China has just launched its first undersea data center with total energy autonomy. The idea makes more sense than it seems

In the AI ​​race, having a robust data center infrastructure to power it is essential, but first you need energy to power it all. The United States may lead the chip industry (at least, the strategic ones), but China follows closely at an unstoppable pace and furthermore, has the energy. And he is already beginning to connect the dots, showing off his technical power and ingenuity: already It has the largest data center in the worldis also a pioneer to submerge them under the sea. Now it has taken a twist with the first underwater data center that ‘drinks’ directly from the wind that just opened. This project represents the perfect union of two of China’s strategic priorities: digital sovereignty and carbon neutrality. By placing computing infrastructure on the seabed and powering it directly with clean energy on siteChina is solving one of the great current technological problems: the insatiable energy consumption of AI and Big Data. The project. About 10 kilometers off the coast of Shanghai, at the bottom of the East China Sea, a steel cylinder receives electricity directly from wind turbines and is cooled with sea water. It is the Lingang Subsea Data Centeran ambitious project promoted by Shanghai Hailan Cloud Technology (HiCloud) and built by CCCC Third Harbor Engineering. It consists of a series of data storage and processing modules encapsulated in watertight and submerged containers, which are connected via two 35 kV submarine cables to offshore wind turbines operating off the coast of Shanghai. With a planned capacity of 24 MW in two phases, the first is already operational: it has a capacity of 2.3 megawatts and includes a ground control center, a vertical data module installed under the sea and two main 35 kilovolt submarine cables. Why it is important. In addition to the fact that it does not occupy land, in cities as crowded as Shanghai it represents a valuable saving in land and that it can be installed close to where it is needed (if there is a coast, obviously), because it solves at the same time three structural problems of the sector: Refrigeration. Seawater acts as a constant and free heat sink, eliminating the need for industrial air conditioning systems that consume 40 to 50% of electricity. The metric that measures the energy efficiency of a data center by comparing the total energy consumed versus that used purely by the servers is the PUE, which for a standard data center on land is an average slightly higher than 1.5. The project promises to lower it to a figure not greater than 1.15. Without consumption of fresh water. Traditional data centers evaporate millions of liters of water to cool their servers, but this uses thermal exchange with the ocean, so it does not consume water resources. Take advantage of the surplus from wind power. One of the handicaps of wind energy is that generation depends on the wind and not on demand, so if you do not have a battery, the energy that is not consumed is wasted. Thanks to this direct connection, the data center absorbs wind production in real time, functioning as a constant consumer that reduces the waste of renewable energy due to lack of destination, In figures. The magnitude of the project, with some official numbers: The budget is 1.6 billion yuan, about 200 million euros. Total planned operational capacity of 24 MW (2.3 MW in the first phase). The design PUE is less than 1.15. More than 95 percent of electricity comes from renewable sources. Context. The name of HiCloud is not new because in fact it is an old acquaintance: it is the person behind the underwater prototype in front of Hainan which began to install in 2021. However, the international reference is the Natick project from Microsoft (2013–2024), which demonstrated the potential of underwater centers: only 8 of the 864 servers failed, a much lower mortality rate than that of any conventional data center in the same period and also got a very low PUE of only 1.07. Despite this, Microsoft shelved the matter: viability in terms of costs and maintenance is another story. However, the Lingang project has top-level institutional support: is present on the List of Green and Low Carbon Technology Demonstration Projects of the NDRC, China’s top economic planning body. How they have done it. Servers are placed in pressurized steel cabins filled with inert gases to prevent corrosion and fire with a design that maximizes interior space and minimizes the impact of waves. Heat is dissipated by pumping seawater through radiators located behind the racks. The most complicated operation was raising the cabin in the open sea: the separation between the legs of the support structure and the steel piles on the seabed was only 0.18 meters and the maximum allowable deviation was 10 centimeters, so GPS and the Sanhang Fengfan crane vessel were helped. Roadmap. The project follows a staggered progression that leaves certain unknowns. First was the prototype in Hainan (2021-2024). In 2025 the project began in Shanghai, whose phase 1 concluded in October of that year and it has just been launched a few weeks ago. The key phase that will take capacity up to 24 MW has no official public date. Of course, the consortium of companies made up of HiCloud, Shenergy Group, China Telecom Shanghai, INESA and CCCC Third Harbor Engineering signed a cooperation agreement in October 2025 to scale to 500 MW linked to offshore wind, although where and when is unknown. Yes, but. That 2.3 MW of phase 1 is practically a demonstration, not commercial infrastructure as a large conventional data center operates between 50 and 500 MW. And in addition, it has to resolve the issues that Microsoft’s Project Natick left unresolved, such as underwater maintenance: HiCloud has not published protocols or long-term repair costs. And scalability to 500 MW is at the moment more of an intention than a project In Xataka | Where you see a mountain, China sees a … Read more

This robot vacuum cleaner has a self-emptying base, 180 minutes of autonomy and LiDAR navigation. Everything without reaching 85 euros

Keeping our house clean is almost as necessary as a real pain in the ass. For this reason, any technological help that we can have for this is always welcome and there are few things more useful than a robot vacuum cleaner. Do you want one without costing you a fortune? Well, keep an eye on this iLife A30 Pro: on AliExpress it comes out 84.03 euros if we use the coupon ‘ESA13‘. At this price, it’s hard to find something better. ILIFE A30 Pro Vacuum Cleaner and Mop, Self-Emptying Station for 60 Days, 5000Pa Suction, LiDAR Navigation, 2.4G WiFi/App The price could vary. We earn commission from these links A robot vacuum cleaner that is surprising for its price As we have been telling you since yesterday, the AliExpress Anniversary It’s back with a vengeance this year. There are really powerful offers and this iLife robot vacuum cleaner is a more than perfect example to illustrate them. If we take a look in stores like amazon either Leroy Merlin, The price of this model is around 200 euros. For this reason, this AliExpress offer is a real treat, but even more so if we take a look at what this iLife A30 Pro offers. The first thing is the suction power, which is 5,000 Pa. Translated into practice, it is more than enough to carry away dust, crumbs and even animal hairthe things that most often populate the floors or carpets of our homes. Plus, it also scrubs. It is also worth stopping a little while browsing. It has a LiDAR system that It is not usually present in robot vacuum cleaners in this price rangewhich is already a point in its favor. Thanks to it, you will move well between rooms and overcome the obstacles you encounter, avoiding those uncomfortable headbutts that these types of devices sometimes cause. Beyond all of the above, perhaps one of its greatest assets is its self-emptying base. This will clean the robot’s tank and, as the dirt ends up in a 2.5 liter capacity bag, It’s enough so that we don’t have to do anything for about 6 or 7 weeks. And it has plenty of autonomy, since it offers up to 180 minutes if we use its gentle mode. It is reduced if we use more suction power, of course. This iLife A30 Pro does not seek to be the best robot vacuum cleaner on the market, but it is one of the best options we can buy if we want to spend as little as possible. For less than 90 euros, It is very difficult for us to find something better. And in fact, it is rocking it on AliExpress: it has more than 10,000 sales and an almost perfect average rating. 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 | iLife In Xataka | Best robot vacuum cleaners in quality price. Which one to buy based on use and six recommended models In Xataka | Best cordless upright vacuum cleaners. Which one to buy and seven recommended broom vacuum cleaners from 139 euros

the reality of extra autonomy is a bucket of cold water

One of those novelties that were seen in the past CES 2026 was the technology of solar panels integrated into the body of the vehicle by the hand of Solarstica startup emerged from Hyundai Motor Group. The idea of ​​using solar energy to charge batteries is not new, but its technology is innovative and above all, His promises are most promising. (pardon the redundancy). It is in the testing phase on real models such as the IONIQ 5 and the ST1, because it is not a mere concept: they are serious. In addition, he won the prize of Vehicle Tech & Advanced Mobility. Up to 80 extra kilometers per day. Solarstic affirms that integrates solar panels on the hood and roof so that, combined, they can generate up to 500 watts of power, which can extend the range of an electric vehicle up to 50 miles per day (80 km), a more than respectable figure to cover daily trips. They also explain that for long-distance trips you can “recharge around 30% of the battery while driving.” It’s not glass. Not even a sticker. The idea goes from forgetting the classic and heavy glass of traditional panels, which takes its toll on the vehicle’s center of gravity and its aerodynamics, in favor of lightweight polymers in encapsulated form. To integrate them into structural elements (they are not mere adhesives) such as the hood or roof, injection molding is used, which allows for more complex and curved shapes. It also has its advantages in passive safety: in the event of a collision or run over, a polymer hood would absorb energy compared to a glass one, which is rigid and at risk of breaking. It hasn’t been easy. To the technical challenge of manufacturing in the form of polymer encapsulation with high pressure and the risk of solar cells breaking (which have solved with a protective layer and lowering the injection pressure) durability and aesthetics come together. Polymers exposed to the sun tend to degrade, losing transparency in favor of a yellowish tone that reduces efficiency. In addition, a simple wash could also deteriorate them and not only aesthetically: if the polymer is scratched, the light is scattered and does not reach the cell. So they are testing with anti-scratch and anti-degradation coatings. Finally, they have opted for a more discreet black finish that hides the solar cells in plain sight. Your face sounds familiar to me. The concept of using solar energy: Lightyear One and its promise of 70 km of autonomy per day. The fine print: a prohibitive cost that ended up accelerating its end to focus on the Lightyear 2 and finally, bankruptcy of the Dutch company. Sono Motors also tried it with its Sono Sionbut financing was difficult for them and they ended up canceling the car to focus on selling their panel technology to buses and trucks. Aptera seems to be able to bring the adventure to a successful conclusion: have confirmed that 2026 is the year for the first deliveries of its ultra-efficient three-wheeled solar vehicle. It’s a niche model, not an SUV. However, more established brands such as Mercedes Benz (with its Vision EQXX with sunroof or with solar paint) either Toyota and its Prius They have also tried it. It’s time to talk about numbers. Theory and practice. We are going to take a car that we know well because we have tested: the Hyundai Ioniq 5which consumes about 17 kWh per 100 km. To achieve 80 kilometers of autonomy, it would therefore be necessary to generate about 13.6 kWh. With a 500 W system (note, peak power), it would take just under 28 hours of perfect sun per day. This figure seems more plausible in a week parked in full sun than for a single day, or in an extremely efficient model like the Aptera and not in a two-ton car. Or a calculation based on the savings of auxiliary systems. This point is very interesting. In fact, never charging it could happen in a specific scenario: living in a sunny place like Cartagena (the sunniest city in Spain according to the vacation rental website Holidu with data from ‘World Weather Online’) and do about 10 kilometers a day. In Pamplona for example, taking a summer day and assuming about 5 hours of peak sun, it would be 2.5 kWh, which is enough for just under 15 kilometers. The figures fit with what we have seen before and show a reality: the car will not be able to be powered only by solar charging as we know it. Where that extra comes in handy. When we try the Vision EQXX In a couple of journeys we are talking about an increase in autonomy of 13 and 43 kilometers respectively. The second took place on a sunny day in June. And when our colleagues from Motorpasion They tested the Toyota Prius Plug In In 2021 we are talking about an extension, in the best of cases and with its capacity at 100%, of 6.1 kilometers. Its theoretical charging power was 180 W (practical, 140W). There they came to a conclusion: the solar panels will never be able to recharge the main battery up to 100%. Although boosting autonomy sounds great, we have already seen that for most people who do not live in paradise and drive more kilometers, this can be a little push that can be used to power the air conditioning or maintain the battery when parked. Of course, Hyundai has the scaling capacity that Sonos or Lightyear lacked and if they manage to make that solar module last a decade, it will be a magnificent ace in the hole. Not so much to charge the car for free, but because that extra can be used to cool the cabin without using up the main battery. In Xataka | The electric car promises that maintenance will be zero. Now it also promises affordable battery changes In Xataka | Toyota’s weapon to … Read more

It has a lot of autonomy and is water resistant

Although I feel a certain predilection towards Rakuten’s Kobo brand, the truth is that The current generation of Kindle seems most interesting to meespecially the model Kindle Colorsoft Signature Edition. It is a very complete eReader, and I would choose it over its lesser brother, the Kindle Colorsoft. Kindle Colorsoft Signature Edition The price could vary. We earn commission from these links With wireless charging and great autonomy Some of the particularities that interest me most about Kindle Colorsoft Signature Edition is that it has wireless charging and adjustable front lightsomething the Kindle Colorsoft lacks. In addition, its theoretical autonomy is up to 8 weeks, a very high figure to not depend so much on the charger. As its name indicates, this model incorporates a color screen that offers a resolution of 150 dpi, although it also allows reading in black and white with a 300 dpi resolution (the same one that we see in the rest of the models, like the Kindle Paperwhite). Its screen is seven inchesso it is somewhat small for reading comics and manga (although by proxy you can). I find the usefulness of its color screen most useful for viewing the covers or illustrations of a novel, as well as the possibility of underline text with various colors thus representing different characters. You may also be interested Kobo Libra Color eReader | 7″ E Ink Kaleido™ 3 Screen | Adjustable Color Temperature and Brightness | Blue Light Reduction | eBooks and AudioBooks | 32 GB Memory | Water Resistant | Black The price could vary. We earn commission from these links Amazon Kindle Scribe (64GB) | Redesigned screen with uniform edges. Write by hand on your books and documents | Premium pencil | Tungsten gray 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 | Javier PastorAmazon In Xataka | Best eBooks. Which one to buy and nine recommended models In Xataka | Kindle Colorsoft Vs Kobo Libra Color. Which eReader with a color screen to choose according to your tastes and needs

If you buy it you get a camera module. This is the new offer in this mobile with great power and autonomy

Unlike what we saw a few years ago, Realme has taken a huge leap by betting on high-end mobile phones that, by all accounts, have managed to attract us both visually and technically. He Realme GT 8 Pro It arrived in stores just a few weeks ago and can now be purchased on Amazon for 899 euros. It is available in two colors: es and eye, because it comes with a charger and a camera module. Realme GT 8 Pro (12GB, 256GB) The price could vary. We earn commission from these links A mobile phone that can change the camera module At the design level the Realme GT 8 Pro It stands out above all for its camera module: It is quite large and can be exchanged with others sold by the brand. One comes by default, but when you buy it on Amazon the store gives you an additional one valued at 19.99 eurosthus allowing us to customize it. Beyond its design, the truth is that the Realme GT 8 Pro also manages to shine in power and autonomy. Regarding the first, it achieves this thanks to its processor Snapdragon 8 Elite Gen 5 which comes, in this case, along with 12 GB of RAM and also has 256 GB of internal storage. The battery is well served thanks to its 7,000 mAh capacity. It also supports 120W fast charging and 50W wireless charging. In addition, its screen is excellent as it has a good 6.79-inch LTPO AMOLED panel that offers a QHD+ resolution and a 144 Hz refresh rate. You may also be interested realme Buds T200Lite True Wireless Bluetooth Headphones, 32dB Intelligent Active Noise Cancellation, 360° Spatial Sound, Autonomy up to 48 Hours, White The price could vary. We earn commission from these links realme Watch 5 Smart Watch for Women and Men, AMOLED 1.97″ Smartwatch, Bluetooth Calls, Independent GPS, 108+ Sports Modes, Health and Sleep Tracking/IP68/NFC, 14 Day Battery, Silver 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 | Amparo BabiloniRealme In Xataka | The best mobile phones (2025), we have tested them and here are their analyzes In Xataka | The best quality-price mobile phones (2025). Their analyzes and videos are here

Hyundai’s electric sedan is silent, elegant, and gains a lot of autonomy

Almost exactly two years ago my partner Alberto, a regular in these matters, was testing the Hyundai Ioniq 6 that the brand launched then. This time who gets behind the wheel of his successor, the Hyundai Ioniq 6 (2026)is yours truly, excited to experience the sensations of a sports sedan in which many things change. The update of this model affects both its exterior appearance – pay attention to the front – and its performance, which improves significantly to complete a most striking 100% electric vehicle. Shall we take a look at it? Technical sheet of the Hyundai Ioniq 6 (2026) Hyundai Ioniq 6 (2026) Body type Five-seater saloon. Measurements and weight. 4,925 mm long, 1,880 mm wide and 1,495 mm high. Wheelbase of 2,950 mm. 2,410kg Trunk. 401 liters Battery 63 kWh (Standard) 84 kWh (Long Range) Maximum power. 125 kW (170 hp, 350 Nm, RWD) 168 kW (229 hp, 350 Nm, RWD) 239 kW (325 hp, 605 Nm, AWD) WLTP consumption. 14.6 kWh/100 km WLTP autonomy Up to 521/680 km depending on battery. Environmental distinctive. Zero emissions. Driving aids (ADAS). Adaptive cruise control with level 2 automation and emergency braking, sign recognition, blind spot sensor, lane keeping, cross traffic alert, automated parking and emergency braking during maneuvers with pedestrian and object detection. Others Compatible with Android Auto and Apple CarPlay via Bluetooth, two 12.3-inch screens and connection for two phones. Four USB type C inputs and one type A, OTA updates, software with its own maps that indicate the available autonomy, dynamic lights for the interior. Vehicle to Load (V2L) reverse charging. Electric hybrid. No. Plug-in Hybrid. No. electric. Yes. Ultra-fast charging up to 350 kW (from 10% to 80% in 18 minutes) Price and launch. Not available. More than a restiling The family is growing, those responsible for Hyundai began by warning us before we set off. These new Hyundai Ioniq 6 (2026) are confirmation of the firm’s clear commitment to electrification, which in fact prepares the Ioniq 3 for next year. But that will be next year, because this Ioniq 6 begins by taking an important leap in the WLTP autonomy, which reaches 680 km in its version with long-range battery (84 kW). In the case of the model with a standard 63 kW battery, that WLTP autonomy is estimated at 521 km, both figures already serious. We were able to test the Ioniq 6 with the N-Line finish, better equipped and with an even sportier appearance. To give it those more distinctive lines, we have a more aggressive bumper and slightly different side skirts. There are also other distinctive elements such as the wheels and the lights, which have their own lighting signature. In both cases there have been clear changes in the nose, which is sharper and adopts a “shark nose” type front. The headlights are compressed to the maximum to be reduced to four fine lines of LED Parametric Pixel, while at the rear also use is made of that striking design element that, together with that spoiler and rear bumpers, allows them to be distinguished even more. In this design there are optional elements such as digital rearview mirrors – in the model we tested they were conventional – and others that come standard such as integrated handles that contribute to aerodynamics. Which is precisely one of the strong points of this model, although there are no changes here: it remains at some (fantastic) 0.21 Cx. The 401 l trunk is perhaps a bit short – the 45 l front one can alleviate the situation a little – but this sports sedan approach logically imposes certain sacrifices. Regarding the interior, the space and qualities are surprising here, but above all the physical controls stand out. Faced with the rise of “everything touch” of some firms, at Hyundai They rescue buttons, dials and other physical elements which among other things allow get a better grade in the Euro NCAP tests. And we, to be honest, are happy: no matter how attractive a touch screen is, we also think that in some cases it is a solution to a problem that did not exist. Buttons, buttons, buttons. We like buttons. The “interactive” steering wheel also has four Parametric Pixel LED elements that indicate the status of various vehicle systems, and on the dashboard we have dual 12.3-inch screens integrated into a single floating screen. Here we have, as in its predecessor, Android Auto and Apple CarPlay support. We tested the first one for navigation with Google Maps during the route, and we verified that the quality and response of the panel was perfect during the trip. We were only able to test the BOSE sound system, but it certainly shows promise. Somewhat hidden behind the steering wheel, on the right side, is the gear lever. I was not very used to that position and I must admit that to avoid confusion I needed to check if I had positioned the gear appropriately. The problem is that to see the position of the steering wheel spokes they can cover that line of sight. It’s a minor detail and that check will probably be irrelevant once we get used to the vehicle, but at first it’s something that caught my attention. Between both front seats, the bridge-type center console dominates everything, where we find the window controls and elements such as the wireless charging surface that allows us to comfortably recharge our mobile phone while we travel. At the top we have a generous sunroof that we can open or close with just the push of a button. The Ioniq 6 has a dual-zone automatic climate control to adjust temperatures independently. The controls (this time yes) are centralized on a lower touch panel, under the dual screen. If wireless charging doesn’t suit us and we prefer cables, we will be well served. In addition to the USB-C sockets (one of them with a charging capacity of 100 W) and USB-A, we even have a conventional … Read more

characteristics, price, engine, charge, autonomy and technical sheet.

“The Cayenne Electric marks the beginning of a new era for Porsche.” This is how it starts release that the German company has shared to detail the characteristics of its new SUV. And although it is a speech that sounds familiar to us from any presentation of any type of product, in this case it could not make more sense. On Halloween, Porsche presented its resultsand the figures were not good: losses of 967 million euros when, in 2024, they had had profits of 4,000 million. What has happened in these twelve months is that China has revolutionized the car scene with their electric. The Taycan has not been enoughwe had to react, and the answer is this Porsche Cayenne Electric. Why does an electric car have less autonomy than advertised? And it combines three elements that work: it is an SUV, it is electric and it is Porsche’s best-selling model. The new 100% electric Cayenne It has rained a lot since Porsche will launch the Cayenne in September 2002. It became the dream of many as it was one of the cars that James Bond could drive in the video game ‘all or nothing‘, and also the one preferred by the masses. The SUV has maintained its visual identity throughout the generations, and the electric one does not change too much a formula that has been proven to work. It is a little bigger: 55 millimetersto be exact. It measures 4,985 mm long, 1,980 mm wide and 1,674 mm high. The difference between the previous model and the electric one is greatest in the wheelbase, which is now 3,023 mm (13 millimeters longer than the previous one). And the trunk has a capacity of 90 liters for the front and between 781 and 1,588 liters in the main one, depending on how we configure the seats. If some sensations of the brand’s sportiness were already transmitted in the fuel models, in the new Cayenne Electric Porsche points directly to the Formula E. Before we get into that, it will arrive in two versions. On the one hand, the Cayenne Electric as access to the range: All-wheel drive. 408 HP (300 MW) in normal mode. 442 HP (325 MW) in Launch Control mode. Acceleration 0-100 in 4.8 seconds and maximum of 230 km/h. On the other hand, the Cayenne Electric Turbo: All-wheel drive. Up to 1,156 HP (850 MW) with Launch Control and 1,500 Nm of torque. In normal mode, 857 HP (630 MW) with ‘Push-to-Pass’ function that activates another 176 HP for 10 seconds. Acceleration from 0-100 in 2.5 seconds, from 0-200 in 7.4 seconds and maximum of 260 km/h. In addition to the power that each one delivers, there are important differences in both cooling and regeneration. The Turbo model, to withstand that power, has a direct oil cooling system for the rear axle motor. The goal is to ensure continuous high power. The ‘normal’ Electric model wants to be more efficient, and for that it has an energy regeneration system that returns charge to the battery with a power of up to 600 MW during braking. They claim that, in daily driving, around 97% of braking operations can be managed solely by electric motors. To get that one-pedal drive, wow. Both have adaptive air suspension as standard, but then there is the universe of extras. Both can be equipped with rear axle steering, something that turns the rear wheels 5º. Screens to power Inside, as it could not be otherwise, LEDs and screens reign. Even Mazda has given up on this and Porsche has ambient LEDs, a panoramic roof with variable light control and the aforementioned screens. On the front we have what they called Flow Display: a curved OLED panel integrated into the center console. It is complemented by a 14.25-inch fully digital instrument panel and a larger 14.9-inch instrument panel for the passenger. On the moon we have a head-up display that projects an effective 87-inch screen, showing information about what we have up to ten meters in front of the vehicle. Now, they have made an effort to comment that the most used controls, such as the climate control and the sound system volume controls, are physical. These screens are customizable using widgets, and we can also control some options using voice commands. They ensure that the software has a system of AI that “understands complex and interrelated queries, recognizes context and responds like a real interlocutor.” Arrives with ‘MagSafe’ Let’s go with the battery. This is a newly developed 113 kWh battery that allows a combined WLTP range of up to 642 km for the Cayenne Electric and up to 623 km for the Turbo model. For charging, it incorporates 800 volt technology with direct current charging capacity of up to 400 kW. According to the company, in these ideal conditions, it allows you to go from 10% to 80% in 16 minutes. In 10 minutes, you should have a range of 325 kilometers in the Cayenne and 315 km in the Cayenne Turbo. Now, the most peculiar thing is its inductive charge. It’s another extra, and one they focused on during the presentation at the IAA in Munich in early September. It is a platform on which we align the car so that it begins to charge with a power of up to 11 kW. You simply have to attach the plate to the ground and, when we park on it, the process begins. Price and launch of the Porsche Cayenne Electric Once the presentations are made, it’s time to look at the portfolio. The company has commented that orders are now accepted for the new model, which will arrive in the two aforementioned versions at the following price: Cayenne Electric: 108,296 euros. Cayenne Turbo Electric: 169,124 euros. And if you don’t want an electric one, Pôrsche assures that they will continue developing the Cayenne with hybrid and combustion propulsion systems “well into the next decade.” Of course, without additional details. … Read more

Polestar has broken a record of autonomy in electric cars circulating more than 900 kilometers. Obviously there is a trick

935.4 kilometers without recharging the battery. That is the record that has achieved a Polestar 3 conventional – in its version of a single engine – thus demonstrating that it is possible to make very long trips without going through a recharge point. The secret is from the record is obvious, yes. Superdespace. For achieve all those kilometers The technique was simple: go very slowly. In fact, the average speed was less than 40 km/h, and took no less than 22 hours and 57 minutes to complete the task. The publicized autonomy by Polestar for this model in its unique motor version is 706 km, so here they managed to lengthen it 32.5%. Three professional drivers. The tests were performed in the United Kingdom, where three drivers specialized in efficient driving were turned to achieve that milestone. The final consumption reached was 12.1 kWh per 100 km, which represents a saving of about 40% compared to conventional driving. Without tricks. This Polestar 3 achieved that autonomy without using special equipment: both the car and the wheels were the same as one obtains When you get the concessionaire car. However, it is possible to go further if some modifications are made. If you also have the car, you can go even further. A few days ago Chevrolet modified A WT Silverado truck and put a huge 205 kWh battery (the Polastar 3 is 111 kWh). They also placed old wheels with overpressure and 40 drivers turned to drive it around Detroit. They managed to travel 1,704 km with a single load, and as in the case of Polestar 3 the average speed did not exceed 40 km/h. The consumption on that journey was 12.7 kWh at 100 km, an equally remarkable figure in which yes, influenced that they had the air conditioning without working for almost the entire route. Baja is also worth it. In July a Lucid Air Grand Touring He got his particular Guinnes record When traveling 1,205 kilometers with a unique load. The car has a battery with the same capacity as that of the Polestar 3 (111 kWh), and toured the distance between St. Moritz and Munich. Although the car was a conventional model, the lucid benefited from both efficient driving and the energy regeneration system in braking and slopes: that route was full of them, but it was also descending mostly. The key is not the battery, they are the consumption. Although obviously the battery capacity influences the autonomy of electric cars, further influences the consumption of each model. The Mercedes Vision EQXX for example achieved a record prior to the Tour 1,010 km without recharging at 79.4 km/h on average… and another 392 kilometers had left in those conditions. The secret is that this approval model 7.4 kWh consumption at 100 km, while for example a tesla 3 rear -wheel drive homologous 13.2 kWh at 100 km. Aerodynamics helps, but if things are added to consumption as an efficient driving and low speed, those figures rise significantly. Absurd records. Although all these records are striking, they are also a marketing exercise for companies that logically try the same thing: that they talk (well) of them. Here we have messages that are also even absurd: going at 40 km/h for 23 hours has its reward in this case, but in real life it would be absolute torture. The practical uselessness of these records – not only that of Polestar – is the same as the one who tells us about how The Xiaomi Su7 beat all its competitors In Nürburgring last year: none of us are going to those speeds or drive in those circuits, but speed records are always striking. Putting these vehicles to the limit is fine, but it is important to contemplate these records with perspective. Image | Polestar In Xataka | In 2017 Norway, it was proposed that 100% of the cars sold in 2025 were electric. Is about to get it

China has broken the electric car deck with brutally fast recharges. So much that autonomy is already the least

When Jim Farley returned from China, several lessons were brought under his arm. Almost that it doesn’t matter when you read this because, with each visit to China of the Ford CEO, Farley always takes care of airing everything he has learned there. Among what has been learned, one day he questioned the real importance of the unacabable autonomies for an electric car. Taking into account that the battery size of an electric car remains a Too much spiny matter When lowering cars, Farley pointed out that his strategy for the future went through Manufacture small electric electric Because as soon as the price was put more battery. “If you have batteries like that, you can’t make money,” argued In reference to gigantic battery cars, the same ones that promise autonomies of many hundreds of kilometers and that, in the face of the future, promise to reach 1,000 kilometers between recharges. Farley has been a critical voice with those gigantic electric cars but is not the only one that has been expressed in those terms. Mazda, for example, made the same reflection Some time ago, focusing that large batteries raised the costs of the car … and its weight, a red line that the Japanese company has always tried to dodge. Although the approach was not exactly the same in the form (the Japanese study incorporating extended range versions With engines Combustion rotatingas they have done with the MX-30), in the background they did show that the bet should be another: contained autonomies but with systems that will stretch them in a simple way. Either with very fast recharges or, in the case of Mazda, with a small combustion engine that can save you at any time. In China they think something similar. While there are two clearly defined paths and one of them is committed to huge batteries, others are clear that they must get the fastest possible charges to offer an attractive electric car to the general public. Byd is one of them. But it is not the only one. More kilometers or faster When last week we attended the presentation of the Mazda 6eI felt that the press conference we attend with a bittersweet aftertaste and a more or less clear idea with everyone with whom I spoke. The completely electric Berlina, which Mazda has created with Changan, is sold with a 68.8 kWh battery or a second of 80 kWh. This last option seemed ideal for those who wanted Use your car to travel comfortably. If we suppose a consumption of 20 kWh/100 km, the first will not reach 350 kilometers between recharges and the second one would touch the 400 kilometers of a single sitting. However, the first battery can be loaded at a maximum of 165 kW of power, going from 10 to 80% in 24 minutes. The second, on the other hand, cannot do it at more than 90 kW, limiting that rapid recharge from 10 to 80% to 47 minutes. The general impression, so I talked to the fellow journalists, is that we would all sacrifice those 50 kilometers of autonomy if that would allow us to stop almost 25 minutes less when plugging the hose. Everyone seemed to us that a 90 kW recharge is not up to a car with aspirations to be an electric supervent. In ByD they have a similar impression and their bet is determined: Ultra -grape rechargesat the pace of filling a gas tank even if you have to stop once more. Although for now, They assured usits 1 MW recharge was mainly intended for heavy transport, they aspire to be an attractive solution for their own customers, with launches of more cars (right now they have two that admit this power) that can make use of these loaders. His approach is that the by and tang l can recover 400 kilometers of autonomy in five minutes. I would dare to say that the vast majority of drivers need or prefer to make a small stop before covering that distance. Huawei is one of them. The technological presented a few months ago A 1.5 MW recharge. Again, it is a very interesting formula for heavy transport but, to put it in perspective, a car with a large 100 kWh battery could be completely filled in five minutes if it did not have the obvious power restrictions so as not to be completely damaged. In spite of everything, if a manufacturer offers energy accumulators as resistant as those of Byd, filling a battery of this size should not take more than 10-15 minutes. Although Byd has filled headlines since he presented this load system, they are not the only ones. In April, Catl also presented a recharge system capable of overcoming that of the company of Stella Li, vice president of Byd than in Coach has defended these recharge systems against Autonomies of a thousand kilometers and said they aspire to bring them to Europe. In the interview he said that “they don’t give me more than 300 kilometers because I don’t want to pay the cost (of a greater battery).” Although I understand why Stella Li defends this approach, I also understand that Western manufacturers continue to prefer to offer much higher autonomies in order to sell as a purchase value. Perhaps 300 kilometers are fair but firmly believe that more than 350-400 kilometers of autonomy are needed in an electric car if the recharge network is powerful enough. I believe it with loaders of more than 150 kW, let’s not say with those plugs (and cars) that allow recharges at 1,000 kW. Despite this, There is something cultural In Stella Li’s words. You have to understand that China is a country so big that long trips They are usually done by plane or bullet train. The cities are so large that they favor adoption to the electric car because it is the environment where its virtues are more valued: without noise, without vibrations and … Read more

Pebble creator resurrects his legacy with 30 days of autonomy and electronic ink screens

Years after the disappearance of Pebble, the smart watch that inaugurated a category through Kickstarter in 2012, Its creator returns to load. Core Devices, the new company founded by Eric Migicovsky, has just presented two models that recover the essence of the original Pebble: Core 2 Duo and Core Time 2. This time, the bet is to recover the original philosophy of the product, thanks to that Google released Pebbleos as an open source in January. Core 2 duo and core time 2 technical sheet Core 2 duo Core Time 2 SCREEN 1.26 inches E-paper monochromatic 144 x 168 pixels, 176 dpi With backhoper 1.5 inches e-paper color (64 colors) 200 x 228 pixels, 202 dpi With backhoper INTERACTION 4 physical buttons 4 physical buttons + touch screen MATERIALS Polycarbonate frame (black or white) Metal frame (several color options) Sensors 6 -axis Imu Compass Barometer 6 -axis Imu Heart rhythm monitor Connectivity Not specified Compatible with iOS and Android Not specified Compatible with iOS and Android CHARACTERISTICS Microphone and speaker Vibration motor (linear resonance actuator) IPX8 water resistance Step and sleep monitoring Microphone and speaker Vibration motor (linear resonance actuator) IPX8 water resistance Step and sleep monitoring BATTERY 30 days of autonomy 30 days of autonomy Load connector Standard pebble charger Standard pebble charger BELT 22 mm 22 mm Operating system Pebbleos (open source) +10,000 WatchFaces and Applications Pebbleos (open source) +10,000 WatchFaces and Applications PRICE $ 149 225 dollars AVAILABILITY Shipping from July 2025 Shipping from July 2025 Unlike the current trend in smart watches, which usually bet on high resolution AMOLED screens in exchange for more limited autonomies, Core Devices Recover the philosophy that made Pebble popular: screens e-paper Always active with an outstanding autonomy of 30 days. Core 2 duo is an evolution of Pebble 2with monochromatic screen and a simplified design with polycarbonate body. Meanwhile, the Core Time 2 represents the high range with a screen e-paper a Color of 64 tones, metallic frame and additional functions such as heart rate monitoring and touch screen. The return of a different philosophy The new Core Devices watches keep Pebble DNA intact, but with notable improvements. The main advance is autonomywhich passes from the 7 days of the original 30 -day models on the new devices. Both models incorporate microphone and speaker, elements that were not present in all the original Pebbles. Pebbleos, now open source after Google’s decision (owner of Fitbit, which in turn acquired the intellectual property of Pebble in 2016), remains the heart of these watches. This guarantees the compatibility with more than 10,000 watchfaces and existing applications. Image: Core Devices. Eric Migicovsky, original founder of Pebble and now in front of Core Devices, explained in his blog A couple of months ago he decided to resume the project because “nobody makes a smartwatch with the basic set of features I want.” Among these essential characteristics, it stands out: E-paper screen always active (visible under sunlight, discreet). Long battery life (to avoid frequent loads). Simple and well -designed user experience focused on basic functions (time, notifications, music control, alarms, weather, calendar, sleeping/steps monitoring). Physical buttons (to control music without looking at the screen). Possibility of customization (creation of Watchfaces own). Sustainability above all Image: Core Devices. Image: Core Devices. Image: Core Devices. Unlike the aggressive growth approach that characterized Pebble in its beginnings, Migicovsky has opted this time for a more sustainable model. “I am building a small and centered company to manufacture these watches. I have not planned to raise money from investors or hire a great team. The emphasis is on sustainability, “he said in his blog. Core Devices has not launched a Kickstarter campaign, but offers direct reserves through its website, with the possibility of complete cancellation and reimbursement until the shipment, estimated for July of this year. Google’s decision of convert pebbleos into open source software It has been fundamental for this rebirth. According to Migicovsky, “Pebbleos took dozens of engineers working for four years to build, along with our fantastic product equipment and quality control. Reproducing that for new hardware would take a long time.” The Pebbleos Source Code It is now available in Githuballowing any developer to use, bifurcar and improve the operating system. This opens the door not only to official Core Devices watches, but potentially to other manufacturers interested in creating devices compatible with the Pebble ecosystem. Price and availability of the core 2 duo and core time 2 The new Core Devices watches They are already available to book. The Core 2 Duo is priced at $ 149 with shipments planned for July 2025, while the Core Time 2 will cost $ 225 and will begin to be distributed in December 2025. International orders will be sent through messaging with follow -up (DHL, Fedex, UPS), although the company warns that buyers outside the United States must be prepared for possible taxes and customs. It is the market, friend. Outstanding image | Core Devices, Unspash, Xataka In Xataka | The smart watches market had been growing for years. Now face his “smartphone moment”

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.