BAIC’s Arcfox T1 turned up in China in September 2025 as the brand’s smallest thing yet — an A0-class electric hatchback with crossover styling, the kind of car you point at a BYD Dolphin and call a fair fight. It sits below the T5 in the range, wears the ARCFOX badge abroad just like at home, and it’s already reaching export markets, so what a dealer ends up ordering really does depend on which spec sheet the destination gets. Arcfox T1 is the name on the tailgate in most places; the 2026 facelift gets called Beta T1 in a few, same car underneath.

Cheap and useful is the whole pitch. One battery, motors up front, nothing burning, and a wheelbase that’s longer than the body length would have you guess — 2770 mm under 4.34 m of overall length, which is why the back seats don’t feel like an afterthought.

Exterior

Smooth rather than tough, which is the right call at this size. Up front the ARC-FLOW face runs one full-width light bar with the headlights tucked into the ends, and most trims black out the roof for a two-tone look — quiet, not shouty. The bit I’d actually point out to a customer is that it reads more expensive than the price tag suggests, spoiler lip and all.

Rims start at 17s and the top trim wears 18-inch alloys, tyres 215/55 either way, handles semi-hidden flush. Size-wise the 2025 car is 4337 mm nose to tail and the 2026 Beta T1 stretched to 4375 with its restyled rear; width’s 1860, height 1572, and the wheelbase holds at 2770 mm throughout — that last figure is why the cabin feels bigger than the shell hints. Ground clearance is 153 mm early and 180 on the taller versions, so it’ll take a broken car-park lip without drama, but nobody’s calling it a 4×4.

Colours run from white and silver through blue, green, purple and grey, and the C-pillars are body-coloured rather than floating, which keeps it looking like one solid little thing rather than a try-hard off-roader.

Interior

Calmer in here than the shell would have you expect. That 15.6-inch touchscreen floats above the dash with an 8.8-inch digital cluster tucked behind the wheel, the infotainment speaks CarPlay and HiCar, and there’s a proper panoramic sky curtain across the top with a sliding shade — the bit you demonstrate to a buyer, not just describe. Try dropping the front seats flat and the whole cabin becomes a 1.6 m bed, which sounds like a gimmick until a customer sees it.

Space is the surprise. Five seats, 459 litres of boot with the bench up, 1352 once the 60/40 rear folds, plus a 74-litre sunken well under the floor for the wet stuff. Headroom is quoted near 1004 mm up front and rear legroom at 934 mm, which is genuinely unusual in an A0 car and shows up the moment you sit in the back. Heat-pump climate comes standard, the cabin claims near-zero formaldehyde trim, and a 540-degree camera with transparent underbody view is fitted across the range — worth knowing which exact ADAS level your market’s car carries before a customer asks, because the higher trims add parking and lane assists the base one skips.

Powertrain and Chassis

Battery and nothing else — the Arcfox T1 has no engine, no generator, nothing to fill up.

Export cars run front-wheel drive only, one permanent-magnet motor on the front axle. The smaller unit makes 70 kW, or 95 PS, the bigger one 95 kW (129 PS), both putting out 176 Nm, working off an LFP pack that comes in 33.4, 36.4 or 42.3 kWh depending on the trim. Range on CLTC runs 320 km on the smallest battery, 350 on the mid, and 425 on the 42.3 kWh car; call that a touch under in real use and it’s honestly fine for what this is — an urban runabout, not a long-haul cruiser. Top speed sits at 140 to 150 km/h and 0–50 km/h takes about 4 seconds, which is all the launch you need at a junction.

Charging is quick for the money: 30 to 80% eats roughly 17 minutes on the 425 km car, a bit longer on the smaller packs, and there’s 3.3 kW of V2L to run a kettle or a laptop off the car. AC fills it overnight on a 7 kW wallbox.

Underneath there’s MacPherson up front and a torsion beam at the rear — a semi-independent set-up, normal at this price and it keeps the floor flat for that big boot. Brakes are ventilated discs front, solid at the back, steering electric with a tight 5.2 m circle, and you get seven drive modes from Eco through Sport to a slippery-road setting. The body’s a high-strength cage, the pack liquid-cooled and IP68 sealed, six airbags on the richer trims; Level 2 assistance runs the AEB, adaptive cruise and lane-keeping on the cars that get the full suite.

FAQ

Is the Arcfox T1 a pure electric car or a range extender? Pure electric — a BEV, so one battery, a motor on the front axle, nothing burning fuel anywhere. There’s no petrol engine and no range extender in this one, which keeps it simple to service and simple to explain to a customer who’s only ever driven a hatchback before.

How far does it go, and how long does charging take? CLTC gives 320 km on the 33.4 kWh car, 350 on the 36.4, and 425 on the 42.3 kWh pack, but real-world use pulls those down a bit and that’s the figure to quote honestly. Charging from 30 to 80% takes around 17 minutes on the longest-range version and a little longer on the smaller batteries, with 3.3 kW V2L and overnight AC on top.

Why is it sometimes called Arcfox Beta T1? Same car, different lettering on the tailgate. The original 2025 car wears Arcfox T1, and the 2026 facelift got folded into the brand’s Beta line and renamed Arcfox Beta T1 in a few markets, while Indonesia lists it as the BAIC T1. Body, battery and part numbers all carry over, and only the badge and the local spec sheet change.

Can the Arcfox T1 be imported to my country? Where a market has no import certification rule, it goes straight in. Some regions do ask for type approval and the EU is the one that comes up most, so in those cases we have to confirm first whether the model can be supplied with the certification your country wants. Send the destination over and we’ll check it properly.

How do we supply the T1, and how do we start? We’re a China-based auto export company, so we source the T1 from the manufacturer and handle everything on the export side — paperwork, booking, sea freight, delivery into your port. Most people we deal with are overseas dealers and importers putting together a steady line out of China, though we also help individual buyers running their own import. Send over your market, drive side and rough volume, and we’ll come back with availability, shipping options and the document list your destination actually needs.

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