asks

We obsess over giving up meat completely, but the science of longevity asks us for something much more pragmatic

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The debate about whether we should consume more or less meat is often plagued by ideology, but when we stick strictly to science, the reality is that it is sensed that a reinforcement of vegetable protein It can give us a few more years of life. And it is not about completely eliminating foods of animal origin, but about doing nutritional mathematics to replace a small fraction of animal protein with vegetable protein. Great studies there is behind it to be able to reach this conclusion, one of the most compelling being the published in The BMJ in 2020which brought together 31 prospective studies and more than 715,000 participants. Here it was clearly seen that a increased intake of plant protein It was associated with lower mortality from all causes and, specifically, cardiovascular disease. Translated into percentages, every 3% increase in daily energy from plant protein was associated with a 5% lower risk of death from any cause. On the contrary, animal protein did not show a clear association (neither for nor against) with cardiovascular or cancer mortality at a global level. There is more. That same year, the magazine JAMA public data from the NIH-AARP prospective cohort, which followed more than 416,000 people. Their findings further refined the shot, as they pointed out that replacing only 3% of the energy of animal protein with plant protein was associated with 10% less total mortality. The protective effect was especially marked when this vegetable protein entered the diet to replace eggs and, above all, red meat. The only problem is that, although the claim has a solid scientific basis, the relationship has only been demonstrated through observational studies. That is, we are not facing unequivocal proof of causality. The reason Whether vegetable protein from soy or lentils extends life is something that is still quite debated. The most solid biological hypothesis does not defend that plant protein is a magical elixir, but rather that, by displacing animal sourcesseveral risk factors for stroke tend to decrease. This is what is known in nutrition as the “package” effect. By swapping a steak for a plate of legumes, not only are you changing the amino acids that are introduced into the body, but you are drastically reducing your intake of saturated fat, iron, sodium, and, if we’re talking about processed meat, pro-inflammatory compounds. In exchange, fiber, polyphenols and other bioactive compounds present in whole grains, seeds and legumes are introduced into the body and can reduce the overall carbiometabolic risk. The small print. One cannot generalize here, and these results do not suggest that all animal protein is a poison or that any plant product is automatically a ticket to immortality. The expected result depends largely on the specific food that we are substituting on our plate, since it does not have the same metabolic impact to replace a processed sausage as a natural yogurt, nor is it equally beneficial to change chicken for legumes than for an ultra-processed vegetable substitute full of refined flours. Age matters. The age It is a very relevant factor which science has shown through a study published in Nature that analyzed national protein supplies in 101 countries over 60 years. Here it has been seen that, although the greater availability of vegetable protein is associated with a longer life expectancy, in children under five years of age the relationship seems to be reversed, suggesting that animal protein may be essential for their development. Images | Anna Pelzer Eiliev Aceron In Xataka | Chinese researchers believe they have discovered a simple “trick” to lose weight: eat raw vegetables

what Elon Musk asks for it to work

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The scene took place relatively recently, when several Ukrainian naval drones were left temporarily unusable during an operation in the Black Sea following connectivity problems linked to Starlink. The episode left an uncomfortable conclusion For many Western strategists: some of the most modern weapons on the planet depend on a private network controlled by a single company. The “cheap” war that began to be expensive. The United States has been pursuing an obsessive idea for years: replacing part of its very expensive precision missiles with a copy of the Iranian and Russian weapon par excellence: swarms of kamikaze drones that are much cheaper, mass-produced and capable of saturating enemy defenses. He LUCAS drone was born precisely for that. Each unit costs just a fraction of a Tomahawk and can be launched in large quantities against distant targets. On paper it seemed like the perfect formula for modern warfare. The problem appeared when those drones began to used massively against Iran and Washington discovered something uncomfortable: the weapon does not depend only on the explosive or the fuselage, but of the satellite connection that guides her. And that connection has an owner. SpaceX then decided that the Pentagon was paying too little to use Starlink and Starshield in real combat operations. Elon Musk controls a critical piece. The dispute that has been revealed in Reuters exclusive reveals the extent to which the US military has become dependent on SpaceX. LUCAS drones use Starshield terminals to communicate, coordinate attacks and operate over enormous distances. Without that space network, much of the system’s advanced capabilities simply disappear. The Pentagon argued that drones only used the connection for minutes or hours and that paying $25,000 per terminal was absurd for a relatively cheap kamikaze device. SpaceX responded that actual military use was more like a premium aeronautical service than a conventional land connection. The result was surreal: the cost of connectivity almost doubled the operating price of some drones designed precisely to be cheap. The paradox of autonomous war. The case exposes a huge contradiction in the current military revolution. Armies want cheap, massive autonomous weapons, but those platforms increasingly depend on extremely complex and concentrated infrastructures in few private hands. New American drone swarms need to transmit data, share targets, coordinate and receive orders in real time over thousands of miles. This requires the use of gigantic orbital networks capable of maintaining permanent global coverage. Today no company offers anything comparable to Starlink. SpaceX controls more than 60% of all operational satellites on the planet and has become in a critical layer of Western military communications. The Pentagon is beginning to discover that the true strategic advantage is not just in making cheap drones, but in who owns the sky that connects those machines. Ukraine and danger. The Ukrainian War I had been warning for a long time about this problem. Starlink became there an essential element for Ukrainian and Russian operations, and also a constant source of political and military tensions. At times, restrictions imposed by SpaceX affected specific operations and made clear something uncomfortable for Washington: a private company could alter the operation of military systems in the middle of a war. Now the scenario is repeated with Iran, but in an even more delicate way because the Pentagon itself directly negotiate rates while developing weapons that depend entirely on that orbital infrastructure. Even US naval tests they were paralyzed previously following global Starlink blackouts that left maritime drones floating offline. The new military industry. They remembered on TWZ that, for decades, American military power depended mainly on classic defense giants such as Lockheed Martin, Boeing or Raytheon. SpaceX has completely changed that balance. The company not only launches rockets or manufactures satellites, it controls global communication networksorbital infrastructures, data systems and technologies that are beginning to be essential for autonomous warfare. This gives it an unprecedented position of strength vis-à-vis the US government. Unlike traditional contractors, SpaceX also has a huge independent commercial business and does not depend exclusively on the Pentagon. In fact, some analysts already describe the situation crudely: the United States has SpaceX “by the throat” because there is no comparable alternative today capable of offering similar global coverage at reasonable costs. War happens through space. The important thing is possibly that the discussion has only just begun. The LUCAS drones They are just an initial piece of a much deeper military transformation where autonomous swarms, orbital systems and artificial intelligence networks will function as a single connected ecosystem. The Pentagon wants future drones to be able to cooperate with each other, automatically adapt to combat and attack targets with minimal human supervision. But the more sophisticated those systems become, the more they will depend of permanent connections high capacity. And that makes the space the authentic center of gravity of modern warfare. The great irony is that the United States designed cheap drones to avoid spending millions on each missile and has ended up discovering that the most important strategic cost may not be in the weapon, but who gets paid for keeping her connected. Image | CENTCOM, Official SpaceX Photos In Xataka | The US has remembered what it did in World War II and has presented LUCAS: a copy of the most lethal Russian weapon In Xataka | Iran has been manufacturing the most effective and destructive kamikaze drones in the world for years. The US has plagiarized them to bomb him

A frantic race has begun between China and the US for Brazil’s rare earths. And Brazil only asks for one thing in return.

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After a diplomatic incident with Japan, China abruptly reduced its exports of rare earths, causing an immediate shock in industries around the world that depended on these materials to manufacture everything from magnets to advanced electronics. For weeks, companies and governments discovered the extent to which a seemingly invisible resource could become a lever of global power. A global race that is decided far from Washington and Beijing. This push for critical minerals has entered a new phase, with Brazil now converted on the board where the interests of the United States and China intersect. The reason? They both search ensure access to key rare earths for technology, defense and energy transition, but this time they are not negotiating on equal terms. Brazil, with one of the largest reserves in the world, has made it clear tons of common sense: that it does not want to repeat the historical role of simple exporter of raw materials, and is using that position to redefine the rules of the game. The US accelerates, but Brazil slows down. Washington has intensified its offensive with multi-million dollar investment proposalsbilateral agreements and formulas to guarantee direct supply to US companies. It has even started to secure rights on production through financing, trying to close the path to China in a supply chain that it considers strategic. However, this approach has been perceived in Brazil like too aggressivewhich has generated political resistance and has stopped agreements that, on paper, would benefit both parties. China is still in the game. Meanwhile, China has not disappeared from the board, but quite the opposite: is still the main global player in the processing of rare earths and maintains active commercial relations with Brazil. Exports to the Asian giant have grownand its industrial experience remains difficult to match in the short term. This puts Brazil in a unique position, where it can negotiate simultaneously with multiple powers without being forced to choose, at least for now. The Brazilian condition. This is where Brazil introduces its strategic turn: opening the door to foreign capital, there is no problem with that, but with a clear and unusual condition in this type of agreement. It is not enough to extract resources, but any partner must contribute to local technological development, processing within the country and job creation. In other words, Brazil demands to transform its mineral wealth in own industrial capacitybreaking with decades of dependence in which it exported raw materials and imported finished products. From exporter to industrial power. This change of focus is translating in concrete proposalssuch as the possible creation of a state company to manage critical minerals or a battery of laws aimed at strengthening national control over the sector. The idea is clear: go from selling resources to build the entire chain of value within the country, from extraction to manufacturing of key components. There is no doubt that it will not be a quick or easy process, but it marks an ambition that goes far beyond a simple commercial agreement. The real pulse: who accepts Brazil’s rules. In essence, the competition between the United States and China for Brazilian rare earths is no longer fought only in terms of investment or access, but in who is willing to accept the conditions that third parties imposein this case Brazil. Because the country is not saying “no” to anyone, but something more uncomfortable for the great powers: “yes, but on our terms.” And that introduces a new element in the geopolitics of resources, one where control no longer depends only on who needs the minerals and has the money, but on who has the capacity (and the will) to impose the rules of the game. For Brazil, a master move. Image | NZ Defense Force, YouTube In Xataka | China has just discovered the largest deposit of rare earths in the world. And he did it just when he needed it most. In Xataka | The world’s rare earth reserves, laid out in this graph showing the brutal dominance of a single country

Sweden was on the verge of eliminating banknotes as a payment system. Now it asks its citizens to save cash just in case

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Few countries in the world have turned their backs on cash with so much conviction as Sweden did in its day. For years it was the great global laboratory of digital money and a place where, paying in cash, It was almost a strange gesture. In the Nordic country, it is common to find businesses where “card only” signs are read without anyone protesting. Its financial system seemed to have resolved the future of payments once and for all. Now, that same country has just taken a turn that no one expected: recommending that its citizens save a certain amount of cash in case all their digital payments system collapses. From inventing banknotes to almost eliminating them. Sweden has a unique history with paper money. In 1661 it was the first country in Europe in introducing billsand it was also where the Riksbank, the central bank, was born oldest in the world. That pioneering vocation led her, centuries later, to lead the race towards a completely cashless economy. The numbers reflected it clearly: if in 2010 39% of Swedes said they had paid their last purchase in cash, in 2020 that percentage had fallen up to 9%. According to the Riksbank itself, currently only one in ten Purchases in Swedish stores are made with physical money. Anders Ohlsson, CEO of Deutsche Bank Corporate Bank, summed it up like this: “I don’t think right now people in Sweden know what the different currencies are like.” A central bank that asks you to keep banknotes at home. The Riksbank published some recommendations which were surprising coming from one of the most digitalized financial systems on the planet. The Swedish central bank asked all households in the country to keep at least 1,000 Swedish crowns in cash for each adult (just over 90 euros at the exchange rate), as a cash reserve for possible emergencies. “This amount should be considered as a reference and is intended to cover one week of essential purchases. Households may need more or less cash on hand, depending on the number of people in the household or their specific needs. Whenever possible, households are recommended to keep cash in various denominations,” the Swedish banking entity says in its statement. Too digital to be invulnerable. The underlying reason for making this peculiar call is not nostalgic but strategic. An economy that depends almost entirely on digital payments is also an economy exposed to power outages, cyberattacks or geopolitical tensions. The Visa and Mastercard networks, on which a large part of the Swedish payment system is based, are of American origin, which adds an extra layer of vulnerability in an increasingly uncertain international context. The Riksbank itself puts it bluntly in its statement: “Access to different payment methods improves people’s ability to make payments in the event of temporary disruptions, crises and, in the worst case, war.” It is not an unfounded threat. In recent months, several European countries have reviewed the resilience of your critical infrastructures before him security deterioration and the increase in uncertainty on the continent. Diversify so as not to depend on a single system. Beyond cash, the Riksbank’s warning to citizens is committed to a more diversified payment strategy. He recommends having access to at least two cards from different networks (a Visa and a Mastercard, for example) so that, if the systems of one of them fail, payments can be made with the other. It also advises having access to mobile payment services like swishthe popular Swedish application that operates on a different infrastructure than traditional bank cards. For whom use Apple Pay either Google Paythe Swedish central bank reminds that it is advisable to always have the physical card on hand and know the PIN, since the physical chip allows payments to be made even without an internet connection. All of this advice will be developed in more detail in the Riksbank’s 2026 Payments Report, due on March 12. Sweden, which for years led the way to paperless money, is now a reminder that no system is foolproof. In Xataka | If we want to know what the end of cash will be like, we only have to look at a country that is experiencing it: China Image | Unsplash (Tobias Flyckt, Emil Kalibradov)

The brain asks for ultra-processed foods when it has nothing to do and science thinks it knows why

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There is a fairly classic scene in the lives of many people: not being hungry but wandering around the kitchen, opening the refrigerator, looking and closing it. Minutes later, this operation is repeated. The final result? End up eating something we probably didn’t needwhich is what can be popularly known as ‘gluttony’, but nutrition science has a more precise term: emotional eating. Investigation. Reference researchers in Spain such as Dolores Corella and Jordi Salas-Salvadó from CIBERobn, have focused on how factors more than calorieslike emotions or genetics, determine our weight. And the conclusion is quite clear: boredom is as real a metabolic risk factor as sugar. The boring brain. When we get boredthe brain detects a stimulation deficit that it tries to compensate with the fastest route to pleasure. And this is where the ultra-processed darlings come in. In this case, science indicates that these foods not only nourish us poorly, but activates dopaminergic reward circuitsin a very similar way to how certain addictive substances do. In this case, we have, first of all, a stimulus that is boredom that causes our mood to drop. Here the brain looks for a quick peak of dopamine and an apple is usually not enough, but rather it looks for fats and refined sugars, since their consumption causes a peak of pleasure followed by a sudden drop. Something that promotes excessive consumption and therefore favors gaining weight. The danger of getting bored. Not having things to do during the day or even at night, the truth is that it can be the ideal seed for consuming more calories than necessary. And above all, boredom tends to attack more strongly at the end of the day, when obligations end and this is where “boredom eating” collides head-on with chrononutrition. Researcher Marta Garaulet has shown that the moment in which we eat is critical, since snacking out of boredom after 9:00 p.m. is metabolically disastrous, especially in Spain. Why Spain. We Spaniards have a much worse time eating for boredom beyond 9 at night due to a genetic load in half of the population related to the MTNR1B gene. In this case, whoever has this gene and eats late, the consequences are quite clear: the body secretes less insulin and tolerates the glucose that we are introducing less well. The result here is that what is eaten due to nocturnal boredom it makes you fatter and more inflammatory than if you eat during the day, due to the desynchronization of circadian rhythms and the enzymes necessary to process food. How to counter it. If boredom is the trigger for this situation and ultra-processed foods are the gasoline, the solution to break this vicious circle is in PREDIMED studies. In this case, they pointed out that increasing fiber intake through fruits, vegetables and legumes improves glucose regulation. Something that enhances the reduction of glucose drops that can encourage the brain to eat some sugar urgently. In addition to this, the PREDIMED study confirms that the Mediterranean diet Supplemented with extra virgin olive oil (EVOO) or nuts, it reduces anxiety about eating. Unlike ultra-processed foods, which leave you wanting more, a handful of nuts activates long-lasting satiety mechanisms that prevent us from falling into eating a muffin or chocolate ice cream during the night. Routine vs. chaos. Since intermittent fasting lacks solid long-term evidence, experts like Salas-Salvadó suggest focusing on marked routines: bringing forward dinner to extend your overnight fast naturally. Having a fixed schedule reduces moments of “down time” where hunger attacks due to boredom. With all this, what has been achieved is that the brain does not adapt to situations with high levels of dopamine, such as a time of large, very copious late-night dinners. That is why the strategy is not about prohibiting, but about understanding that when you open the refrigerator at eleven at night without hunger, it is not the stomach that speaks but the brain looking for the entertainment it needs. Images | Toby Towfiqu barbhuiya In Xataka | Scientists have found the key to obesity in a protein: mice that do not gain weight even if they consume a fatty diet

Moeve has a turnover of 1.8 billion euros. The Prosecutor’s Office asks to dissolve the company because, they claim, they did not pay 7.7 million in taxes

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Now Cepsa is Moeve. And now it is Moeve who has to fight against an accusation from the Public Prosecutor’s Office for fraud in the payment of taxes. The court case has been dragging on since 2022 but has its origins almost a decade ago. Now, the Prosecutor’s Office is asking for 28 years in prison for its board, targeting three senior officials of the Canary Islands Tax Agency and, in addition, the dissolution of the company. What has happened? In short, the Prosecutor’s Office accuses Moeve of tax fraud in the Canary Islands. According to their investigations, the company would have stopped paying 7.7 million euros to the Treasury by passing off diesel fuel as fuel oil when paying taxes between 2016 and 2021. The change is substantial because the tax rate on fuel oil (€0.56/tonne) is much lower than that on diesel (€222/1,000 liters). They stand out in Motorpassion that diesel has a tax 400 times higher than the change of units and, from there, would come the 7.7 million euros that the company would have omitted when presenting its taxes. What does the Prosecutor’s Office ask for? The Prosecutor’s request is harsh: That criminal proceedings be opened against the company The dissolution of the company Fine of 13 million euros for the company 28 years in prison and more than 25 million euros in fines for the board Two-year disqualification for three senior officials of the Canary Islands Tax Agency How did the events happen? As described in Fuerteventura Diarythe Prosecutor’s Office maintains that between January 2016 and October 2021, the then Cepsa, through its subsidiary Petróleo de Canarias (Petrocan), settled the taxes by passing off diesel fuel as fuel oil with “a clear intention of defrauding” the regional Public Treasury. According to their calculations, the company would have stopped paying the following amounts: 2016: 781,295 euros 2017: 404,134 euros 2018: 1.4 million euros 2019: 2.3 million euros 2020: 1.6 million euros 2021: 1.2 million euros In all that time, the Prosecutor’s Office accuses the Canary Islands Tax Agency of ignoring the complaints that came to it from the oil company. And the company IR Maxoinversiones, which manages various local gas stations, already reported the events in 2019, repeated it, expanding the complaint in 2020, and some time later filed a third complaint. The officials indicated by the Prosecutor’s Office, however, did not file any measures to investigate the events. What does Moeve say? Company sources point to Xataka that “the case is appealed. We reject the accusation and we hope that the actions of justice confirm the correct application of the taxation carried out by Moeve to the product called Diesel Oil, for industrial use and not linked to the activity of service stations.” They explain that Diesel Oil is a much heavier product than the diesel that we can consume for the car, so its use can only be industrial to start a machine or power a heater. That is, the usual use given to fuel oil. Thus, they point out that their taxation has always adjusted to what the Treasury has demanded at all times and that they are not trying to pass the product off as what it is not in their accounts. Disproportionate? Although the Prosecutor’s accusations are on the table and they say they can support them with data, it remains to be seen what the resolution of the case is. The claims refer to an alleged evasion of 7.7 million euros over six years, a very small figure for a company that only in the first nine months of the year 2025 (latest data published) earned 472 million euros in net profits and invoiced more than 1.8 billion euros in 2024. Therefore, beyond proving that Moeve did not pay the taxes due, it will have to be demonstrated that this omission was made with the intention of enriching himself and not because of a mistake when filing taxes, an element that seems essential for a judge to order the dissolution of the company. a company with more than 11,000 employees. Photo | moeve In Xataka | There is a hidden war to sell us the cheapest possible gasoline. One that Ballenoil and Plenergy already dominate

Pedro Sánchez is confident in recovering the “soon” supply without giving deadlines and asks for caution and “a responsible use of the mobile”

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The President of the Government, Pedro Sánchez, has appeared after six in the afternoon after the National Security Council meeting to address The mass blackout that affects Spain and Portugal From 12:32 a.m. on Monday, asking for caution and avoiding moving hypotheses about its causes. “The causes are still being studied. It is better not to speculate,” said Sanchez during his brief intervention of seven minutes, without admitting questions from journalists. The EU, in any case, has ruled out the theory of a cyber attack. The Portuguese operator has mentioned “A strange atmospheric phenomenon“ The current situation. The president has placed the origin of the incidence in “a strong oscillation in the European electrical system” that has triggered the interruption of the supply throughout the Iberian Peninsula and parts of France. Sánchez has confirmed that the Executive has declared the electricity crisis and will assume the management of the blackout in Andalusia, Extremadura and Madrid after the request of these communities to activate level three of Civil Protection emergency. “We will spend a few critical hours until we recover electricity,” he warned. What is happening. Sanchez stressed that the operation of hydroelectric plants is already restored, expressing his confidence that the supply will recover “soon”, although without giving concrete deadlines. The recovery of the supply in areas of the north and south of the country has been achieved, according to the president, thanks to the collaboration of the authorities of France and Morocco, to whom he thanked his “solidarity.” Official recommendations. The president has transferred three recommendations to the citizens: Minimize displacements. Follow only official information and not disseminate information from “doubtful origin.” Make responsible use of the mobile, making short calls and contacting emergencies only if it is strictly necessary. Next steps. Sanchez has announced that the National Security Council will meet again at seven in the afternoon, an hour after its appearance, to continue evaluating the situation. He also reported that the government is in permanent contact with the King’s house, parliamentary groups, European partners and NATO. “The priority is to work so that the sooner we recover normality,” he stressed at the end of his appearance. In Xataka | What is the “energy zero” and why the supply can go suddenly but it takes hours to recover Outstanding image | Moncloa

The electric SUV that no longer asks for permission

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It is not necessary to look twice to realize that Wuhua city 1,100 km south of Beijing and 340 km west of Shanghai, it is not exactly Detroit. But in its own way, This Chinese city begins to resemble the epicenter of something. Chery – and all its brands, including Omoda and Jaecoo– He has turned his facilities into a kind of living laboratory of the future of the car. Here it is executed, it is not rehearsed. And in the midst of that deployment, I have had the opportunity to drive the new Jaecoo 5 EV: the electric version of this Chinese SUV, reasonably accessible … and very serious. The silence that speaks The first thing that attracts attention is how well they have done, in addition to their suspicious nothing similar to the lines of the Range Rover (with whom Chery has an old agreement to be your manufacturer in China). There is no trace of that condescension with which the West used to look at the Chinese automobile industry. Jaecoo 5 EV does not come to learn, but to compete. In Wuhu they know it, and that is why an almost provocative calm is breathed. As if they were already clear that they will win, but they were not in a hurry to prove it. Image: Xataka. The second thing that attracts attention is autonomy: it marked 94% km with the activated echo mode. At the end of the test it marked 329 km for the remaining 73%. If we make a rule of three, at 73% should be superior, about 343 km, but we made use of the air conditioning and some moments of forced driving to test it through its sport mode. So and everything, it is still a more than remarkable autonomy. Image: Xataka. In motion, the car confirms suspicions: this is not an experiment, but a mature product. The driving is soft, as expected in an electric, but also firm in what is not usually expected in a SUV: stability. Take curves without drama or unnecessary inclinations. There is no ship feeling, not even when hurrying in faster sections. The suspension filters with solvency, in the potholes with some forcefulness, and at all times seems more focused on transmitting security than show. He gets it. And also with the sepulchral silence that can be expected from an electric. Do like us on this trip and Stay connected whatever your destination. Always navigate at high speed and With unlimited data with the ESIM from Holafly and forget about unpleasant surprises on the bill. Easy to install, keeping your physical Sim card to receive calls and No positions of Roaming. And with a 5 % discount! Council offered by the brand The finishes, another maturity symptom, point in the same direction. There are no luxuries, but Criteria: Where to play, there are pleasant and padded materials; Where it is not seen or touched, hard plastics appear. The fair and the intelligent to keep prices at bay. It is a car that aims to be around 30,000 euros, perhaps something else, in this electric version, and that, More than reasonable, it is strategic. Image: Xataka. Image: Xataka. Regeneration, yes, needs one more return. It has three levels: the lowest, which is almost decorative; Another intermediate but still very soft, and a third that flirts with excess. I miss a real intermediate point. Also the brake pedal, otherwise, has a somewhat more abrupt stretch, as if he resisted to accept that the car has already stopped. It’s not much less serious, but it’s not the most elegant. And matters in a car that aspires to seduce for its silent refinement. What is surprising is everything else: the visualization of surrounding traffic – at the style that Tesla marked the industry – works precisely and without histrionisms, as adequate are the recreations of the car in 3D and 360º. Mention for driving aids, especially the anti -collisions system, which worked great: the speaker sounds and the steering wheel vibrates if the car detects that we throw ourselves towards an obstacle in braking. Not only in static, but detecting that the car in front is stopping even if it continues to move. The 360º view and the recreation of the traffic around us. Image: Xataka. This kind of pip with recreation appears when we use the intermittent. Image: Xataka. Image: Xataka. Image: Xataka. The ventilation in the seats in a car of this price fork is a detail. Image: Xataka. Image: Xataka. At the end of the journey, the Jaecoo 5 screen indicates that we have 1 hour and 37 minutes of driving and that the average consumption has been 13.1 kWh per 100 kilometers. It is a very competitive consumption for an electric SUV of this size, which speaks of its good mixture of aerodynamics, efficient motor management and weightly contained weight. Is A autonomy consistent with what the car projects: more solidity than show. Image: Xataka. More than a car, a statement But the most interesting is not the car. It is the context. Wuhu is not just a geographical place. It is a coordinate on the map of who wants a change of rules. From here, Chery has created a pair with omoda and Jaecoo who no longer wants to imitate Europeans, wants to advance them. And with a known recipe: ATIBORRAR OF EQUIPMENT. Take care of aesthetics a lot. Offer technology that works. And maintain an aggressive price. But they They do it without asking permission. They are not in the phase of learning from the greats or gaining respect. They do not copy or ask for validation, do not queue at the door of the European club to see if the goalkeeper is Majete and lets them in. They are already inside. And with products that no longer have a “Chinese car” aroma, but “this makes a lot of sense.” With own design decisions, with functional technology, with well -chosen materials and a … Read more

Renault asks Japan to copy and make “small cars that people can buy.” The truth is that we don’t want them

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The automobile market has forgotten small and simple cars. It is a reality for which it should be a perfect mobility solution for the middle European citizen. Now, Luca De Meo is committed to prioritizing the “small cars that people can buy.” But do these words make sense? “We don’t do it”. Because they are “unproductive,” according to Luca de Meo. Of those who speak are of small cars, of those of smaller size that, for the CEO of Renault, have completely killed European regulations. “We have to make small cars that people can buy again,” he said in an interview with Auto.it. “It is difficult for a regulator to know more than an engineer which is the best solution. Let’s leave engineers the best solution to reduce the impact of CO2,” said Meo to the questions of the Italian medium. The problem? For the CEO of Renault it is clear: “European regulation in the last 20 years has failed.” And this has been because “it was driven by the Germans, who wanted to make the most complex cars, because it suited them. That has had a devastating effect in other producing countries such as France, Italy and a little in Spain where people buy small cars because they do not have money or do not enter the cities.” The solution? Have your own regulation that It resembles that of Kei Car Japanese. These cars are extremely small, they cannot exceed 3.4 meters long or 1.48 meters wide. Nor equip yourself with an engine greater than 660 cc or 64 hp. In return, cars are not considered as such and, therefore, They do not have restriction problems that traditional vehicles in large cities have. In return, MEO slides not only the idea of ​​promoting small vehicles with new legislation, it also chooses to reduce the mandatory safety elements in cars of this size. “We were forced to add a security equipment valued at 400 euros. That on a Renault Twingo is a lot of money, in a sedan it is much less.” Too expensive. It is a usual criticism of the price of cars. They are too expensive for the client to allow them. Actually, although in recent years the price increase has been very pronounced, a car is cheaper now than 50 or 60 years ago. However, the ability to access the low range has been reduced. Pressing for other expenses of enormous cost, such as housing, the Spanish average citizen is opting for low -end vehicles when acquiring a new car. In what we have been, The best -selling car is Dacia Sanderofollowed by the MG ZS, the two cheapest cars in its segment. He is accompanied by Nissan Qashqai who has recently dropped price and the Renault Captur and Seat Arona, cars that barely exceed 20,000 euros starting. It does not come profitable. In his words, Luca de Meo is part of reason. Match the cheapest cars in safety equipment with the highest cost Price irremediably increases of this type of vehicles. By European regulationsthe cheapest car that is sold in our continent must have, among other systems, emergency braking, lane output alert or rear camera. However, it is also unquestionable that this equipment is an extra security for drivers who put themselves at the controls of a car. Although from Dacia (from the Renault Group) They have removed value for these measuresthese types of obligations guarantee a minimum of possible accidents to all drivers. Do we buy them? Luca de Meo’s words sound very good but … are we interested? If we attend to the number of Enrollments in our countryurban vehicles (such as the aforementioned Twingo) barely register 1.4% of registrations. They are the compact and the C-SUV (comparable by size) the most purchased vehicles in Spain, accumulating 48.5% of registrations. A segment followed by the utilities and B-SUV, which total 39.6% of the enrollment. Expanding the views to the rest of Europe, Discriminate Acea to vehicles in traditional sizes. A+B for utilities and urban (those of smaller size), followed by compact (c), medium size (d) and luxury (e and f). However, take the SUVs out of these categories. According to these data, in 2023 segment A and B that De MEO considers among the best selling remained at 21%, while the SUVs accumulated 51% of the registrations (between three and four times more than a decade ago). The little ones (taking into account that they add two segments) are not so far from 15% that compact accumulate. Do we want them? It is the other big question. According to the registration, we prefer larger vehicles. But, in addition, there is another constant: commercial failures among smaller vehicles. Although most European citizens make their daily journeys in urban environments, cars dedicated exclusively to the city remain little dear. WE HAVE SMART EXAMPLEconsidered a car too expensive despite being extremely useful in the European cities of intricate streets in historical and difficult parking helmets. Photo | In Xataka | If you have 155,000 euros in your pocket, now you have another doubt: buy the new Renault 5 Electric Turbo or a Porsche 911

The Prosecutor’s Office asks for 36 years in jail for the author confessed to the murder of the three brothers in Morata de Tajuña

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The Prosecutor’s Office has requested 36 years in jail and 8 years of freedom guarded for the author confessed to the homicide of the three brothers found lifeless in their home in the town … (Tagstotranslate) Madrid

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