Mobile Tech & Gadgets

AI is running out of power in this world. So Nvidia has opted for servers in space

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The energy appetite of data centers is nothing new. Elon Musk predicts a shortage of transformers in two years. Sam Altman believes we will need an energy revolution, such as nuclear fusion, to keep pace. The planet was not prepared for so much energy demand. And that’s why Nvidia is funding a possible solution: deploy the servers outside of Earth. It’s not science fiction. It is the business model of several startups that propose building the next hyperdata centers in Earth orbit and even on the Moon. The idea, which until recently sounded far-fetched, is gaining traction driven mainly by two factors: the insatiable demand for AI and the low-cost launches that Starship promises. One of the companies leading this idea is Starcloud, supported by the NVIDIA Inception program. And he is so serious that he plans to launch his first satellite, the Starcloud-1in November. On board it will carry the first GPU for data centers launched into space: an NVIDIA H100. The difficult part will come later. Starcloud-1 is a test unit the size of a small refrigerator, but the company’s goal is to build a monster five-gigawatt orbital data center. Adding the solar panels and the enormous radiator, it would measure four kilometers wide. Its goal is the training of large AI models in orbit. Why in space? As detailed in an extensive white paperfuture models like GPT-6 or Llama 5 could require multi-gigawatt clusters, something “simply impossible with the current energy infrastructure” on Earth. In space, there is no such limitation. It’s more. According to Starcloud calculations, server energy costs are 10 times lower in space than on Earth. The value proposition of space data centers is based precisely on two pillars that are a problem on Earth: energy and cooling. Solar energy 24/7. On Earth, solar energy is intermittent. They depend on the day/night cycle, the weather and the atmosphere, which attenuates the radiation. In space, things change. By placing your data centers in a sun-synchronous “dawn-dusk” orbit, Satellites follow the line that divides day and night on Earth. With the panels illuminated by the sun almost continuously, the system increases its capacity to more than 95%. “Almost unlimited, low-cost renewable energy,” in the words of Starcloud. And the refrigeration? How would they dissipate all that heat? Land-based data centers consume millions of liters of fresh water to cool. There is no water in space, but they have something much better: an infinite heatsink at -270°C. The plan is not to ventilate the servers. The heat generated by GPUs (such as the H100) will be managed within sealed modules using liquid cooling (direct-to-chip or immersion), like high-performance systems on Earth. The difference is that this hot liquid does not go to an evaporation tower, but is pumped to gigantic radiator panels. These panels simply radiate waste heat into the vacuum of space in the form of infrared radiation. The Starcloud white paper details the calculations using the Stefan-Boltzmann law, estimating that a radiator at 20°C can cleanly dissipate more than 630 watts per square meter. Without using a single drop of water. Not everything that glitters in space is gold. The pillar that supports this entire concept is the launch of high-capacity reusable rockets, such as SpaceX’s Starship. Starcloud calculations are based on a long-term cost of $30 per kilo put into orbit. But Starship is not ready, and it is certainly far from achieving its full and rapid reusability capability. If that cost does not materialize, the economic viability of the system collapses. The other big problem is radiation. Commercial GPUs are not designed for space. Cosmic radiation and solar flares can fry electronics. The solution is shielding, which adds mass and therefore launch cost. Not to mention that maintenance is not possible with current technology.

The DGT has a fine of 200 euros for those who carry the bicycle in any way in the car: this way you can avoid it

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There are those who would leave their own child at home if in exchange they could put the bicycle in the trunk of the car. I know what I’m talking about, I know some practical cases. And beyond opening the debate on whether we should call the officials in charge of ensuring the care of minors, we can guarantee that the DGT is not going to have so many concerns. And that’s what to wear a bicycle incorrectly placed in the car is grounds for a fine. Specifically, a penalty of 200 euros for carrying the cargo poorly packaged, as stated in article 76 of the Traffic Law. Although beyond the possible fine, carry the bike correctly It is also essential to guarantee the safety of the passengers themselves. It must be taken into account that objects that are not properly secured can become real projectiles and in the case of a bicycle, which usually requires the seats to be folded down, it can be much more dangerous. To give us an idea, it is calculated that at 50 km/h an object multiplies its weight by 50 when thrown into the void. These are data from the DGT that are scary and that should make us think if we have the car seats folded down to carry the bicycle in any way inside. Having said all this, let’s review what the alternatives are. What can I do to carry a bicycle in the car? As the colleagues of Motorpassionnot everything goes when transporting a bicycle because we will be risking a good fine and our own integrity. In that case, there are three solutions that we must take into account to choose the one that best suits us. If what we want is carry the bicycle inside the carThe most effective thing is to use anchors. To do this we must have adjustable straps that attach to the vehicle’s fixing points that we can find on the vehicle seats themselves. In any case, they are points that are not always in the same places. However, if you can’t find these points or they are not entirely practical, you can always find some bike fixing kits that are sold for the interior of passenger cars. Of course, it is important to look at the size because they are often designed for vans. Another option is to mount the bike on top of the vehicle, on the roof. It is not the most recommended because the car will consume more but, above all, we will be more exposed to side wind, making the mobility of the vehicle difficult. Of course, regarding the regulations, we can rest assured because the General Vehicle Regulations allows the load to reach a maximum of four meters high. In this case we will need a roof rack or roof bars previously installed on the car. The kits to take advantage of this possibility are diverse. There are those that fix the bicycle frame, others in which we can mount the bicycle with both wheels on and, in the last case, turn it over and hold it by the saddle and handlebars, with the wheels facing up. In any case, it is very important to ensure that the bicycle is securely fixed. The last and most recommended option, but also more expensive, is to opt for a bike rack. There are those that are installed on the tailgate and, in this way, are easily dismantled and assembled and there are those that are hitched like a trailer. In this case, it must be reflected in the vehicle’s technical sheet and pass the ITV when installing the modification if the original vehicle did not have the tow ball. Despite this, if you regularly use the bicycle and want get the most out of the trunkis still the best option. However, keep in mind that the load cannot protrude across the width of the vehicle and lengthwise it cannot extend more than 10% of its total length if the load is divisible and 15% if it is not. Furthermore, in this last case you have to mount one of V-20 signal. If the load occupies the entire width of the vehicle, two signs of this type must be mounted (one at each end) and in no case can the car’s license plate be covered. It must be taken into account that driving with a poorly legible license plate can also result in a fine of 200 euros. Photo | Motorpassion and Gabe Pierce In Xataka | This titanium bike looks spectacular. It is also the first 3D printed that can be purchased

selling Bugatti to Rimac would be the most elegant way to release ballast

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According what was published by BloombergMate Rimac, CEO of Bugatti after the merger of Rimac with Porsche, wants to take absolute control of one of the most prestigious brands in the world of luxury supercars. This could be a golden opportunity for Porsche, which have more serious problems to worry about, can release ballast by getting rid of the luxury car brand. How the Bugatti cake is divided. Right now, Rimac Group already controls 55% of the company, compared to 45% held by Porsche. According to information published by BloombergRimac would be trying to buy their piece of the Bugatti pie for more than 1.1 billion euros. “It’s no secret that we are in talks,” said the Bugatti CEO during an interview in Singapore. To launch the purchase offer, Mate Rimac has sought the support of international investors and, if everything goes as expected, the transfer of shares could be closed in 2026 and the brand would remain entirely in the hands of the Croatian businessman. Why do you want to stay with Bugatti? According to confirmed Rimac himself is tired of having to negotiate every decision made at Bugatti with those responsible for Porsche, and prefers to set the course in his own way. “I just want to be able to make long-term decisions, make long-term investments and act differently without having to explain myself to 50 people. When you deal with a corporation, there are so many factors. It’s families, a lot of families. It’s an emotional issue.” Porsche is thinking about it. Although Bugatti seems to have found its way with the latest launches, Porsche is not at its best, burdened by sales that They don’t stop falling in China and maneuvering to avoid tariffs from the USA. The Germans have invested a lot in electrify your carsbut sales have not taken off as much as they expected, so they have had to redirect their strategy and continue betting on gasoline engines in various models. For a brand like Porsche, selling its share of Bugatti now would be an easy way to recover part of its investment and take off the pressure of having to decide between two sides. Bugatti will continue to sound like gasoline. Mate Rimac seems to be clear that for an electric supercar brand He already has Rimacwhich is why it has confirmed that the cars that go on sale under the Bugatti seal will continue being internal combustion. “All customers expected Bugatti to go fully electric and digital under my leadership. And they got just the opposite. There will be no fully electric vehicles at Bugatti in the near future,” said Rimac. in an interview for Business Times. Bugatti’s CEO is convinced that millionaires who buy these supercars They do not want to be left with only “the silence of an electric motor”, adding that “even with the strength of the Bugatti brand and the design of the Tourbillon, if it were electric, we would have difficulty selling it. “Customers prefer pure combustion engines, but hybrid solutions offer performance advantages, regulatory ease and fewer requirements in certain countries.” Rimac is not the only one who thinks that supercar buyer He is very reluctant to electric motors. Lamborghini also has its reservations when it comes to taking the definitive step towards electrification. “We have to convince customers,” assured one of the spokespersons for the Sant’Agata Bolognese brand. In Xataka | Bugatti Veyron was a jewel that cost 1.7 million dollars: Volkswagen lost 6.7 million with each one it sold Image | Porsche, Bugatti

setting a time in Spain will always leave losers

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The week started with Pedro Sánchez announcing that “the Government of Spain will propose to the EU to end the seasonal time change”. Immediately afterwards, the marmorena got involved. And not because the idea does not have popular support: when in 2018 the European Commission held his famous public consultation On the subject, 8 out of 10 people were in favor of ending it. The problem is another and much more thorny: what schedule do we stick with? The experts are clear about it. In fact, the consensus between specialists from the SES (Spanish Sleep Society) and many other international companies It’s surprising: science is with winter time. It is the time that (on paper) ensures better alignment with natural light, limits “social jet lag” and appears to consistently yield better health and safety results. “Winter time makes it easier to have more hours of sleep and a more natural awakening that coincides with dawn. If there were a permanent summer time, in the winter months there would be a lack of light in the morning and in the summer months an excess of light at night, a situation that imbalances the internal clock and can cause poor performance and vulnerability to certain diseases,” explained the SES in its public positioning. Martín Olalla, the great Spanish expert on these topics and a historical opponent of the elimination of change of seasonal time, often insists that the evidence makes it clear that the benefit is very limited. However, when choosing one of them, the winter one wins. And then everything becomes strange. Because, although no one says it explicitly, in the popular imagination “permanent schedule” is associated with an “eternal pseudo-summer” full of long afternoons to comfortably enjoy the little leisure that day-to-day life leaves us. But let’s face it, that’s not going to happen. Daylight saving time has problems. The main one is that enjoying “long afternoons” throughout the year condemns the west of the peninsula to sunrises around ten in the morning. For landing it in a specific way. In A Coruña, in the middle of the winter solstice, dawn at 10:03 in the morning and it would get dark at 17:01. Something that is, clearly, unfeasible. A zero sum game. In the end, the seasonal time change is a compromise solution that tries to adjust the civil time to the variability of the days. It is probably a bad solution, but it helps mitigate the problems that would arise when opting for either of the other two schedules in a stable manner. After all, with winter time Galicia, Asturias, Extremadura and western Andalusia would win; while they would lose the Mediterranean and the Balearic Islands. We would avoid very late sunrises in winter and we would improve sleep, health and the morning security. The problem is that you kill the afternoons, which is the only socially attractive thing about making a permanent schedule. And that “game” is not only regional. It is also economical. There are economic sectors such as tourism or hospitality, that prefer bright afternoons; but there are many others, such as school or industry, that prefer earlier sunrises. Sometimes, phrases like “the time zone or time that corresponds to us” give the impression that the schedule is something ‘natural’: that the clock is neutral and all we have to do is adapt to it. But not. Nothing is neutral: opting for daylight saving time, winter time or daylight saving time is deeply political. Something that, whether we like it or not, prioritizes some over others. It’s not a problem, what we have now does too. The problem is another. It is walking towards the abolition of the time change without being aware of it and, above all, without being prepared for it: thinking that abolishing the time change will end all our chronoproblems is ‘magical thinking’. It will create others and, for the first time in more than a hundred years, we will not be able to blame it on the seasonal time change. Image | Moncloa | Jon Tyson In Xataka | The war that ended at two different times: the time change has been giving Spaniards headaches for almost a century

Now it is a label that worries the West

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I propose a mental exercise: close your eyes for a moment and try to remember what perception you had of most of the Chinese products a decade ago. With a few exceptions, you probably associated them with cheaper and lower quality alternatives than their Western equivalents. We talk about everything: from smartphones to cars. But something changed during this time. The Asian giant has completely transformed its role in the global economy, causing a real earthquake in multiple industries. Today, consumers—people like you or me—already have a very different perception when we see a label that says “Made in China.” And the question is inevitable: how did they achieve it? How China is moving from assembly to the forefront On the YouTube channel where formats such as 24/7the series Domotize or die trying and Science and Apartwe launch a new Xataka Presents dedicated precisely to understanding that transformation. Ana Boria invites us to look beyond the headlines to discover how China went from being the world’s factory to becoming a true technological benchmark. “The tension between the US and China for more than five years is due to a very obvious purpose: these two countries are disputing for world supremacy, and it is no secret,” explains our colleague. He also remembers how, in recent years, the administration of an American president recognized something that few in his country wanted to hear. With its Made in China 2025 plan, the country set an ambitious roadmap to lead in a wide range of strategic sectors. Some of them are obvious, such as the automotive industry. “It manufactures 57% of electric car batteries of the world,” says Ana, who goes into detail about why controlling the battery ecosystem It is key to understanding the rise of BYD, OMODA or JAECOO. But the list does not end there. “China controls 90% of the world market for drones, both those used to record professional video, as well as those used for agriculture or security.” DJI, its flagship manufacturer, has also become a reference brand among content creators thanks to its cameras and microphones. “China controls 90% of the global drone market.” The industrial muscle of the country led by Xi Jinping even extends to rail transport —where it dominates with the largest high-speed network in the world— and materials, with examples as relevant as graphene. “Furthermore, they consider it strategicso they invest millions in research for applications in medicine, energy and electronics. The result is that they control 83% of the market in Asia and the Pacific.” Ana also reviews the reaction of the United States to the Chinese advance, both in terms of innovation and trade restrictions. And it brings an important point to the table: not everything in this plan is brilliant. China is still years away from its competitors in certain sectors, although its pace of progress seems unstoppable. You can discover it in the full video available on the Xataka YouTube channel. Images | Xataka In Xataka | China was the great polluter of the planet: now it is emerging as the first “electrostate” in history In Xataka | Speed ​​has moved to China: BYD and Xioami are breaking all the records that Europe once dreamed of

Crossing the A-5 works on foot has become a risky sport. The Madrid City Council solution: AI

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He burial of the A-5 It has become a headache for the neighbors. It is not only that traffic jams are the daily routine or that the works have forced the route to be diverted, creating a kind of Mario Kart where drivers have to avoid unexpected curves, unexpected exits or the appearance of cranes and heavy machinery. Pedestrians also begin to look with horror as his life becomes complicated every time they have to cross from one side of the highway to the other. The promise Being able to cross the road at the top of it surrounded by a park instead of dark and uninviting passageways is closer. But, for now, crossing from the Batán neighborhood to Lucero or Aluche is nothing short of a pipe dream. One in which the Madrid City Council has decided to intervene with artificial intelligence. With a little AI A couple of weeks ago, the large underground work on the A-5 appeared with a couple of unexpected traffic lights around Villagarcía Street, near the junction with Batán. The intention was to regulate traffic at one of the most complicated intersections in the area. Taking advantage of this unnecessary action, the neighbors began to demand that zebra crossings be set up so they could cross on foot to the other side of the road and have a quick access to the neighborhoods of Lucero and Aluche. In this way, residents would also have access, for example, to public transportation that circulates a little less than a kilometer from their homes, schools or work centers but which are much more difficult to reach on foot since the works began. Now we know that the Madrid City Council is going to take advantage of these works to also test one of the latest purchases announced: traffic lights with artificial intelligence. They explain in The World that current traffic lights already have cameras to control road traffic. This will help, taking advantage of an artificial intelligence system, to regulate traffic on demand. The traffic lights will detect the number of pedestrians waiting for the green light to turn and the system will decide when to let vehicles and pedestrians pass. Thus, it will open the way to the latter for a more or less time depending on demand. The area is conflictive because there are schools that are currently wedged between the Casa de Campo and the underground works of the A-5. With the installation of traffic lights with artificial intelligence, an attempt will be made to prioritize the passage of pedestrians at peak times when entering and leaving educational centers. The use of the system, as we said, is not new. a few weeks ago the Madrid City Council confirmed the installation of these systems in various parts of the capital, especially complicated by the large influx of pedestrians. For example, they already adjust the steps at the intersection of Calle Princesa and Alberto Aguilera, on the Segovia and San Isidro bridges (Madrid Río area) or in the Plaza de Grecia next to the Metropolitan Stadium where traffic lights with artificial intelligence regulate the passage if there are concerts or large events to improve fluidity. Photo | Xataka and Madrid City Council In Xataka | The residents of Madrid had been longing for the A-5 to be buried underground for years. Now he’s making their lives miserable.

vote in the Xataka NordVPN Awards 2025

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If there is a technology that has burst into the world like an elephant in a glass shop, it has been generative AI. Through its different forms, flavors and proposals, AI has managed to penetrate our daily lives in a way that we have not seen in a long time, probably from the smartphone. Precisely for this reason, at Xataka we want to recognize this impact through a new category in our awards. He award for best generative AI tool seeks to reward the best tools, excuse the redundancy. Not to the model, not to the specific function within a suite, but to the tool as a whole; to that platform that the user can access to obtain information or execute some action, from generating text or images to 3D models or automations. As in the other categories, you, our xatakeros, will decide the finalists with your votes. These votes will be added to that of the jury with a weight of one third to decide the winners, who will be revealed at the grand gala on November 20 at the Capitol Cinemas in Madrid (Tickets can now be reserved, by the way.). That said, here are the candidates for best generative AI tool. Best Generative AI Tool Note: If you are browsing from a mobile phone and the form does not look good, you can vote from here. For the voting system we use Google Forms, so in order to send your vote you need to be logged into your Gmail (or Google) account in the browser, whether desktop or mobile, so that each reader can cast their vote. Thank you. NordVPN offers you a fast and stable connection thanks to your more than 6,300 servers in more than 110 countries. Enjoy advanced cybersecurity tools with Threat Protection Pro™, securely access your streaming platforms favorites wherever you are and enjoy the best offers on flights and hotels. Advice offered by the brand How voting works The mechanics of the Xataka NordVPN Awards 2025 are the same as in previous editions. It is divided into three phases: Public vote: Over the next few days we will be publishing articles with our categories and the candidates selected by the Xataka team so that you, our xatakeros, can vote for your favorites. Jury vote: With the finalists that the public has chosen, the Xataka jury and other technology experts will vote for those who are, in their view, the best devices. Choice of winners: The jury’s votes will be combined with those of the public to choose the winners, who will be announced on November 20. The selected candidates are tools that the user can use in Spain today, regardless of whether they are paid or not. The tools are considered as a whole, not the specific functions within a suite or the specific models that can be accessed through them. Vote in other categories: These are all the categories of the Xataka NordVPN Awards 2025 in which you can now vote: Thank you very much for participating! Image | Xataka In Xataka | Xataka NordVPN 2025 Awards: reserve November 20 for the great annual technology festival

a company limited in equal parts and various real estate investments

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The reunion of La Oreja de Van Gogh with its original vocalist is raising a lot of comments, perhaps not all as positive as the band itself expected. The terms in which it was done not all fans liked thembut the truth is that if we look at the group’s accounts, it makes all the sense in the world: this is the underground economy that beats behind Van Gogh’s Ear. A controversial return. Why so much conflict? The long-awaited return of Amaia Montero, the group’s original singer between 1996 and 2007, has emerged after a separation with vocalist Leire Martínezwho left the band after 17 years, in a context marked by constant rumors. The official confirmation of the reunion has also brought with it another announcement: the departure of the composer of most of the group’s hitsguitarist Pablo Benegas, which implies a significant change in the group’s historical formation. The return of Amaia Montero has been accompanied by the announcement of a tour for 2026, which at the moment is resulting in considerable success. The economic background. One of the main factors behind Amaia Montero’s return to La Oreja de Van Gogh are reasons that are not necessarily economic, since the singer has very healthy accounts, according to it has been possible to go away knowing in the last few days. Amaia, in fact, has been away from live music for approximately seven years and without new record releases, precisely because she doesn’t need it. However, the economic attraction of this return is very juicy. Limited Company. The truth is that La Oreja de Van Gogh is a company, not a typical pop band. La Oreja de Van Gogh SL, established by the five original members and still active, has a 20% stake for each one, and assets valued at around 2.9 million euros in 2022. The band’s return promises to substantially increase income derived from sales, concerts and advertising contracts, but the truth is that the company has allowed its partners to receive income even in seasons without tours or releases. Amaia too. But there is more. Amaia Montero has her own personal business company Poquito a Poco SL, which has a turnover of several million euros annually (more than 2.3 in 2023, and total assets valued at 3.7 million). Esya will see notable growth thanks to new activities linked to the band, although the singer has maintained a solid financial capital even during her periods away from live music. As? With real estate investments. The singer has: An apartment in San Sebastián valued at around 400,000 euros, acquired in 1999, when the success of La Oreja de Van Gogh was starting. A luxury apartment in the Salamanca neighborhood in Madrid, purchased in 2009 for 1 million euros and currently valued at approximately 3 million. It has about 289 square meters. An exclusive land in Guipúzcoa with a tennis court, swimming pool and fronton. A whole rosary of investments that allow us to discuss the reasons for a return to the band’s stages. But the economic ones do not seem to be among them. In Xataka | Rosalía, from virgin to martyr: the artist has embraced Catholic iconography in ‘Lux’ and controversy is served

features, price and technical sheet

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Toyota has been practically absent from the electric car. He has done so by his own decision, ensuring that his fight was in the hybrid and in a strategy that he said was based on give each market what was expected of it. But also because Toyota bZ4X It has had an almost testimonial reception. Its production has been a headache, it came with significant construction problems that led to calls for review by problems with your wheels. And the car was expensive for its autonomy, derived from very high consumption. Now, Toyota wants to remake itself and take positions. With an electric car that continues to grow in Europe and encouraged by the recent update of its first electric car that has given it a step up in sales, it arrives with an electric car that the customer seems to be asking for: contained size, commensurate price and a battery that promises good autonomy data. Technical data sheet of the Toyota C-HR+ Toyota C-HR+ Body type. Five-seater SUV. Measurements and weight. 4,520 meters long, 1,870 meters wide and 1,595 meters high. Wheelbase of 2,750 meters. Trunk. 416 liters. Maximum power. 224 hp WLTP consumption. Spirit (single-engine front-wheel drive): 13.8 kWh/100 km Advance (dual motor all-wheel drive): 15.4 kWh/100 km Environmental distinctive. Zero emissions. Driving aids (ADAS). Mandatory by the European Union. Door opening alert. Proactive driving assistance (obstacle anticipation and deceleration assistance), adaptive cruise control with automatic braking. dynamic light assist, Others Screen for the 7-inch and 14-inch central instrument panel. Infotainment system compatible with Android Auto and Apple CarPlay (wireless). Double wireless charger. Electric hybrid. No. Plug-in Hybrid. No. electric. Yeah. Spirit (front-wheel drive): 165 kW (224 hp) Advance (all-wheel drive): 252 kW (343 HP) Both versions with 77 kWh battery (72 kWh useful). Price and launch. Now available. Deliveries in the first quarter of 2026: Spirit (front-wheel drive): from 36,500 euros Advance (all-wheel drive): from 44,000 euros Why does an electric car have less autonomy than advertised? The expected electric Toyota Although we had already had a first preview of what we could expect with this Toyota C-HR+, it was not until today that all the details have been completely revealed… including its price. Aesthetically, the new Toyota C-HR+, the electric version of the SUV, does not differ much from the already known hybrid models. Of course, it grows in size until it reaches 4.52 meters in length. In width it remains at 1.87 meters and the height goes to 1.60 meters. That is, it grows about 16 centimeters in length and 5 centimeters in height but maintains its width. The battle takes advantage of the fact that the car is stretched and goes to 2.75 meters of wheelbase, 11 centimeters more so the interior size should grow obviously. It continues to use the e-TNGA platform like the Toyota bZ4X but being smaller it places a 77 kWh battery (72 kWh useful) that is combined with two motors. The front-wheel drive model has a single motor with 165 kW (224 HP) and will offer a range of “up to 609 kilometers.” The approved consumption (pending confirmation) Toyota anticipates will be 13.8 kWh/100 km. The all-wheel drive option mounts two motors (one on the rear axle) and together they combine 252 kW (343 HP). In this case, the autonomy will be “up to 500 kilometers.” In this case, the expected consumption is 15.4 kWh/100 km. What does this mean in terms of highway data? In the absence of testing it and checking whether Toyota has improved the efficiency of its electric motors, the aforementioned consumptions indicate runs of more than 400 kilometers without recharging for the single-motor version and around 350 kilometers for the two-motor version. Regarding its charging power, the car can be charged in direct current at a maximum of 150 kW (the brand promises to be able to go from 10 to 80% in 30 minutes) and in alternating current at 11 kW in the single motor version and 22 kW if we talk about the double motor option. Once inside the car, behind the steering wheel there is a seven-inch instrument panel and is accompanied by a 14 inch central screencompatible with Android Auto and Apple CarPlay. The top version includes an 800W JBL sound system with a nine-inch subwoofer and eight speakers. As for driving aids, the car comes from the start with Toyota Safety Sense that includes blind spot detector, automatic light control, emergency braking and parking sensors. If you opt for the higher version, front cross traffic alert, lane change assistant and 360º camera are added. In addition, an alert warning is incorporated when opening the doors, whose handles light up red if the presence of an approaching car is detected. Regarding availability, the first units will arrive in the first quarter of 2026 and can be obtained with the following prices before applying the aid from the MOVES III Plan: Toyota C-HR+ Advance 165 kW (224 HP): from 36,500 euros Toyota C-HR+ Spirit 252 kW (343 HP): from 44,000 euros Photos | toyota In Xataka | While half the world doubts the electric car, Toyota smiles: it is achieving the best results in its history

OpenAI has turned the global economy into Russian roulette with a single bullet: AGI

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2025 is being the year in which OpenAI has ceased to be a technology company and has become a black hole that attracts capital, expectations and the destiny of companies that move billions, with a ‘b’. Sam Altman has designed a scenario where there are only two possible outcomes: AGI for them or collapse for everyone. Why it is important. OpenAI’s valuation has reached $500 billion as an unlisted company. It has moved more than a billion (also with ‘b’ and it is not a false friend of “billions”) in deals in recent weeks. Those figures only make sense if they get the AGI (Artificial General Intelligence). If not, everything explodes. The panoramic. A year ago, a round of 6.6 billion It seemed like an astronomical figure. Nine months later, 40 billion. Now we talk about 100 billion with NVIDIA. And so naughty. When we reach these magnitudes (and they are repeated) we stop talking about simple capital injections and talk about binary bets on the future of the world economy. The problem is that these figures have dragged other giants to the same precipice. The backdrop. Microsoft was the first to get hooked. Then he considered divorce and since then They are still together, but sleeping in separate beds. Furthermore, OpenAI has achieved something more dangerous: chaining Oracle, AMD and above all NVIDIA, the most valuable company on the planet on the stock market. If OpenAI clears its throat, all NVIDIA knobs jangle. And if NVIDIA falls, it drags down the S&P 500. The domino effect would reach pension funds, corporate spending and the US GDP. And from there, a chain effect for the economy of the rest of the world. behind the scenes. NVIDIA is not only funding OpenAI, it is also guaranteeing some of the debt the startup needs to build its own data centers. Is circular money: NVIDIA sends money in exchange for shares. OpenAI uses it to rent chips from NVIDIA. And those contracts allow NVIDIA to take on more debt to continue financing OpenAI. A loop that only works as long as the music continues playing. When the Titanic began to sink, the orchestra’s musicians were forced to continue playing. Yes, but. AI already works. It is already transforming sectors. Nobody doubts it. You don’t need to be AGI to have value. The problem is that OpenAI does need AGI to justify these insane valuations. They have set up a structure where any slowdown, any sign of doubt, will trigger panic. The money trail. Altman has found in Masayoshi Son to the perfect partner. The SoftBank founder has a history of big bets blowing up and miraculous saves (Alibaba, ARM). The Altman-Masa combination is a capital cannon pointing skyward. But it is also a detonator: if they fail, the explosion will be proportional to the ambition. According to Altman’s analysis, OpenAI has to beat Google before the latter’s TPUs hit the market and change the rules of the game. That’s why the rush. That’s why Atlas. That’s why the agreements with Broadcomconversations with Intel, promises to AMD. It’s not just about building the best AI, it’s about surviving until you get it. The big question. What if another macroeconomic event stops everything before superintelligence arrives? OpenAI is racing against the clock, it needs AGI before the economy trips over its own shadow. Meanwhile, the market rewards these alliances with instant increases. Oracle has multiplied its value just by announcing agreements with OpenAI. Capitalism of expectations: benefits are no longer needed, only promises of a future that does not yet exist. The same thing happens to others because OpenAI is the new King Midas. Decisive moment. This is no longer a bubble that can burst. It is a bet that can fail. And the difference matters. A bet drags down everything around it. OpenAI is already too big to fail without causing a cataclysm. Which makes it probable an Intel-type state bailout if things go wrong. Altman knows that many AI companies will disappear when the euphoria ends. Only the largest will survive. OpenAI plays at being so big that it has to be rescued. It’s already happened with the dotcoms‘. It can happen again. OpenAI has forced a binary scenario: either we achieve AGI or we face a brutal recession. AI works, transforms, improves processes. But that is no longer enough. We need trillions in value created. And if they don’t arrive in time, the collapse will be rapid. And ugly. In Xataka | AI is giving a second youth to unexpected actors: the old guard of enterprise software Featured image | OpenAI, Alexander Gray

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