a maximum output of 50kW – that's the equivalent of 67bhp – to maximise the remaining charge. Running out of battery in the Dacia Spring was about as dramatic as a school nativity play. The only hint of concern was a suggestion that we could use Eco mode as we hit 13 per cent charge remaining. Once we reached 2 per cent, the instrument panel stopped showing a range estimate but didn't bring our attention to that fact. By that point we felt the Spring was struggling to accelerate even to 20mph, but it probably wasn't that much quicker when it was fully charged. We had 24 per cent energy remaining when the Grande Panda first warned us of its low range – a small orange battery light popped up on the driver's display to alert us. At around four per cent energy, the Fiat's range estimate readout turned blank and the battery warning light switched from orange to red. At this point the Grande Panda's climate control system switched off and couldn't be turned back on again. At one per cent, the warning 'Battery level critical: Performance reduced' appeared on the digital display. Our first on-screen warning came with the Inster's battery at 20 per cent, with the charge bar turning amber and accompanied by a polite request to visit the nearest charging station. At 10 per cent capacity, the bar turned red and made the same request. With the battery gauge down to zero and no range showing, a tortoise icon appeared on the display with a 'Power limited' sign, but the car's responses didn't alter. At zero capacity and range, the display read 'Charge immediately Power limited'. battery demise in the T03 was pleasantly manageable and gradual. A light on the dash popped up with zero fanfare when 20 per cent of the battery remained. When we got below 10 per cent, the car felt sluggish and reluctant to accelerate, but there were no major warnings. Advertisement - Article continues below Skip advert Advertisement - Article continues below At four per cent, a 'Low battery please charge immediately' warning repeatedly appeared on the dash, and then the miles to empty went blank to reinforce the point. Although power was severely limited, we cruised into Brewpoint's car park to charge. The Renault 5 treats your impending marooning with a Gallic shrug. The French manufacturer's newcomer doesn't bat a headlamp until there's only 15 per cent battery left, at which point the icon goes amber and politely enquires if you've entered Eco mode. At five per cent and with 12 miles remaining, the battery icon starts flashing red and the projected range remaining evaporates. That was unlike the power, which wasn't throttled back at any point, even when the electric supermini reached zero battery remaining. Alex Ingram - chief reviewer 1. Renault 5 2. Hyundai Inster 3. BYD Dolphin Surf 4. Fiat Grande Panda 5. Leapmotor T03 6. Dacia Spring Richard Ingram - deputy editor 1. Renault 5 2. BYD Dolphin Surf 3. Fiat Grande Panda 4. Hyundai Inster 5. Leapmotor T03 6. Dacia Spring Paul Barker - editor 1. Renault 5 2. Fiat Grande Panda 3. Hyundai Inster 4. BYD Dolphin Surf 5. Leapmotor T03 6. Dacia Spring Phil McNamara - editor-at-large 1. Renault 5 2. BYD Dolphin Surf 3. Hyundai Inster 4. Fiat Grande Panda =5. Dacia Spring =5. Leapmotor T03 Dean Gibson - senior test editor 1. Renault 5 2. Fiat Grande Panda 3. Hyundai Inster 4. BYD Dolphin Surf 5. Dacia Spring 6. Leapmotor T03 Ellis Hyde - news reporter 1. Renault 5 2. Fiat Grande Panda 3. BYD Dolphin Surf 4. Hyundai Inster 5. Leapmotor T03 6. Dacia Spring Making the switch? Our Find a Car service has plenty of top EVs ready to go with new, used and leasing deals to choose from... Find a car with the experts Hyundai reduces prices across its entire EV range Hyundai reduces prices across its entire EV range Korean brand acts swiftly to cut prices on all its electric cars, amid confusion over Government's grant scheme New Citroen C5 Aircross SUV undercuts the Volkswagen Tiguan by a huge £7k New Citroen C5 Aircross SUV undercuts the Volkswagen Tiguan by a huge £7k Citroen's revamped flagship C5 Aircross SUV is available to order now with hybrid or electric power Car Deal of the Day: Polestar 4 is a head-turning EV for a super cool price Car Deal of the Day: Polestar 4 is a head-turning EV for a super cool price The 'car with no rear window' is looking seriously cheap on lease right now. It's our Deal of the Day for July 28
The Independent
19 minutes ago
- The Independent
Edmunds small luxury SUV test: 2025 Acura ADX vs 2025 BMW X1
The 2025 Acura ADX is all-new this year, and it takes its place as Acura's smallest and least expensive crossover SUV. If you think Acura's RDX or MDX are too big or too expensive, the entry-level ADX could very well satisfy. Among many rivals the ADX faces, one of the most well-established models is the 2025 BMW X1. The X1 arrived in BMW dealerships more than a decade ago, and BMW released this latest third-generation X1 for the 2023 model year. Similar to how Acura positions the ADX, the X1 is the entry point to BMW's extensive lineup of SUVs. The ADX and X1 each have seating for five and city-friendly dimensions. But there are differences in price, features and how each drives. Edmunds' team of experts tested them to find out which pint-size SUV is the better buy. Engines and fuel economy The ADX has a 190-horsepower turbocharged four-cylinder engine paired to a continuously variable automatic transmission. Front-wheel drive is standard, and all-wheel drive is optional. Unfortunately, Edmunds found the ADX lacks the refined dynamics found in other Acura vehicles, particularly regarding acceleration. The ADX needed 9.4 seconds to go from zero to 60 mph during Edmunds' testing. This is much slower than nearly all direct rivals, including the spry X1. In comparison, the BMW X1 delivers more of the premium driving feel expected in a luxury vehicle. A turbocharged four-cylinder produces 241 horsepower in the entry-level xDrive28i model or 341 horsepower in the zesty M35i. Each is fitted to a seven-speed automatic transmission and, unlike the ADX, all-wheel drive is standard. Edmunds found its xDrive28i test vehicle needed only 5.9 seconds for the same sprint to 60 mph. That's a difference you'll feel whenever you need to get up to speed on the highway or desire a burst of power to pass a slow-moving car. Fuel economy is a bragging point of both SUVs. The ADX and X1 xDrive28i each offer an EPA-estimated 28 mpg combined city/highway — this dips to 27 mpg when the ADX is fitted with all-wheel drive. Winner: BMW X1 Features and value On price alone, the ADX appears the clear winner. It starts at $36,350 including destination charges. That's thousands less than the X1's entry-level price of $42,525. Standard features in the ADX include synthetic leather upholstery, a 9-inch touchscreen, wireless smartphone connectivity, wireless device charging, and ambient LED interior lighting. It also comes packed with an impressive roster of driver aids, such as blind-spot warning, adaptive cruise control and lane keeping assistance. While the X1 is more expensive, it does get all-wheel drive as standard and not an extra-cost option like it is on the ADX. The racy M35i delivers plenty of punch, though it comes with a price — specifically one starting north of $50,000. Similar to its Acura rival, the X1 is nicely equipped with tech features like a digital instrument display, a 10.2-inch touchscreen and wireless smartphone connectivity. The X1 doesn't come with as many standard driver aids, though it does offer a few extra ones that can't get on an ADX at all. Winner: tie Comfort and utility Edmunds experts found the front seats in the ADX A-Spec Advance test vehicle comfortable, highly adjustable, and wrapped in quality leather upholstery. In comparison, the optional M Sport front seats of Edmunds' X1 test vehicle proved great at holding you in place during quick cornering but possibly too firm for ensuring comfort on long drives. The same held true for the X1's sport-tuned suspension; Edmunds suggests choosing standard seat and suspension settings to boost the X1's comfort levels. Both come standard with heated front seats, but only the ADX has available ventilated seats to help you stay cool on hot days. In the X1's favor is its quiet cabin. The ADX, in contrast, lets in a lot of wind and road noise when you're driving on the highway. Both of these SUVs are respectably roomy. The X1 has more overall headroom front and rear, though the ADX fights back with a small edge in rear legroom. Cargo space is another near tie — the ADX provides up to 24.4 cubic feet of storage compared to 25.7 cubic feet with the X1. This is a close category, but the X1 has enough of an advantage to give it the edge. Winner: BMW X1 Edmunds says The Acura ADX will appeal to you if you're looking for a small crossover SUV that's attractively priced. But it also doesn't do much to differentiate itself from a field full of more accomplished rivals. Overall, Edmunds recommends the X1. It's enjoyable to drive and pleasingly luxurious while still being practical. ____________ This story was provided to The Associated Press by the automotive website Edmunds. Nick Kurczewski is a contributor at Edmunds.
The Independent
19 minutes ago
- The Independent
Man United hire F1 guru who has never worked in football to lead data department
Manchester United have appointed a serial winner from Formula One as their new data guru in a bid to use AI to transform their fortunes. Mike Sansoni, who contributed to eight world championship-winning seasons in an 11-year spell at the Mercedes F1 team, has joined United as director of data. Sansoni, who has never worked in football before and was Mercedes' senior performance engineer, replaces Dominic Jordan, who left United last year. But Sansoni, who will report to chief executive Omar Berrada at Old Trafford, is known to United co-owner Sir Jim Ratcliffe as Ineos have a minority stake in Mercedes. United want Sansoni to use his knowledge of data and artificial intelligence to make a huge difference and, after making 450 people redundant, will appoint further people to his team. They said: 'He has been tasked with establishing Manchester United as a data-led organisation, embedding predictive and AI-driven decision-making across football and the wider club.' United have also appointed former Channel 4 director Kirstin Furber as their new people director. Furber, who has also worked for other broadcasters in BBC Worldwide and 20th Century Fox, has been on the board at British Wheelchair Basketball and the London Football Association.
