Ukraine sensed that there was a superpower behind Russia’s kamikaze drones. The surprise is that there are actually two

Many phases have passed since the Russian invasion in 2022 until today, but if one thing has become crystal clear, it is that the war in Ukraine has become a brutal laboratory where drones are the most decisive and fastest weapon to improve, to the point of concentrating a huge part of the recent losses and setting the pace of the war of attrition. In this scenario, Ukraine has been asking itself the same question for some time: how does Russia get so many drones? An industrial war. In the current scenario, the front is not only in Donetsk or Kharkiv, but also in industrial parks from Guangdong and Shenzhenwhere processors, cameras, motors, sensors and controllers are made that determine how much a drone flies, what it sees and how accurately it hits. The most disturbing thing here is not only the technological dependence, but the fact that this dependence is shared by both sideswhich turns the supply of parts into a kind of undercurrent that sustains the conflict even when sanctions seek to cut it off. The Geran-5. Now, Ukraine claims have identified a new Russian attack drone, the Geran-5which breaks with the classic “delta wing” type profile associated with the Iranian Shahed and adopts a shape more similar to a conventional aircraft, visually linking it Iranian Karrar and, by extension, to older designs inspired by American systems. The key is that it would be a more powerful and faster jet model, with an estimated speed up to 600 km/hand with tactical ambitions that go beyond the simple cheap “kamikaze drone”: it is attributed a range of about 900 km and an approximate war load of 90 kilos. Ukraine affirms that Russia is studying launching it from Su-25 aircraft to expand your radius of action, as well as explore configurations that include R-73 air-to-air missiles to complicate life for Ukrainian aviation. In other words, Russia is not only multiplying quantity, it is also testing a ladder of sophistication that mixes loitering munitions with concepts closer to a combat UAV. Geran-5 He Deja Vú. The central element, and the most politically controversial, is the list of foreign components that Ukraine claims to have found in the wreckage of the new Geran-5, including more than a dozen western and chinese electronic partswith at least nine attributed to American manufacturers and one identified like german. are mentioned critical components for navigation, communications and control, such as signal processors, clock generators and transceivers, that is, the type of electronics that does not “explode” by itself, but that turns a drone into a reliable, stable and reproducible system. For kyiv, this shows that Russia continues to avoid sanctions structurally, relying on gray markets and supply chains where real traceability is dissolved, and which has a huge machinery behind it headed by two superpowers (China and the US), along with the rest of Western “allies”. The underlying message is simple: modern war is not only won by manufacturing metal and explosives, also getting chipssensors and modules that are cheap, easy to transport and difficult to block without paralyzing global trade. Image provided by GUR showing the partial remains of a Geran-5 China as epicenter. The Financial Times said an almost absurd scene: Ukrainian businessmen visiting Chinese factories with schedules calculated to the second so as not to coincide with Russian buyers, entering through side doors and waiting in corridors, as if the conflict was managed with hotel logistics. The reason is that both armies they need the same parts and they go after the same suppliers because China dominates the material base of the commercial drone: not only does it produce a large part of the drones on the market, it also controls key elements such as cameras, sensors, controllers and propulsion, with costs much lower than Western equivalents. The result is that innovation leaks on both sides almost at the same time: if Ukraine sees a new transmitter on Russian drones, it locates the Chinese manufacturer and tries to buy it. If Ukraine asks for a specific upgrade, you may find that a week later that same supplier offers it to Russia as well. The war thus becomes a race of “components” more than doctrines, and China goes from being a “neutral” country to being the place where it is decided how quickly the conflict evolves. The supply chain. Beijing maintains the public line of neutrality and affirms that it does not supply lethal weapons, that it strictly controls dual-use goods and that its position is “objective and fair.” However, as we have said, the reality It’s different: Even if controls are in place, the system is filled with middlemen, shell companies, opaque routes and deliberate ambiguity about the end user. A market where some exhibitors show platforms with simulated weaponswhere military buyers mix with civilian fairs. In parallel, there is an imbalance of power: Russia, with more resources and priority state, can pay more, buy earlier and secure quotas, leaving Ukraine waiting or forcing it to improvise at the front due to lack of parts. Neutrality, in practice, is not just about prohibiting, but about who can best circumvent the restrictions. How to avoid restrictions. The real circumvention ecosystem works with shipments via indirect routestransportation through third countries, trucks crossing Central Asia with limited controls, and a logistics market specialized in “sensitive merchandise” that continues to operate because the economic incentive is enormous. Plus: the role of regional financial clearing platforms, which facilitate payments for sanctioned productsand the ability to create intermediate entities even in European countries to disguise operations. If you like, sanctions, as they work, introduce friction, but not rupture: they make it more expensive, slow down, force people to hide better, but they do not cut off the flow of chips, motors or cameras. And in a war where an FPV drone can be as decisive as an armoredthat logistical continuity is equivalent to operational continuity on the battlefield. Ukrainian dependency. Ukraine has made a lot of progress in … Read more

use AI as a shortcut to no screen

“Probably sometime in the 2030s, when You will have your phone with you but it will stay in your pocket longer“. That prediction was made by Mark Zuckerberg in December 2024. His bet was clear: the Meta Ray-Ban family glasses would be so great that the mobile phone and, above all, its screen, would remain in the background. Both OpenAI and Apple seem to agree, and the latest rumors point to wearables with two things: a lot of AI and zero screens. Apple prepares its AI wearable. New data revealed in The Information indicate that Apple is developing a new device with AI. Specifically, they talk about a wearable that would be equipped with two cameras and three microphones. What it does not have is a screen, and there is talk of a format similar to that of the current ones AirTags. The company led by Cupertino intends to put it on sale in 2027, although yes, with a moderate launch of about 20 million units. OpenAI goes all out with its own “Airpods”. It’s been months since Sam Altman and Jony Ive they joined forces to create AI hardware, and now we know that the firm will present it before the end of the year, although it is not clear if it will be sold then. The rumors they point to headphones that could compete with AirPods and that would bring us a little closer to that future that the movie ‘Her’ already painted. As we know, the company already stole a controversial idea from the film. Apple knows a little about wearables. Above all, because he sells them like hotcakes. Its Apple Watch and AirPods generate sales close to $40 billion a year (2023 and 2024) alone. AirTags are also an important part of that equation, and the Atlas Project —his Ray-Ban Meta type glasses—enlivens this segment even more. But the screens dominate us. There are many who are looking for that product that can make us forget (a little) our cell phone, but no one has achieved it. Even though there are wearables that have succeeded in the market, all of them are basically accessories for our smartphones. In a world in which we do not stop consuming image and video content—TikTok, Instagram and YouTube demonstrate this—it will be difficult for a wearable without a screen to displace the mobile phone, laptop or PC. Remembering the Humane AI Pin and the Rabbit R1. It is true that AI has evolved and improved, but we have already experienced a first wave of promises with two AI wearables that failed miserably. He Humane AI Pin and the Rabbit R1 They wanted to take advantage of that fever and expectation to get ahead of the technology giants, but both showed that the hardware is extremely complex. Their products, even with interesting and original ideas, turned out to be very green and to have performance well below what was promised. Hello, ambient computing.. Those two products relied on voice as a great way to interact with technology, but AI was not prepared to shape this expectation. That is changing, and we are already seeing how AI agents are able to do more and more things and “connect” to other applications thanks to technologies such as MCPs. Ambient computing is that idea of ​​a technology that is present but invisible, and that responds to voice or context without the need for a physical interface. Thus, the idea is to go from before to after: Before: clicking on the screen to reserve a table at a restaurant. After: tell the wearable “reserve a table at the restaurant” and through the conversation the AI ​​agent completes the task. Glasses, headphones, pendants, pins? What seems clear is that there is no clear format that at the moment seems to be superior to another, and each one has its pros and cons. The glasses seem especially striking a priori because they open the door to projecting information on small screens, but both the headphones like the pendants or even a Humane AI Pin type device also aim to be very interesting for that theoretical future in which voice interaction will solve many more things than now. In Xataka | ChatGPT has been a tool. If you start remembering all our conversations, it’s going to be something else: a relationship.

Tesla turns on the mega-refinery in Texas with which it wants to break China’s game

The map of global power is no longer drawn only with oil wellsbut with the critical mineral pathways. In a move that redefines the auto industry and energy geopolitics, Tesla has announced that its lithium refinery in Texas is already an operational reality. It is not just another factory; It is the West’s first major attempt to wrest the keys to 21st century mobility from China. The advertisement. tesla sent a strong message through its official channels: its lithium refinery is now operational. According to Elon Musk himselfthis milestone “marks the beginning of energy independence for North America.” The facility, located in Robstown, near Corpus Christi Harbornot only seeks to ensure the supply of components, but also to reduce logistics emissions and generate regionalized employment. As detailed by Spectrum Newsthe plant has met the ambitious deadlines set since it was launched the first stone in May 2023. What was then a project of more than 1,000 million dollars, today is, according to Musk’s wordsthe largest and most advanced facility of its kind on the continent. A look towards China. To understand the magnitude of this step, you have to look at the Asian giant. Tesla is replicating the successful strategy of the Chinese giant BYD: absolute vertical integration. It’s no longer just about designing software or assembling chassis; it’s about controlling the entire value chainfrom when the mineral comes out of the ground until it becomes a battery cell. The capacity of this plant is massive. According to the specialized media DiscoverAlertthe refinery has a capacity of 50 GWh per year, which translates into enough lithium to manufacture approximately one million battery packs per year. By eliminating intermediaries, Tesla not only ensures its production rate, but also shields itself from the frailties of global logistics and geopolitical tensions. Texas alchemy. The real revolution of this plant is not only its size, but its chemistry. As Jason Bevan explainsmanager of Tesla, the plant uses a pioneering process in the United States: alkaline leaching to directly convert spodumene mineral into lithium hydroxide suitable for batteries. Unlike traditional refining—which often relies on aggressive acids and generates hazardous waste such as sodium sulfate—Tesla’s method is acid-free (acid free). As the refinery staff explains in the official video released by the brandthis process eliminates toxic byproducts. Instead, it generates a mixture of sand and limestone known as “anhydrite.” This byproduct, far from being waste, is being integrated into the circular economy. tesla confirmed from the beginning of the project that this material would be used in the production of construction materials (concrete), turning a traditional waste stream into a useful resource. Is it possible to break away from China’s shadow? Despite the optimism in Texas, the reality of the global market remains overwhelmingly favorable to Asia. How we have developed in XatakaChina currently controls the refining of 19 of the 20 strategic minerals evaluated by the International Energy Agency (IEA). Their dominance is almost total, since they process 95% of the graphite and 98% of the rare earths on the planet. Furthermore, the Chinese advantage is not coincidental, but the result of decades of investment under the “Made in China 2025” plan. While Tesla has managed to build its refinery in a record time of 19 months, the IEA warns that, on average, a mine takes up to 17 years to be operational. However, the United States has begun to play its cards with unprecedented aggressiveness. According to OilPricethe US administration has moved from traditional lending to direct involvement, acquiring stakes in mining companies such as Lithium Americas. This paradigm shift seeks to close the gap with China through public-private collaboration that includes massive projects such as Thacker Pass in Nevada, which is expected to be the largest lithium supply in the Western Hemisphere by 2027. The mining ecosystem: from Nevada to Texas. Until now, lithium production in the United States was almost negligible. According to a CNBC report, the Silver Peak plant in Nevada, owned by Albemarle, has been the only active source in the country for decades. Their method, based on solar evaporation in giant pools covering 13,000 acres, is a slow process that requires 18 to 24 months to concentrate the mineral. The arrival of Tesla and other players such as American Lithium (which recently expanded its assets in Nevada according to their own corporate statements) is transforming the sector. While Albemarle focuses in the extraction of underground brinesTesla focuses on the refining of hard rock (spodumene), creating a diversified ecosystem that seeks to feed the growing demand for electric vehicles. A change of era. The success of the Texas refinery will not be measured only by the tons of lithium hydroxide it produces, but by its ability to demonstrate that the West can compete on costs and sustainability without depending on Chinese infrastructure. Tesla isn’t just making electric cars; is building the foundations of industrial sovereignty. This project is the first concrete step to reduce a dependency that until recently was considered inevitable. Time will tell if 19 months of Texan engineering can beat two decades of Chinese strategy, but, for now, Tesla already has one of the keys. Image | tesla Xataka | Tesla urgently needs to make its electric cars cheaper. And their plan is to produce batteries in Germany

These are the best deals we have found

Last night, at 10 p.m., one of the most famous campaigns of El Corte Inglés started: “Save VAT“Without a doubt, this is an excellent opportunity to get technological devices at a very good price. You have until January 25 to get the best deals on technology and, furthermore, if you have the The English Court you will be able to finance your purchases 100% These are some of the best offers we have found. Smart TV LG OLED65C56LB by 1,299 euros: 65-inch OLED and with webOS 25. Notebook computer Lenovo Yoga Slim 7 14IMH9 by 899.01 euros: very light and with a 14-inch OLED screen. Tablet Lenovo Idea Tab by 189 euros: 11 inches and 256 GB. Wireless headphones Samsung Galaxy Buds3 Pro by 147.93 euros: with noise cancellation and Bluetooth 5.4 smartphone Samsung Galaxy S25 by 799.13 euros: 6.2 inches and 256 GB. Smart TV LG OLED65C56LB For those who are thinking of changing the TV from your home and have thought about a high-end one, this LG OLED65C56LB is one of the models that is now on sale at El Corte Inglés. Specifically, it has a 53% discount and you can take it 1,299 euros. This TV from the Korean firm has a OLED panel de 65 inches with 4K UHD resolution. It is compatible with Dolby Vision & Atmos and works under the operating system webOS 25. As far as connectivity is concerned, it comes with four HDMI 2.1, three USB 2.0 ports, one optical output, one Ethernet port, WiFi 6 and Bluetooth 5.3. LG – OLED TV evo AI C5 164cm (65′) LG OLED65C56LB, 4K Smart TV. The price could vary. We earn commission from these links Lenovo Yoga Slim 7 14IMH9 Laptop As for laptops refers, one of the bargains that we have found in this El Corte Inglés campaign is this Lenovo Yoga Slim 7. Its usual price is 1,199 euros, but now it has applied a 25% discount being able to buy it for 899.01 euros. With a lunar gray design, this Lenovo laptop has a screen 14-inch OLED. It is very light (weighs only 1.39 kg) and its processor is the Intel Core Ultra 7 155H and Intel Arc graphics. It comes with 32 GB of RAM and storage SSD of 1 TB. LENOVO – Lenovo Yoga Slim 7 14IMH9 Laptop The price could vary. We earn commission from these links Lenovo Idea Tab Tablet The tablets They have become a very popular alternative to watch series and movies at any time. If you were looking for a good, pretty and cheap one, this one Lenovo Idea Tab It is a model to take into account. Now, you can buy it at a discount at El Corte Inglés, for 189 euros. This Lenovo tablet has an 11-inch IPS screen with 2.5K resolution. Its brain is the MediaTek Dimensity 6300 processor, accompanied by 8 GB RAM and 256 GB internal storage. Integrate connectivity wifi acBluetooth 5.2, USB-C and audio jack. LENOVO – Lenovo Idea Tab 8GB + 256GB, 11′, Wi-Fi + Pen Tablet. The price could vary. We earn commission from these links Samsung Galaxy Buds3 Pro wireless headphones If you like to listen to music at all hours and don’t want to disturb the people around you, these headphones Samsung Galaxy Buds3 Pro They are high-end and are on sale during this El Corte Inglés campaign. Now they have a 40% discount and you can get them for 147.93 euros. You can get these Bluetooth headphones in graphite or white. They have connectivity Bluetooth 5.4 and are equipped with an improved two-way speaker. Furthermore, they incorporate noise cancellation and its battery is charged via USB-C. Samsung – Samsung Galaxy Buds3 Pro True Wireless Headphones. The price could vary. We earn commission from these links Samsung Galaxy S25 smartphone The last of the bargains that we have found is perfect for those looking for a high end mobile but with a discount. Now, you can take the Samsung Galaxy S25 at El Corte Inglés for only 799.13 euros. This smartphone from the Korean firm has a 6.2-inch Dynamic AMOLED 2X display with Full HD+ resolution. Its brain is the Qualcomm Snapdragon 8 Elite processor, accompanied by 12 GB RAM and 256 GB of internal storage. Its main camera is 50 MP and it is a terminal with extensive connectivity, since it integrates Wi-Fi 7Bluetooth 5.4 and NFC. Samsung – Samsung Galaxy S25 12GB + 256GB The price could vary. We earn commission from these links Some of the links in this article are affiliated and may provide a benefit to Xataka. In case of non-availability, offers may vary. Images | Webedia, Samsung, Lenovo and LG In Xataka | Best sports watches with GPS. Which one to buy and most recommended models from 199 euros to 749 euros In Xataka | Best wireless headphones. Which one to buy and 21 models from 15 euros to 470 euros

The Xiaomi electric car that beat Tesla in sales has been renewed. And he has shattered a resistance record along the way

Xiaomi’s Xiaomi SU7 has broken a world endurance record and has become the first electric sedan in the world capable of traveling 4,264 kilometers in 24 hours. The previous record was held by another Chinese company. the car. The Xiaomi SU7 renewed just a few weeks ago not only some aesthetic touches: now the engine is the V6s Plus, the same one fitted to the Xiaomi YU7 with the promise of achieving 902km (under CLTC cycle) on a single charge and 670 kilometers of autonomy in 15 minutes. The test. The Chinese brand has just announced that the Xiaomi SU7 Max has just broken a record that until now was held by Xpeng’s P7. 4264 kilometers traveled in 24 hours, within a closed circuit. Why is it important. First of all, this number is the immediate translation of what Xiaomi has achieved with its affordable sedan: shattering the endurance record for electric vehicles. A milestone that places it far above the Xpeng P7. Bringing the circuit test to the practical world, the record comes close to the new SU7 going on sale in China. Xiaomi wants to make it clear that its car is capable of withstanding limits well above those that no user will expose it to on the street. How has he achieved it. For much of the test, the SU7 Max maintained a constant speed of 240 km/h, with a maximum of 265 km/h along CATARC, a 7.8 kilometer oval track. The only stops made were to recharge the vehicle. The engine of this updated SU7 mounts a 101.7 kWH NMC battery, capable of recovering 670 km of autonomy (according to the Chinese CLTC cycle) in just 15 minutes. A V6s Plus engine capable of rotating at 22,000 rpm and extracting a maximum power of 681 HP. Sales success. Xiaomi’s SU7 is an unprecedented success. Being the first car manufactured by the company, it has achieved sell more than the Tesla Model 3, outperform rivals in specifications like him Taycan Turbo in its Ultra version. Still, the company is losing money. 800 million dollars. Ironic as it may seem, Xiaomi lost close to a billion dollars in the first year manufacturing the SU7. The company has placed more than 350,000 cars on the market since the launch of the SU7 but… Between 2021 and 2025, it spent 3.3 billion on the development of both the car and its ecosystem. The figure increased to 4.2 billion in research in 2025. Figures that, as astronomical as they may seem, do not represent a major problem for a company that aspires to become the largest manufacturer of electric cars in the world, above Tesla. Image | Xiaomi In Xataka | Xiaomi’s electric car heads to Europe: the global launch will take place in 2027

The internet has decided that 2016 was great and worth remembering. But there’s a problem: it wasn’t at all.

The aesthetics of 2016 comes back strong: filters that They imitate the Instagram of then (according to Wikipedia, more than 200 million videos with filters that imitate visuals), trends that they recover photos from thenrecreations of the summer of ‘Pokémon GO’, tributes and memories to David Bowie. Generation Z users, many of them teenagers at the time, they rebuild 2016 like a golden age (there has been a 450% increase in searches of the term “2016” on TikTok). The contradiction is obvious: That same year, numerous media declared it one of the worst in recent history. What happened. On January 10 he died David Bowie; they followed him Prince, Leonard Cohen, George Michael, Carrie Fisher. On June 23, the United Kingdom voted to leave the European Union. On November 8, Donald Trump won the US election. Media like slate either Newsweek They wondered if it was the worst year in history. Less than a decade later, that same year it has become an object of nostalgia. Starting shot. The Bowie’s death January 10 marked the year since its inception. Two days before he had published ‘Blackstar’, an album that today is interpreted as a farewell but that then went unnoticed in its testamentary dimension. The shock was immediate: an artist who had hidden his cancer for 18 months disappeared without warning, and memes filled that void almost immediately. The artists mentioned above followed, and each death reinforced the same idea: 2016 was cursed. In Xataka All the reasons you should listen to David Bowie if you haven’t already Imbalance. Trump and Brexit shattered the expectations of progress and openness that dominated Western political discourse. In‘The future of nostalgia’already in 2001, Svetlana Boym distinguished between “restorative nostalgia” (which seeks to reconstruct a mythical home) and “reflective nostalgia” (which enjoys longing without seeking to recover anything). Nostalgia for 2016 is of the first kind: it invents a year that never existed. Boym noted that restorative nostalgia “does not recognize itself as nostalgia, but as truth and tradition.” Just what happens when TikTok recreates the summer ofPokémon GO as if it had been edenic. This has already been said. There are theorists who have reflected on the phenomenon to remember 2016 just ten years later. David Foster Wallace documented in the 1990s what he called “nostalgia for the present”: the urge to long for something that is not yet over. 2016 fulfills that paradox: it has become an object of nostalgia before being historically processed, while its political consequences remain active. The temporal distance necessary for nostalgia, usually two or three decades, has been compressed to the point of almost disappearing. {“videoId”:”x9785qi”,”autoplay”:false,”title”:”Prince – Partyman”, “tag”:””, “duration”:”233″} Retromania. It is inevitable to refer to ‘Retromania‘a 2011 essay in which Simon Reynolds argued that since the 2000s, pop culture had reversed its direction: instead of generating the future, it was dedicated to reactivating the past. Reynolds documented band reunions, deluxe reissues, revival festivals, nostalgic samples. Fifteen years later, his thesis has intensified: no society has ever been so obsessed with the cultural artifacts of its most recent past. The return to 2016 confirms his diagnosis: a decade is enough to activate nostalgia. Hauntology. Mark Fisher elaborated on this idea in ‘The ghosts of my life’where he developed the concept of “hauntology” that Derrida had coined: we are inhabited by futures that did not materialize. Fisher, who died in 2017, argued that contemporary culture had lost its ability to imagine alternatives to the present. The past cannot be recovered; Their ghosts haunt a present incapable of projecting forward. Nostalgia for 2016 materializes this paralysis: one longs for a year defined by its catastrophic nature because there is a lack of vocabulary to articulate desirable futures. In Xataka A rosy past: why our brains can’t fight nostalgia Nostalgia mode. Finally, Fredric Jameson had anticipated this phenomenon in ‘Postmodernism: or the cultural logic of late capitalism’ in 1991, when describing the “nostalgia mode”: postmodern culture reproduces styles from the past by emptying them of historical reference and reducing them to an aesthetic surface. Instagram and TikTok accelerate this process. What was present yesterday is content today vintage available for consumption. The Spotify playlists of 2016 and the summer of ‘Pokémon GO’ are remembered, but not the bad thing. The algorithm creates a sweetened version of the past that eliminates conflict. It could be worse. 2026, without going any further. The nostalgia of 2016 reveals an escape from much more present horrors: those of 2026. That year has been dwarfed as a “bad year” because a decade later Trump returns to the presidency in a much more virulent way, with attacks on international law and invasion of countries, the war in Ukraine has no signs of ending, Gaza is going through a humanitarian disaster that shames the planet, political and media polarization has become radicalized, housing has become inaccessible… Carrie Fisher, who died in 2016 If in 2016 there were those who considered it exaggerated to talk about authoritarian drift, 2026 materializes that exaggeration: the alarms that seemed like hyperbole turned out to be prophetic. Nostalgia for 2016 is not innocent: it is the implicit recognition that the situation has worsened, that that year, with all its disasters, was preferable to the present. It’s coming. The cycle accelerates. If 2016 is already an object of nostalgia in 2026, what year will be nostalgic in 2030? 2020, the year of the global pandemic? 2024? Culture is caught in a loop where the present devours itself before it has been digested, where the ability to imagine alternatives has atrophied to the point that we can only look back. Even when what we see behind is disaster. In Xataka | People are so fed up with the current Internet that they are returning to MySpace. Not out of nostalgia, but out of rebellion (function() { window._JS_MODULES = window._JS_MODULES || {}; var headElement = document.getElementsByTagName(‘head’)(0); if (_JS_MODULES.instagram) { var instagramScript = document.createElement(‘script’); instagramScript.src=”https://platform.instagram.com/en_US/embeds.js”; instagramScript.async = true; instagramScript.defer = true; headElement.appendChild(instagramScript); – The news … Read more

100% robotic plants where not even the light turns on

The automobile industry is going through a moment of evolution that we are all very aware of, especially in the face of the energy transition which we are witnessing. China is shown as a reference country in this technological revolution and its manufacturers are demonstrating it with a multitude of models that lay the foundation for the present and future of the automobile. Not only is there a technological revolution in many of the vehicles we see on the streets, but also in the manufacturing process of them. And before the end of the decade, at least one manufacturer will achieve a fully automated assembly line. This is the conclusion to which they have arrived analysts at Gartner and Warburg Research. China leads the race to inaugurate the first “dark factory“, factories where robots work without the need for lighting or human presence, which could forever change how cars are manufactured. Below these lines we tell you all the details. Why it is important. It is not just about robots replacing people in specific tasks, but about the total elimination of workers on assembly lines. China already has a wide range of “dark factories”factories with assembly lines where there is hardly any lighting and are operated by autonomous robots. However, car assembly has not yet been 100% automated, since the process still requires human hands. This would mark a turning point where artificial intelligence, humanoid robotics and digital manufacturing converge to redefine automotive production. Pedro Pacheco, research vice president at Gartner, account to Automotive News Europe that a U.S. or Chinese manufacturer will “likely be the first to create a line with 100% automation by the end of this decade,” and that several players in those markets “are already implementing disruptive manufacturing processes and showing more focus on humanoid robots.” Robotics and redesign. Until now, the installation of wiring and cockpit components have been the only elements of the assembly line that are not normally fully automated, explains Pacheco. From the media they say that manufacturers that make the leap towards total automation will do so through two routes: adding advanced robotics and redesigning vehicles to facilitate automated assembly. Automotive News Europe mentions splitting the wire harness into sections or integrating it directly into the body panels as an example. Another strategy is to not completely assemble the “body in white” before assembling the passenger compartment, thus facilitating access to the passenger compartment. The protagonists of change. Hyundai Motor Group plans to deploy humanoid robots from Boston Dynamics at its Georgia manufacturing complex starting in 2028, according to advertisement at CES in Las Vegas. The South Korean company aims to produce 30,000 robots per year and achieve production-scale deployment. Mercedes-Benz, for its part, has launched a pilot project with humanoid robots that could start working alongside assembly line employees before 2030. And Tesla is already manufacturing their optimus robots on a limited scale in California, with Elon Musk’s vision of creating an army of robots that help in his factories and take on other tasks that involve repetition of processes. Figures. According to Accenture, the integration of generative, agentic and physical artificial intelligence with robotics and digital twin technology it helps to significantly improve factory efficiency, with “enormous potential” to reduce costs and time to market by up to 50% or even more. McKinsey duck that $150 billion annually in potential economic value could be unlocked by accelerating R&D at large auto companies. Additionally, 12 of the top 25 manufacturers are already running pilots with advanced robotics in their facilities, according to they shared from the analysis firm Gartner. The debate on employment. Full automation does not necessarily have to translate into massive job lossesalthough it is certainly an issue that causes concern in unions. Workers could be reassigned to support functions such as maintenance, engineering, logistics, inspection or materials management, according to Pacheco. With proper training, employees could also engage in AI supervision, robotics maintenance, and software development. The International Labor Organization anticipates that, although some routine and manual tasks will be reduced, many positions will change their content and new jobs will emerge. And now what. China is the favorite to inaugurate the first completely robotic factory, but everything indicates that the United States is not going to be left behind either. Warburg Research analyst Fabio Hölscher consider that it is “not unrealistic” to expect to see the first automotive “dark factory” in China by 2030. Cover image | ChinaDaily In Xataka | That cars in Germany travel at 300 km/h is due to one reason only: their roads are prepared for it.

Artemis II enters decisive territory

There are times when a space program stops being a promise and becomes a tangible countdown. Artemis II just reached that point. The mission enters the realm of controlled preparation of decisions that are no longer easily or costlessly reversed. It is not yet the launch, nor even a set date, but it is the step that requires demonstrating that everything designed, integrated and tested over the years can work. The concrete advance arrived at the weekend with a movement as slow as it is symbolic. The Space Launch System rocket with the Orion spacecraft completed its transfer from the Vehicle Assembly Building to ramp 39B of the Kennedy Space Center, a journey of about 6.5 km that took twelve hours. The operation concluded with the placement of the assembly on the pedestals of the launch platform, a step that enables the start of activities. The test that puts Artemis II against reality The next step is the Wet Dress Rehearsalthe test that conditions everything that comes after. In this test, NASA explains that the teams must demonstrate the ability to load a large amount of cryogenic propellants, carry out a launch countdown test and practice the safe removal of rocket fuel without astronauts on board. The countdown will stop shortly before the simulated takeoff. While preparations are being finalized, work on the ramp is progressing on several fronts simultaneously. NASA details that the teams have connected purge lines to maintain rocket and spacecraft cavities in adequate conditions, have enabled communications with the Launch Control Center and have carried out movement tests of the crew access arm. The emergency evacuation system has also been connected, with basket release practices, and Orion and various elements of the SLS have been turned on to verify their response in the launch environment. With those tasks underway, the focus shifts to the realistic mission schedule. NASA notes that the launch window opens as early as Friday, February 6, but stresses that the program direction will evaluate the preparation after the Wet Dress Rehearsal before selecting a day. In parallel, the choice also depends on external conditions: the position of the Moon for the planned trajectory and the security requirements that force Orion to re-enter within very specific margins to protect the heat shield. The caution surrounding this phase is not gratuitous. Artemis II is the program’s first manned mission and comes after a long development, marked by technical reviews and schedule slippages. During the campaign of Artemis I, The loading of cryogenic propellants was marked by problems maintaining adequate temperatures and hydrogen leaks in several attempts. Corrections and procedures learned then have now been incorporated, but this section serves precisely to verify that these solutions work consistently in a vehicle intended to carry people on board. Unlike the next mission in the program, Artemis II is a verification flight, not direct exploration. The planned profile includes several elliptical orbits around the Earth, a push towards the moon and a flyby without landing on the moon, lasting approximately ten days. This scheme will confirm that Orion can sustain a crew in deep space, validate systems such as life support and check communications and navigation for that environment, with the support of the Deep Space Network, before preparing the jump to Artemis III. With all this work already concentrated on the ramp, Artemis II now has more than just an administrative advance at stake. The loading test and subsequent review will determine whether the system is truly ready to take on a manned flight beyond Earth’s orbit. If problems arise, NASA is considering the option of returning the rocket to the assembly building for additional work, a reminder that there is still room for maneuver even if it impacts the schedule. Images | NASA (1, 2, 3, 4) In Xataka | Faced with the need to look for weapons against superbacteria, science has opted to send viruses into space

Railway experts explain how and why a rail can break

Regarding the train accident in Adamuz (Córdoba) and its causes, there are very few things that can be taken for granted at this time. Almost the only certainty is that it will take months to know what caused the derailment of an Iryo train on a straight line and, everything indicates, the subsequent impact of a Renfe Alvia train seconds later. Despite this and despite the fact that Angrois railway accident (Santiago de Compostela) has already made it clear to us that these investigations entail a great effort of time and resources, information that points to one cause or another continues to be published. Among this information that, for the moment, remains conjecture, the idea of ​​a fracture of the road has become relevant following the publication of an image in which three researchers are seen next to a broken rail. in the diary The Country This hypothesis is pointed out as the fact that focuses the investigation. ABC He claims that it is the cause of the derailment. RTVE He points out that investigators want to confirm if it was the cause or consequence of the train leaving the tracks. The image, published by several media, is being used on social networks to defend that this is the real reason for the accident, accompanying video information in which strong vibrations from the trains in motion are observed. The latter, in fact, has been taken into account to lower the maximum speed to 230 km/h in a four points of the line between Madrid and Barcelona by Adif in what is considered the first really drastic measure after the accident in Andalusia. But what causes a fracture in the road and what are the implications? Is it related to the vibrations of the trains we travel on? A fracture in the road The first thing to make clear is that in this article we try to explain how the bill can occur on a track, what its implications are and if it has any relationship with the vibrations we feel on trains. However, until now there are no official sources that confirm that the original cause of the Adamuz accident is this. The investigations continue and probably It will take months to know all the details. The General Council of Industrial Engineers reminds us of the same thing, who emphasizes that “it cannot be stated without data whether the breakage is a cause or consequence. The investigation must be based on records, tests and metallurgical analysis. Not on images after the accident.” With this in mind, they point out that “a stress fracture is a progressive break of the lane that is not produced by a single sudden event, but by the accumulation of tensions over time. Simply put, the rail supports millions of load cycles. If there is a weak area (defect, welding, microcrack), each train passage does not break the rail, but it degrades it. “There comes a time when the resistant section is insufficient and the rail suddenly fractures.” From this entity they clarified to us that the vibrations we feel when we are traveling are not enough to derail a train. For this, one of the following scenarios must occur: Serious lane breakage. Severe loss of track geometry (alignment, grading, width). Structural failures in train elements (axles, bogies). Major obstacles on the road. Very unfavorable combinations of speed, geometry and undetected defects. And they emphasize that “usual vibrations are expected in the design of both the train and the infrastructure. “High-speed rail systems work with very wide safety margins.” “The usual vibrations are foreseen in the design of both the train and the infrastructure. High-speed railway systems work with very wide safety margins” This is confirmed to us from SEMAF (Spanish Union of Railway Machinists), who point out that imperfections in the track multiply when driving on them. “It is steel on steel,” they remember, and emphasize that the vibrations are a consequence of very small perfections in the track or the wheels that generate damage to their opposite. If the damage is on the track, it generates another imperfection in the wheel that multiplies it with each step cycle, generating the discomfort we feel on board. The General Council of Engineers emphasizes that “it is not usually a safety problem. It is usually a comfort or maintenance problem (wheel or rail) and many vibrations are corrected by re-profiling wheels or rails, without touching the structure of the line.” That is, when we feel these vibrations repeatedly and repeatedly It is not that we are passing through broken or fractured paths.. But it is possible that over time they end up being damaged to the point of suffering a stress fracture if appropriate measures are not taken. Maintenance is essential In this case, The road had been renovated last May with an investment that has reached 700 million euros. We cannot yet know if this was the origin of the accident, but the General Council of Industrial Engineers points to three possible causes that could cause the breakage of a track: Rail manufacturing defects: Non-metallic inclusions. Internal microcracks. Steel segregations. They are rare, but possible, and that is why periodic ultrasonic tests are carried out. Defective welds (especially aluminothermal): a poorly executed weld can generate residual stresses, poor alignment and/or internal microcracks. It is not common, but it is a known cause in railway engineering. Fatigue from repeated loads: Each axis introduces vertical, lateral and longitudinal loads. At high speed, dynamic effects multiply those loads. If the rail is already “touched”, fatigue accelerates the breakage. Thermal stresses on track without joints (the usual one today): The lane is “blocked.” Heat generates compression. The cold generates traction. A combination of low temperature, residual stresses and previous defect can promote brittle fracture. It must be taken into account that “the rail is one of the most demanding structural elements that exist. It is not rigid on its own, it is part of a flexible system. The steel … Read more

military drones with Turgis Gallard

It is not every day that a car manufacturer steps back into arms production. And even less so when that manufacturer is Renault. The military drone project that is beginning to take shape in France It is not understood as a simple industrial diversification, but as a response to a strategic environment that has changed radically. The war has brought back prominence to mass production, cost reduction and the ability to scale quickly, just the areas where European automotive knows how to navigate. Renault’s turn has a name. The project, known internally as Chorus, aims at a military drone designed for long-distance attack, observation and reconnaissance missions, with a logic of intensive use and contained costs. According to information published by L’Usine Nouvellethe initiative is piloted by the Directorate générale de l’armement (DGA) and seeks to provide France with teleoperated ammunition comparable in concept to the Shahid used by Russia. This approach connects with what the French public debate itself has been assuming since Ukraine: war penalizes those who cannot produce quickly and in volume. An industrial alliance. Chorus is not a solo development nor an industry-driven initiative. The aforementioned medium points out that the technical base of the drone comes from Turgis Gaillardbut it is the DGA that takes control of the program by identifying an operational deficiency and commissioning Renault to provide industrialization capacity. The DGA acts here as client and architect of the project, combining the agility of a defense SME with the scale, costs and processes of a large automobile manufacturer. A key point is that the project is part of the Pacte Drones, a State initiative to boost the military drone industry and better align needs and industrial capacity. What can Renault contribute to the project? Renault’s added value in Chorus is less in the concept of the drone than in how to manufacture it. Sources consulted by L’Usine Nouvelle say that the manufacturer redesigned the device with a dedicated team to eliminate complexities and adapt it to mature industrial processes, with materials derived from automobiles and common assembly line techniques, such as self-piercing riveting. In this same framework, the medium provides the first technical data of the system, a drone of around 10 meters long by 8 meters in wingspan, with a speed of up to 400 km/h and a flight ceiling of 5,000 meters. A historic plant. The Le Mans plant will become the main assembly point for the Chorus drone, although without altering its main automotive activity. Assembly of the drone structure should begin in spring 2025 and will be done on a dedicated chain within the facility. That line would not work permanently, it would only be activated when there are orders, depending on what the DGA requests. The project plans to involve between 100 and 200 employees out of a workforce of around 1,800 people. Even with this flexible scheme, the theoretical capacity could reach 600 drones per month if demand demanded it. The conditions of the contract. The project schedule is marked by a validation phase prior to any large-scale commitment. A first dozen drones are expected to be delivered to the DGA before the summer of 2026 to evaluate the concept in real conditions and the project would be financed mainly with public funds. Only if this phase is satisfactory would the door be opened to a long-term agreement, with an estimated duration of ten years and a volume close to 1,000 million euros, always in potential terms and subject to official confirmation. The decision to accelerate with Chorus comes after realizing that modern warfare penalizes those who cannot produce quickly and in volume. France has assumed that It was behind in consumable drones, just when these systems concentrate a good part of the destruction on the Ukrainian front. The Minister of the Armed Forces, Sébastien Lecornu, spoke in LCI of unprecedented alliances between automotive and defense to correct this gap, and the same article recalls an explicit political recognition of the delay. a few days ago, Emmanuel Macron summed it up like this:“Let’s be clear, we are late.” When Renault already made history. The most direct precedent for Chorus dates back to the First World War, when Renault became one of the protagonists of the FT tank. The Tank Museum remembers that the FT introduced elements that marked modern armored warfare and that the program was stressed by scale, industrial problems and bureaucratic frictions. The museum estimates that 3,177 tanks were produced until the Armistice, after orders that skyrocketed. So Renault’s move with Chorus leaves an open question that goes beyond the drone itself. Whether this orientation towards defense responds to an exceptional situation or marks the beginning of a new stage for the European automotive industry remains to be seen. Images | Xataka with Gemini 3 Pro In Xataka | The “rearmament” of Europe has begun at a Volkswagen factory in Germany: instead of cars they will produce tanks

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