Latest news with #automotive
Reuters
37 minutes ago
- Automotive
- Reuters
Fearing China's small car rivals, Stellantis, Renault lobby EU for fewer rules
PARIS, June 20 (Reuters) - With Chinese automakers pushing into Europe, Stellantis and Renault are lobbying for a new, less-regulated category of small cars with fewer safety features, making them cheaper to build. Over the last two months, Stellantis ( opens new tab Chairman John Elkann and Renault ( opens new tab CEO Luca de Meo have engaged in a rare public campaign to get the European Union to consider the matter. The aim is to revive a small car segment largely abandoned by Europe's automakers as such models were unprofitable, a problem they blame on regulations that make the vehicles larger, heavier and more expensive. Elkann last week said Europe needs its own version of Japan's "kei cars", small, urban vehicles with size and engine restrictions that enjoy lower tax and insurance costs - which he said could be called the "e-car". "There's no reason why if Japan has a kei car, which is 40% of the market, Europe should not have an e-car," he said at an event in Turin, echoing similar comments in a joint editorial with Renault's de Meo published last month. Though de Meo is set to leave Renault in July, the company is expected to maintain its support for the proposal. "Small cars are a pocket of growth one cannot, and must not, ignore right now," said Francois Provost, Renault's director of procurement, partnerships, and public affairs. Chinese rivals have so far focused on larger EVs and hybrids in their bid for market share in Europe, but smaller EVs are on the way. The Dolphin Surf from China's BYD ( opens new tab hit the market one month ago, priced from under 20,000 euros ($23,124) with features such as a rotating large touch screen and anti-steam rear mirrors. By comparison, the Renault 5, which is similar though can carry one more passenger, costs almost 5,000 euros more when similarly equipped. Facing that pressure, European manufacturers are examining the potential for cheaper cars to help them boost sales and achieve their CO2 targets, said Flavien Neuvy, auto analyst and head of research firm Cetelem. "The market is down 20% compared with 2019, so there is not enough volume for everyone, and the Chinese are coming," he said. Though small cars currently account for just 5% of the market, they made up as much as half the market in the 1980s, and the segment could rebound with more launches, said S&P Global, which estimates sales could reach 600,000 by 2030, up about 20% from last year. The lobbying effort targets the EU's General Safety Regulations 2 (GSR2), which mandates safety features such as side airbags, sensors detecting whether a driver is falling asleep, lane-crossing warning, and more thorough crash tests. Such requirements and European rules on pollution add between 850 and 1,400 euros ($983-$1,607) to the cost of a car, estimates a source familiar with the lobbying. Lobbyists argue there is no need for safety requirements like those for high-speed collisions when it comes to small cars designed for city drivers. Backed by industry group the European Automobile Manufacturers Association (ACEA), they want an entirely new vehicle category called M0, or e-car. The European Commission is looking into the matter, said spokesperson Lea Zuber. Revamping requirements for smaller cars without compromising on safety will be complex and will not necessarily be implemented, said people familiar with the discussions. And whether less-regulated models could compete against Chinese EVs also remains to be seen. Matthew Avery, director of strategic development at Euro NCAP, which tests new cars for safety, said the idea that small city cars would not be involved in highway accidents is nonsense. The Chinese are bringing cars to Europe that consistently get five-star ratings from Euro NCAP, said Avery. Although its ratings do not carry legal weight, consumers take them into account and many corporate fleets will not buy cars with less than five stars. A change in regulations to cut some safety requirements could leave smaller European cars with two- or three-star ratings, Avery said. "If they want to, they can de-spec a car for safety," Avery said, but noted Euro NCAP's tests and safety ratings will remain unchanged. "Our job is just to say, well, this car is safer than that car." Emmanuel Bret, deputy head of BYD France, says the company will continue offering small cars that meet all current EU regulations and that blaming the bloc for making them unaffordable is just "a lot of excuses". "Let customers choose," Bret said. ($1 = 0.8714 euros)
Yahoo
38 minutes ago
- Automotive
- Yahoo
Analysis-Fearing China's small car rivals, Stellantis, Renault lobby EU for fewer rules
By Gilles Guillaume PARIS (Reuters) -With Chinese automakers pushing into Europe, Stellantis and Renault are lobbying for a new, less-regulated category of small cars with fewer safety features, making them cheaper to build. Over the last two months, Stellantis Chairman John Elkann and Renault CEO Luca de Meo have engaged in a rare public campaign to get the European Union to consider the matter. The aim is to revive a small car segment largely abandoned by Europe's automakers as such models were unprofitable, a problem they blame on regulations that make the vehicles larger, heavier and more expensive. Elkann last week said Europe needs its own version of Japan's "kei cars", small, urban vehicles with size and engine restrictions that enjoy lower tax and insurance costs - which he said could be called the "e-car". "There's no reason why if Japan has a kei car, which is 40% of the market, Europe should not have an e-car," he said at an event in Turin, echoing similar comments in a joint editorial with Renault's de Meo published last month. Though de Meo is set to leave Renault in July, the company is expected to maintain its support for the proposal. "Small cars are a pocket of growth one cannot, and must not, ignore right now," said Francois Provost, Renault's director of procurement, partnerships, and public affairs. Chinese rivals have so far focused on larger EVs and hybrids in their bid for market share in Europe, but smaller EVs are on the way. The Dolphin Surf from China's BYD hit the market one month ago, priced from under 20,000 euros ($23,124) with features such as a rotating large touch screen and anti-steam rear mirrors. By comparison, the Renault 5, which is similar though can carry one more passenger, costs almost 5,000 euros more when similarly equipped. Facing that pressure, European manufacturers are examining the potential for cheaper cars to help them boost sales and achieve their CO2 targets, said Flavien Neuvy, auto analyst and head of research firm Cetelem. "The market is down 20% compared with 2019, so there is not enough volume for everyone, and the Chinese are coming," he said. Though small cars currently account for just 5% of the market, they made up as much as half the market in the 1980s, and the segment could rebound with more launches, said S&P Global, which estimates sales could reach 600,000 by 2030, up about 20% from last year. 'A LOT OF EXCUSES' The lobbying effort targets the EU's General Safety Regulations 2 (GSR2), which mandates safety features such as side airbags, sensors detecting whether a driver is falling asleep, lane-crossing warning, and more thorough crash tests. Such requirements and European rules on pollution add between 850 and 1,400 euros ($983-$1,607) to the cost of a car, estimates a source familiar with the lobbying. Lobbyists argue there is no need for safety requirements like those for high-speed collisions when it comes to small cars designed for city drivers. Backed by industry group the European Automobile Manufacturers Association (ACEA), they want an entirely new vehicle category called M0, or e-car. The European Commission is looking into the matter, said spokesperson Lea Zuber. Revamping requirements for smaller cars without compromising on safety will be complex and will not necessarily be implemented, said people familiar with the discussions. And whether less-regulated models could compete against Chinese EVs also remains to be seen. Matthew Avery, director of strategic development at Euro NCAP, which tests new cars for safety, said the idea that small city cars would not be involved in highway accidents is nonsense. The Chinese are bringing cars to Europe that consistently get five-star ratings from Euro NCAP, said Avery. Although its ratings do not carry legal weight, consumers take them into account and many corporate fleets will not buy cars with less than five stars. A change in regulations to cut some safety requirements could leave smaller European cars with two- or three-star ratings, Avery said. "If they want to, they can de-spec a car for safety," Avery said, but noted Euro NCAP's tests and safety ratings will remain unchanged. "Our job is just to say, well, this car is safer than that car." Emmanuel Bret, deputy head of BYD France, says the company will continue offering small cars that meet all current EU regulations and that blaming the bloc for making them unaffordable is just "a lot of excuses". "Let customers choose," Bret said. ($1 = 0.8714 euros) Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Auto Car
44 minutes ago
- Automotive
- Auto Car
This tyre-roasting Mercedes supercar was once £142,000 – now it's a £12k bargain
An autumn day in 2003. The job was a good one: compare a Bentley Continental GT with a Mercedes-Benz CL65 AMG. I must confess I went into it carrying something no road tester should: prejudice. Not nationalistic prejudice, or brand prejudice - more a suspicion that this rakish new Bentley, with its W12, all-wheel drive, and beautiful cabin, would be the better car. The Merc, I thought, would be just another blinged-up AMG sledgehammer. The torque figure should have given me pause. 738lb ft is a lot. Enough, in fact, that the Bentley was comfortably outgunned in a straight line. Still, I suspected it would be the more satisfying, more rounded car. The CL65, after all, was painted in Dubai-spec off-white and wore more chrome than a Lincoln Town Car. Its cabin looked like a Mercedes C-Class trimmed in walnut and switchgear. I took the Bentley out first. Its key fob was an intricate thing, all knurled chrome and deep enamel. I headed for what Autocar once called the 'ride road,' a narrow lane near Chobham test track with lots of crests, camber, and broken surfaces. It used to be a brutal test of suspension finesse, until the council resurfaced it. Still, the Bentley's plush ride revealed its limits on this road. The GT did well, considering its mass, but the short, sharp stuff caught it out. The cabin creaked. The seats squeaked. The leather made that curious rubbing noise you get in Jaguars and old Jermyn Street shoe shops. The Bentley felt indomitable, not least because it put its power down cleanly. And the cabin really was a wonderful place to be. But it still drove too much like a posh Phaeton. Later GTs would improve the formula dramatically. But on that day, it was the Mercedes that impressed. The ride quality was the first surprise. Thanks to its clever ABC hydraulic suspension and four square Michelins, the CL65 soaked up the surface like a Mercedes S-Class. Then, in the next moment, it would turn in like a hot hatch. It was a riot. You could pull the ESP back, roast the tyres, or just use that astonishing torque to lean on the rear axle and power out of corners like a massive, automatic Caterham. It was faster than the Bentley and more fun. It won the test. It was also more spacious in the back and scored bonus points for having a boot. The interior was still a bit C-Class, but somehow that mattered less now. I wasn't the only one who loved it. A friend of mine worked at Mercedes at the time. He convinced his boss to enter a CL65 demonstrator in the Brighton Speed Trials. It monstered a Ferrari F40, clocking 12.57s to the Ferrari's 12.88s. All he had to do was press the brake, floor the throttle, wait for the torque converter to stall, then release. The V12 bellowed and the gearbox cracked through its ratios like a switchblade. The commentator, used to Allards and backyard specials, couldn't quite believe it. 'Ladies and gentlemen,' he announced, 'this is a completely stock car.'
Top Gear
an hour ago
- Automotive
- Top Gear
Porsche Taycan Sport Turismo Review 2025
Porsche claims the designers have 'sharpened the lines'. But they appear to have done so with blunt pencils. Not much has changed there. Still a good looking car – better than the Taycan saloon we reckon – so we'll forgive and move on. Reckon it's a shame the Sport Turismo doesn't get the full house Turbo GT motors? You're wrong in the head. 2.4-to-62mph is enough for anyone. Those are the most significant, yes. Look, the motors are more powerful but rather than list them all, let's focus on the mid-range GTS. Instead of 509bhp (589 with launch control) you now get 597bhp, rising to 691. So about a hundred more. Worth having. The Turbo S now peaks at 939bhp. Despite the bigger battery and more standard kit, weight is claimed to be down across the range, if only by 15kg. About 0.7 per cent. Be warned, the updates are geeky. Battery size has increased from 93kWh to 105. Together with some nifty software tweaks and upgrades this means it charges faster (up to 320kW rather than 270, so 10-80 per cent in 18 minutes) and goes further. Up to 35 per cent further in the case of the entry level Taycan Sport Turismo and its 404-mile range. Even the hairiest Turbo S claims 375 miles. Previously, peak power figures were only available with launch control. However now there's a 'push to pass' button in the centre of the rotary drive mode controller on the steering wheel, which gives you 10 seconds of maximum attack. Provided you've had the Sport Chrono kit fitted. Is the Cross Turismo still kicking around? It is, and you can read about it here. Clicking a link too much for you? Here's a precis: it's pretty much identical to the Sport Turismo but has a higher ride height and some extra body cladding to give it more of an off-road vibe. The Cross Turismo also has a couple of small adaptations to make it ride slightly more gently – new wheel mounts and softer anti-roll bars. Back to the Sport Turismo though – a rival to the Audi RS6 and BMW M5 Touring, then? Absolutely, provided you're happy to give up your V8 soundtrack as well as your hydrocarbons. The £119,200 GTS is the most driver focused Sport Turismo (20 per cent more roll stiffness than the Taycan Turbo S. That's a thing) and priced in line with both rivals. It's a sharper handling, better riding car than both as well, manages to feel small on the road when it absolutely isn't (measuring 4,963mm long by 1,966mm wide) and has a turn of pace neither can match. But as we all know, the engine and gearbox combo is a hard one to give up. Even if you could square that away, another problem is likely to rear its head – the Sport Turismo's lack of cabin space. Is it really that small inside? Unfortunately, yes it is. While it is very useful having an 81-litre frunk if you are doing a quick shop or just need somewhere to put your cables, the premise for the Sport Turismo is to double up as a family holdall. However, the boot only measures 405 litres, extending to 1,171 with the seats folded. This puts it in line with the VW Golf (381/1237 litres).If you are assuming all the space has been put into the rear seats, you're wrong. More on all this in the Interior tab. How about the rest of the driving environment? In terms of interior functionality and design, it's thoroughly thought through and every bit as impressive to use and live with as the regular Taycan. Great cabin design, top notch quality. It is low though and for that and a couple of other reasons we'd point you at a Cross Turismo if you have practicality in mind. The plastic cladding should shirk scuffs and it has a sense of ruggedness that's more likely to play better with family life. What does the Sport Turismo cost? £1,000 more than the equivalent four-door Taycan saloon, which makes it the better choice as far as we are concerned. There are five models in the range, with prices starting from £89,200 for the entry level 435bhp model, through to £163,200 for the flagship Turbo S. The sweet spot lies more down the range than up it. You've probably read the horror stories about depreciation already. We'll cover that in the Buying tab. How does it drive? As we said, the sweet spot is low down the range. The faster ones just bring bigger, shinier numbers. Chiefly the price. The GTS is quite compelling though. The adaptive three-chamber air springs and low centre of gravity combine to create a car with immense body control and family-friendly comfort levels. Although think control rather than cushioning as the general strategy. It's crisp, smooth and quiet, just with a fraction more emphasis on steering clarity and chassis response than other Taycans. But the margins of difference between the models are slight and seem only more so when the only way to tell the powertrains apart is from the level of shove in your back.
Auto Blog
4 hours ago
- Automotive
- Auto Blog
Honda Launches Killer Civic Lease Offer For June
An enticing Honda Civic lease offer Compact cars aren't exactly a dime a dozen these days, but the Honda Civic remains a popular pick among first-time and veteran buyers alike. Available in multiple bodystyles, as well as in two performance variants, there's truly a Civic for every driver. This June, Honda is running an enticing lease offer on both the sedan and hatchback models. Both lease deals are a bargain, $289 per month, with either $3,899 or $3,999 due at signing, depending on the bodystyle. Honda Civic remains a true value The Honda Civic receives several updates for the 2025 model year, namely in the headlights and front bumper. With the introduction of the hybrid model, the sedan is now only available in two trim levels, while the hatchback is only offered in a single model. Perhaps most notably, the Civic's turbocharged engine is no longer available, and the hatchback loses its manual transmission. The Honda Civic Sedan and Hatchback June lease offers are specific to the Sport trim, both of which come powered with a 150-horsepower engine mated to a CVT. A model known for its efficiency, the Civic Sedan Sport is rated for an EPA-estimated 31 mpg in the city and 39 mpg on the highway. The Civic Hatchback Sport earns one mile per gallon less in both categories. Both the 2025 Honda Civic Sedan and Hatchback Sport come comparably equipped, rolling out on athletic 18-inch gloss black wheels complemented by LED headlights and gloss-black side mirrors. Notably, the sedan comes with a chrome exhaust finisher and black upper window trim. Inside, the Civic Hatchback features sport pedals and red ambient lighting, while the sedan includes a leather-wrapped steering wheel. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. As for tech, both 2025 Honda Civic body styles come equipped with a seven-inch touchscreen display. Apple CarPlay and Android Auto compatibility come standard, as does an eight-speaker audio system. Regardless of body style, the Honda Civic comes equipped with a full suite of safety systems, including road departure mitigation, lane keeping assist, and traffic sign recognition. Honda Civic lease offers for June 2025 This June, Honda is running an aggressive Civic Sedan lease deal: $289 per month, with $3,899 due at signing. If you need more interior space, Honda is running a sweet deal on the Civic Hatchback as well, with a $289 monthly payment and a $3,999 down payment. These lease offers appear to be a nationwide deal. Both lease offers span a 36-month term with an annual 10,000-mile allowance. Act quickly, though, as this lease deal is only valid through July 7th! Source: Joseph Pudlewski If you want to minimize your upfront payments, you may be able to spread the down payment across the 36-month term. If you take that route, the Honda Civic Sedan would cost you roughly $397.31 per month. The Civic Hatchback would be slightly more expensive, at $400.09 per month. $0 down options may vary according to region, and not all consumers will qualify. Always get an estimate directly from Honda. Final thoughts The Honda Civic returns for another year, maintaining its reputation for reliability, efficiency, and value. With plenty of tech and slick styling across the lineup, it's no wonder the Civic is a top contender among compact cars. If you're in need of a new daily driver, this June lease deal is a great time to get behind the wheel of the 2025 Honda Civic. These lease offers are valid through July 7th, so don't procrastinate! Lease offers may vary according to location, vehicle configuration, and are subject to credit approval. Advertised monthly payments don't necessarily include taxes, title, registration, or other fees. To learn more about your local 2025 Honda Civic lease offers, visit the official Honda website and enter your zip code. *Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle. About the Author Joseph Pudlewski View Profile
