brands

The problem is that, until now, Korean brands ignored 90% of the planet

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A South Korean cosmetics brand was recently forced to apologize after promoting one of its blushes by describing the shade as the “adorable cheeks of a Mongolian baby.” Controversy broke out when content creator Khaliun reported on Instagramin a video that surpassed 270,000 views, that the brand was exploiting an outdated stereotype. Faced with global pressure, the company modified the text for “a beautiful deep mocha pink color that appears gently warmed by the sun.” This incident is not an isolated anecdote. It is the reflection of an industry that exports its products to the entire planet, but that has historically designed its cosmetics with a single demographic in mind, systematically excluding most of the world’s population. The Western fascination with Korean beauty began in the 2010s. This first wave of K-Beauty focused almost exclusively in skin careexporting concepts such as double cleansing or the coveted “glass skin”. As these were facial routines, inclusion was not an obvious challenge. In parallel, K-pop and K-dramas became the perfect vehicle for soft power. “The visibility of K-pop and K-dramas reinforces the perception of the effectiveness of K-beauty,” explains Professor Hye Jin Lee to cnn. The consequence was immediate: in 2024, South Korea surpassed France as the main exporter of cosmetics to the United States, with 1.7 billion dollars in shipments. The problem arose with the arrival of the second wavewhen the trend expanded into color cosmetics and hybrid makeup. Traditionally, Korean brands They launched their makeup bases in just three to five extremely pale shades, baptized with names such as “porcelain”, “ivory” or “sand”, designed for its domestic market. When making the international leap, darker-skinned consumers found themselves facing a wall: the most innovative industry of the moment, simply, I didn’t make products for them.. The standard that excludes without shouting The K-pop industry has been celebrated for challenging gender norms — male idols wearing makeup or traditionally feminine clothing — but it has not been as racially disruptive. The dominant standards They continue to emphasize light skin, a small V-shaped face, big eyes, and a slim body. A recent academic article, published by International Journal of Social Humanity & Management Research, defines these standards as a form of cultural racism: not an explicit discrimination, but a symbolic system that presents an aesthetic as natural and universal while excluding other corporalities. The mechanism does not need to proclaim “we don’t want dark skin.” It is enough to define beauty as something incompatible with them. In the Asian context, the preference for light skin has historical roots linked to social status and neo-Confucian traditions where whiteness symbolized respect for its principles. This is summed up in the Chinese term bai fu mei (white, rich, beautiful), which is still commonly used to describe a perfect woman. But when that standard becomes a global consumer product, the reading changes. The globalization of K-Beauty has caused cultural clashes evident. On YouTube, the video series “Black Girl Tries Korean Makeup” made the frustration visible of black creators in the face of the lack of dark tones and the omnipresence of whitening products, pointing out a bias of “anti-blackness”. In response, part of the Korean audience defended the brands by arguing that Korea is a monoethnic country and that its standards should not be judged by “the western prism”. another study by researcher Andrea Gómez shows how “Asian beauty” is associated in Latin America with youth, health and clear skin. The concept of whiteness is not just chromatic: it implies status, modernity and privilege. In their interviews, salespeople and makeup artists acknowledged that many clients requested shades lighter than their real skin. Not necessarily to look Korean, but to get closer to an ideal historically linked to social advancement imposed since colonial times. This is where K-beauty fits in as the perfect piece: it sells scientific innovation and, at the same time, reinforces an aspiration for clarity and neatness that was already established. As Vogue Business points outthe global beauty industry “thrives on insecurity and the allure of attainable ‘improvements’ that privilege white skin.” And in many cultures, light skin continues to function as symbolic capital. A deep or strategic inclusion? The real change came when diversity was shown to be enormously profitable. The most representative case is that of the brand THROW. When African-American YouTuber Miss Darcei tried her popular foundation in cushion On social networks, she showed that the initial offer of extremely pale tones left her out. The brand responded by creating new ringtones and sending them to him; In a matter of months they expanded their range to 40 colors. The result of listening to a diverse audience was an astonishing increase in 55.465% in brand sales in the United States. Since then, other brands they have reacted. Dear Dahlia expanded the shade range of its liquid blushes and foundations to reach deeper complexions. K-Brown was born in Seoul focused exclusively on the care of melanin-rich skin. Yepo Beauty launched foundations designed for darker tones under the tagline “inclusive K-beauty.” In addition, corporate discourse also changes. Global giants like Unilever and L’Oréal they have already announced the elimination of explicit references to “whitening” or lightening of the skin on its packaging in the face of international criticism. But not all adjustment is virtuous. When the Youthforia brand released a tone 600 Described by critics as a pure black with no undertones resembling human skin, the product caused a stir and was discontinued. A poorly executed inclusion can quickly become a caricature. The tyranny of beauty The racial and aesthetic debate intersects with another axis of oppression: the obsession with eternal youth. The global popularity of collagen—in powder, cream or capsule—reflects growing anxiety and pressure not to age. This is despite experts such as Dr Afshin Mosahebi questioning the scientific soundness of many of these ambitious anti-aging promises. This demand to stop time falls disproportionately on women. Psychology Today remember that the standards of whiteness and bodily perfection present in K-Culture They are not … Read more

There is only one market in China where European brands dominate. Exactly, the one that no one cares about

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Much has been written about the decline in sales of European and traditional manufacturers in China. Volkswagens, Porsches and Mercedes have collapsed in a market that, until very recently, was key when it came to presenting results year after year. Have they collapsed? Not in all markets. In one they are still leaders. Exactly, the one that no one cares about. Leaders. A ranking where 18 of the 20 best-selling cars in China are not Chinese? Yes. It is the extra-luxury market, the one where cars that cost more than a million Chinese yuan are collected, almost 122,000 euros in direct exchange. They collect in CarNewsChina that in this list only BYD has made it among the best sellers. The rest, 90% of the list, is made up of the so-called traditional brands. If we remove Lexus, which is Asian and enters with its Lexus LM (a minivan with a screen that crosses the entire width of the car) and its Lexus LS, the rest are European brands. Yes, Europe also rules in China but it does so in a market of ridiculous volume. Porsche dominates here. The best-selling car over one million yuan is the Porsche Cayenne. Before its renewal that will offer an electric version, the Porsche SUV leads this table with 17,194 units sold in 2025. Land Rover closes the podium, which has placed the Range Rover and the Defender as the second and third best-selling car in this group. Below, Porsche repeats again with the Panamera (fourth classified) and will appear again with the Taycan. But the brand that is most repeated is Mercedes. Cars signed by the brand appear up to seven times, although, yes, it accumulates the sales of the AMG and Maybach divisions separately. Their S Class (fifth, signed by Maybach, and sixth classified) are the best sellers. It also appears with the G-Class and the GLS. The exception. From the Chinese market, only BYD penetrates this hyper-luxury market. It does so with the YangWang U8 and its even longer version, the U8L. This car, both versions of which have exceeded a thousand units, is a gigantic SUV with extended range options (plug-in hybrids with very wide electric range) that has become famous because it is capable of floating on rivers thanks to the enormous power of its wheels. A drop in the ocean (1). There are two problems for European manufacturers. The first is more than evident: its sales are very low. Porsche, which in 2020 shipped almost 89,000 units in China has closed 2025 selling less than half (it has fallen short of 42,000 units). The drop compared to 2024 is 26%. Mercedes boasted when it comes to presenting results of continuing to lead the extra-luxury market in the Asian country. The accumulated sales in this list exceed 38,000 units but the fact that the twentieth place is the Mercedes-AMG GLS with 83 units sold throughout the year gives an idea of ​​its size and its competition. Yeah, Mercedes sold almost 460,000 units in China last year but it is 12% less than the previous year and is very far from the almost 775,000 units placed in 2020. A drop in the ocean (2). This market, if we analyze its best classifieds, almost entirely lacks electric cars. The closest thing is the plug-in hybrid versions, like those offered by BYD. They are automobiles, pure gasoline ones, that are clearly declining in China. Where in 2020 17.8 million gasoline cars were sold Today 10.85 million cars of this type are sold. New energy cars (plug-in hybrids and electric) already account for 60% of sales in the Asian country. In Autohomeexplain that this situation has weakened brands that have collaborations with European automotive companies. They give as an example the case of Maiteng, a company associated with Volkswagen that was a symbol of status and recognition and that has had to lower its prices to continue selling. Right now, the market where European manufacturers succeed is the niche of the niche. They don’t even consider it. But there is also another reason why Europeans succeed in this market. The Chinese don’t even consider entering it. With the market clearly betting on its local manufacturers, they are offering their most advanced cars at “affordable” prices compared to foreign manufacturers. Already in his presentation, the Xiaomi SU7 Ultra highlighted its price difference with the Tesla Model S (DEP) and Porsche Taycan Turbo. While the first one came on the market with a price of 814,900 yuan (it would not be included in the previous list), the German one cost almost two million Chinese yuan. The price war in China has pressured all companies to reduce their prices drastically. This has left out traditional companies that have found an evident loss of competitiveness in all types of markets, from general to luxury, where Chinese manufacturers are offering features and equipment typical of hyper-luxury segments in cars that, due to price, do not fall into that category. Photo | Hong Wei Fan and Arthur Wang In Xataka | We tested the Ojo de Dios with which BYD wants to break the market: autonomous driving for a 9,000 euro car

China is telling us what a future full of electric cars looks like. And we already know which are the most reliable brands

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The conquest of China in the automobile industry global has made us increasingly pay attention to the country’s manufacturers and the models that are coming out every year. China leads in new energy vehiclesalthough the reliability of their cars has always been questioned. The latest report Quality test launched by the analysis firm LandRoads offers us a very interesting perspective, as it studies the models that have initially caused the least problems since their purchase. In this aspect, the ranking places the Xiaomi SU7 as the most reliable large sedan, while the Tesla Model 3 dominates among the midsize models. Below these lines we tell you all the details. What is the ranking about?. LandRoads has published its annual report on quality in electric and plug-in hybrid vehicles in the Chinese market, analyzing 6,950 incidents reported by users. According to the report, 3,687 were quality problems and 3,263 were design-related. In the overall ranking by brand, AITO tops the list with a quality risk index of 123 points, followed by Mercedes-Benz (126) and Tesla (146). Image: ChinaEVHome. Source: LandRoads Why does it matter? The Chinese electric vehicle market is immersed in a frenetic race to incorporate more technology and functions. However, the study gives us clues that not all manufacturers are facing this battle completely well. The three main problems reported were noise (24.6% of complaints), exterior components (18%) and failures in intelligent systems (17.3%). Together they represent more than 60% of incidents, pointing out the critical points where the industry needs to improve. Categories. Highlights of the report indicate that: In medium-large sedans and above, the Xiaomi SU7 wins with an index of 108 points, well ahead of the Stelato S9 (218) and the IM L6 (237), according to LandRoads data. In midsize and compact sedans, the Tesla Model 3 leads with 104 points, followed by the Nio Firefly, BMW i3, Geely Galaxy Xingyuan and BYD Seal 06 GT. Among large SUVs, the top three spots go to AITO models: the M9 (88 points), M8 (98) and M7 (135), with the Li Auto L8 and Voyah FREE completing the top five. In medium and compact SUVs, the Avatr 07 stands out (92 points), ahead of the BYD Sealion 05 EV, Yuan UP, Tesla Model Y and Yuan Plus. In MPVs, the Voyah Dreamer records the best result with 192 points. Balance. The report also points out a phenomenon he calls a “high-equipment, high-risk concentration zone.” And according to LandRoads, as some manufacturers rapidly accumulate new features, the maturity and stability of the systems does not advance at the same pace, amplifying the risk of vehicle quality. According to the study, AITO, Xiaomi, NIO, Zeekr, Li Auto and Voyah have managed to maintain low risk rates despite offering high levels of equipment. More mature electronic architectures, better coordination with suppliers and exhaustive validation systems in all types of scenarios come into play here. Looking long term. LandRoads concludes in its study that the electric vehicle industry is moving from simply adding features and functions to the integration capacity and long-term stability of all these novel systems. Furthermore, seeing Aito above manufacturers like Mercedes or Tesla gives us clues about the transition we are experiencing and the ability of Chinese manufacturers to produce a product that lives up to it. Cover image | aboodi vesakaran and Aito In Xataka | Aid for electric cars is complicated: the Auto+ Plan comes with less money, more demands and a key question to resolve

More and more car brands are fleeing from Android Auto and Apple CarPlay. And it makes all the sense in the world

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My Volkswagen Polo is 10 years old, has a screen where I can see car statistics and play the radio or Spotify and little else: if I want to enjoy a GPS navigator, I have to place my phone on a support on the grille and it will work. So yes, I get really excited when I drive my partner’s Kona, with a screen bigger than a tablet on which I can visit Xataka from the web browser, watch videos either play a game. Android Auto is wonderful, but if I connect my iPhone, using apps like Waze on CarPlay is also another story. For someone who has a stupid screen in their car and the intention of not renewing it in the next five years, Android Auto and Apple CarPlay sound like a heavenly melody in my ears. However, Google and Apple’s infotainment systems are taking a step back: there are manufacturers who decide to back off, so their new models are left out. And it doesn’t surprise me. Goodbye to Android Auto and Apple CarPlay. Last summer and despite the delays, Apple promised they would be happy with their Apple CarPlay Ultra budding until he got a brand slam: There are barely Aston Martin and Porsche left. Land Rover, Mercedes-Benz, Nissan, Ford, Lincoln, Audi, Jaguar, Acura, Volvo, Honda, Renault, Infinity and Polestar got off the boat. In the fall, the leadership of General Motors explained in a The Verge podcast that it intended to remove both infotainment systems from its newer vehicles and replace them with its own Gemini-spiked system. Finally, German brands such as BMW, Mercedes-Benz, or Volkswagen they have joined to create an open source alternative called Safety Open Vehicle Core. S-Core, its abbreviation, is basically a base infrastructure with the essentials from which each manufacturer will build its adapted customization layer. It’s a matter of control. Android Auto and Apple CarPlay provide a unified and mainstream experience within the reach of the majority who have a smartphone and implementing them is not expensive. Although well, it is not so much because of the money they spend installing Android Auto and Apple CarPlay and more because of what they stop earning. Data collection and what you can do with it. It should be noted that with their respective infotainment systems, Apple collects information such as your position and how it varies over time, which allows you to know your speed, schedules, frequent routes… to give some simple examples. They also know what apps you use and when. An open door to the vein of subscriptions. In recent years we have already seen how large manufacturers launched a subscription model to release certain premium hardware functions: Volkswagen to unlock all the powerthe controversial BMW heated seats (then backed out), Mercedes and its improvements subscription accelerationor Polestar for offering similar performance packages. Having access to detailed information on usage habits would allow the establishment of a user profile and thus offer a more personalized experience in the form of a subscription. Materializing it will not be easy or fast. The GM news detailed that the measure would be implemented in the coming years and does not even imply a complete disengagement as long as it does not completely eliminate Google from the equation, since it implements Gemini, the Menlo Park company’s big bet. And Google’s AI is not exactly sparing in capturing information. Using an Android fork could also be an interesting option. S-Core- Eclipse Release Schedule The route of German companies does seem more viable. In fact, their preview schedule is available on HitHub and for now they are fulfilling it to the letter. Of course, one thing is that they are able to create a platform and another is the experience it offers. How cold it is outside of Android Auto and CarPlay. One of the great assets of Android Auto is the quantity and quality of compatible apps: Thinking about a platform without Google Maps, Waze or Spotify would feel like a huge step backwards. So later, they will have to get the companies behind them to bring their apps to these systems. And even if they did achieve it, then there are other hot potatoes such as updates to their frequency. Life without Android Auto or Apple CarPlay is an option and if you don’t tell Rivian or Tesla, but in the end it’s all about user experience. Don’t let it feel like taking a step back. Buying a car (especially if it is high-end) and finding a setback is not a dish of good taste. They don’t charge you a premium for unlocking functions or removing advertising either. The scenario of having to pay a monthly fee to access maps and extras when you have a solid and free alternative on the market sounds absurd. In any case, the winds of change are blowing on car screens. In Xataka | Android Auto is quietly preparing for us to drive with smart glasses. In Spain it won’t be easy In Xataka | This car was a pioneer with Android Automotive, but its users were crying out for Android Auto. Your wish has been granted

Chinese mobile phones conquered the market by dividing into a thousand different brands. Now they are doing just the opposite.

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A few days ago OPPO made it official: after the merger with OnePlus (although with “independent” operation“), now brings Realme under its umbrella. Thus, both Realme and OnePlus go from going on their own to becoming sub-brands within a differentiated organizational chart. If the beginning of the decade was one of separations, with the division (forced by circumstances) from Honor and Huawei and the “independence” of POCO and Xiaomi following the steps of Redmi and Xiaomithe roaring 20s have taken a turn of the script to do just the opposite: associate even more (with one exception that swims against the current: Nothing and CMF). The quotes are important insofar as these separations, although announced with great fanfare, hid a reality of sharing certain processes and technologies to a greater or lesser extent. Why is it important. OPPO is the fifth best-selling mobile brand in the world, according to CounterPoint data for the third quarter of 2025. And if we go to 2024, Canalys data They show that OPPO (at that time together with OnePlus) had a global market share of 8%. With the merger, the three teams will work together although each continues to develop their own devices to share resources and thus reduce costs. But also, the direct consequence can be sensed in this graph: there is a small piece of Realme’s 4% pie that increases OPPO’s portion. Canalys As confirmed by OPPO and Realme to Xataka Mobilethis decision is a strategic measure to “make better use of resources and amplify synergy (…). This allows OPPO, Realme and OnePlus to present a unified and improved offer, offering more innovative and differential products and more optimized and user-focused customer service worldwide.” In short, to be more competitive. The context. Oppo’s share grows and approaches the top 3 of Apple, Samsung and Xiaomi. In a saturated market with reduced margins, competitiveness low-cost It’s brutal. and with runaway RAM pricessurvival depends on being strong to negotiate in the supply chain and reinforcing an ecosystem to build loyalty. Xiaomi already did it when POCO website loaded to integrate with the matrix in a simplification movement. In fact, OPPO is doing a Xiaomi by differentiating its sub-brands: the main one is the premium one, POCO is the one that offers some groundbreaking features at an eye-catching price and Redmi for tight budgets. The brand has not yet commented, but the history of each one leads us to think of premium devices with the OPPO seal, the good cost-performance ratio of Realme and OnePlus as a kind of flagship killer with differential functions. Inthree lines. In the complex ecosystem of Chinese mobile manufacturersthe huge conglomerate BBK Electronics It makes up a series of brands of different importance: there are the strong ones, led by OPPO and Vivo, and other smaller brands that have been developing their trajectory such as OnePlus and Realme, but also Iqoo. Although each had their own communication, sales and marketing strategies and some development elements, shared production, logistics and R&D&I processes. With this move, OPPO, Realme and OnePlus will share a structure. In Xataka | In the midst of a protectionist retreat, Xiaomi wants to be the new Huawei and knows where to start: with its own chips In Xataka | “The mobile industry was boring and monotonous.” Oppo is willing to change it Cover | Xataka and Wikipedia

At the moment brands are selling us “AI assistants”

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The automobile industry is undergoing a technological transformation. And in addition to a transition to electric that is having a difficult time convincing drivers, there are vehicles that are increasingly more capable and dependent on manufacturers’ software. In this aspect, the functions of autonomous drivingwhich have been showing more legs lately. However, the gap between promise and reality is still considerable. More importantly, the level of full autonomous driving in commercial vehicles is still in its infancy. Level 3 remains a pipe dream for most. Level 3 autonomous driving, which allows the driver to let go of the steering wheel and take their eyes off the road in certain conditions, has been heralded for years as the next big leap. ford just promised that its L3 system will arrive in 2028 as part of its new electric vehicle platform, according to Doug Field, the company’s software manager. Technology is advancing in the automotive industry, but there is still much to do and each manufacturer is taking its own time. Mercedes-Benz, for example, has an operational L3 system since 2023, but it only works on mapped highways and at limited speeds. On the other hand, China has recently authorized to manufacturers such as Changan and BAIC to produce L3 vehicles, although restrictions on use remain strict. The reality is that these systems still require very specific conditions to function. Meanwhile, AI comes to the dashboard. Those hoping for greater capabilities in autonomous driving seem like they’re going to have to wait a while longer, at least until AI assistants become normalized in vehicles. In this regard, Ford has promised launch this year an AI-powered voice assistant that will first be available in its mobile application and then in the vehicle. The idea is that the mobile phone also accompanies the experience. In the official blog of the announcement they mention the example of being able to photograph any object to ask the AI ​​if it fits in the trunk or cabin of the pickup, since in this case the model would have the exact dimensions of the vehicle. The idea is that the system is designed to be compatible with different language models, including Gemini from Google, according to Ford. They are not the only manufacturers to be integrating AI into their vehicles, since chatbots like ChatGPT or Gemini are slowly reaching infotainment systems. Some examples of this are Mercedes-Benz, Opel, Volkswagen or Tesla, among others. Promises. Ford explains that it is developing many of these components internally to reduce costs and maintain control, although it is not creating its own language models or designing chips like Tesla or Rivian. The company assures having managed to reduce the costs of its hands-free driving systems by approximately 30% while increasing capabilities. The idea of ​​this approach is to launch more affordable electric vehicles after the lukewarm reception of some of its proposals such as the electric mustang and the pickup F-150 Lightning. Ford also acknowledges that it does not want to get into “a TOPS arms race,” the metric that measures the processing speed of AI chips, unlike Tesla which boasts about the raw power of its processors. China accelerates. The country represents a particular case. Daiwa Securities analysts cited by SCMP They estimate that almost 270,000 vehicles with L3 systems will be sold in 2026, approximately 1% of the total Chinese market. BYD and other local manufacturers They are doing massive testing in cities like Shenzhen, accumulating hundreds of thousands of kilometers of real data. On the other hand, a report from Southwest Securities points out that the legalization of L3 vehicles could generate demand for components and software valued at 1.2 trillion yuan by 2030. However, Chinese authorities have tightened supervision after fatal accidents related to driving assistance systems, such as the one that involved a Xiaomi SU7 in March 2024. There is still rope left for a while. While several brands are already announcing L3 systems for three or four years, what is coming now are incremental improvements, such as smarter voice assistants, improved hands-free on-road systems, or more polished user experiences. In this regard, Tesla continues to operate in China with its FSD (Full Self Driving) as a “hands on the wheel” technology, awaiting regulatory approval to operate hands-free. Most current systems are L2 or L2+, requiring constant driver attention. ford assures that his team, made up of former Argo AI engineers (its failed L4 autonomous driving project) and BlackBerry specialists, is prepared to deliver. Many manufacturers aim to have autonomous driving functions within a few years. We’ll see how things progress in the end. Cover image | Arcfox In Xataka | If it seems expensive to change the battery in an electric car, wait until you see what it costs in a Ferrari LaFerrari: more than 200,000 euros

The great plan of Chinese brands to open hundreds of dealerships in Spain: a movement against the current

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Search, compare and if you find something better, buy it It was the 80s and Colón’s detergents had snuck their famous slogan into every house in Spain. 40 years later, a BYD worker explained to me how they sought to break down prejudices in Spain: “We are letting people take the car home. We don’t want to do the typical 20-minute test with the salesperson inside the car. We tell the customer not to be afraid, to take the car and bring it to us the next day” BYD barely had a handful of points of sale in Spain those days in 2023. Shortly before we had attended the official presentation of the brand. The Chinese company arrived with three electric cars (two of them with a clear premium focus) and I saw it clearly: the brand had to attract the customer to the dealership. Let him sit in the car, touch it and feel it. It was the only way to dynamit prejudices. We are just over a month away from the end of 2025. At the end of October, BYD has sold 22,357 exclusively plug-in units in Spain according to data from Anfac. They easily double Fiat. They surpass Mazda and Volvo. They left Tesla behind a long time ago. They have Opel or Cupra on the near horizon. They begin to approach Ford. At the same time, BYD will close 100 dealerships this year (96 are already active throughout Spain) and they plan to open another thirty next year. At the same time, Chery has placed 31,493 cars in our country at the end of November between Ebro, Omoda and Jaecoo. And we are facing the first full year in which they have sold cars in our country. The sum of all of them also easily exceeds one hundred points of sale. MG adds 38,989 units between January and October 2025. With 11 points of sale available throughout Spain. The irruption is such that 10% of the cars purchased in Spain they are Chinese. It was a figure that was difficult to imagine just a few years ago. A figure that has been achieved by taking the customer to the dealership. And dynamiting their prejudices. The importance of being on the street There are many factors that explain the brutal growth of Chinese brands in our country. We can talk about its low prices, about offering a gateway to a technology (electric or plug-in hybrid) that has made the product more expensive or the extensive equipment offered in each car. But in addition to the price, which overrides all the previous arguments, we find an expansive effort by all these brands to be on the street, at the customer’s feet, with the dealers. “We had been waiting for its arrival for a long time. Already 15 years ago, in the brand’s first foray, we had one of its models, now I don’t remember exactly the name. In terms of volume, manufacturing capacity and development, it is a really excellent product. We think it is above the rest of the Chinese brands that are arriving in our country.” The speaker is José María Blitz, Project Director at the dealership that BYD has on Concha Espina Street in Madrid (next to the Santiago Bernabéu) and which belongs to Astara Retaila distributor with a presence in 19 countries and that sells you a Bentley or a Rolls-Royce as well as a BYD. This time it is the Chinese brand he is referring to. He tells us that the public has welcomed the company with open arms and that since they opened their first dealership, this one next to the Madrid stadium, interest has only increased. “The client It has already surpassed that of ‘unknown brand’. There could have been one at the beginning, three or four years ago, but I think it is practically expired. What’s more, the customer’s perception of the brand is excellent,” he explains. Added to that, “the European product was very expensive and the equipment was very fair. Chinese brands offer a quality product at a competitive price with a much higher level of equipment. We can easily be 20% or 25% below competing brands with higher equipment levels,” says Blitz. BYD is just one of the Chinese brands that sell in our country. Together with MG and the Chery Group (Omoda, Jaecoo and Ebro) they form a kind of quintet representative of the 28 Chinese brands that already sell in our country, according to Faconauto. The dealer association of our country says it has about 600 points of sale right now, between dealers and official services. Of course, they point out to us that “it is convenient to contextualize this figure: the majority of points of sale in Spain continue to correspond to consolidated manufacturers – European, Japanese, Korean or American – whose presence is structural and has developed over decades. Right now, Faconauto has 28 Chinese companies selling cars through 600 dealerships spread throughout the country. What happened to find us with this explosion? Blitz is clear, the product, he assures, is part of the success. But also who these brands have partnered with. “Their strategy has been to close agreements with large groups of dealers, people who are really professional,” they say from this dealership owned by Astara. The same is the opinion of Faconauto, who point out that “they have decided to enter our market with a ‘traditional’ model, taking advantage of the establishment of business dealers. And the key is the word ‘businessmen’, who choose where to invest their money. It is evident that many dealer groups have seen a good opportunity in investing in the distribution of Chinese brands.” This commitment generates trust in the customer, which has allowed them to grow “to the level of any other European brand,” for Blitz. The key: a disruptive product and good after-sales service. “They are very agile and they want their employees to be agile too. There is a sense of … Read more

Mediamarkt also has its own brands in technology and cooking with devices ranging from TVs to air fryers.

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Some stores sell products from other stores, others also act as marketplace and to a lesser extent they add devices from their own brands to their catalogs. Perhaps Amazon is the clearest example with its Fire TV Stick or its Amazon Echo, but MediaMarkt also has its own devices under its brands. ok., Peak, Isy and Koenic. Therefore, in this article we are going to review five of their electronic and kitchen devices. Peaq PTV 65WQU-5025E MediaMarkt has some of its own TVs under the Peaq brand and one of the most interesting is the Peaq PTV 65WQU-5025E. It is a television that incorporates a QLED screen of no less than 65 inches. It is compatible with HDR10 and also with the Dolby Audio sound format and its operating system is WebOS Hub. The price could vary. We earn commission from these links Peaq PPA 550-RW Retro If there is a most curious device, it is the Peaq PPA 550-RW Retroa Bluetooth speaker in Robbie Williams edition. Yes, the singer of very popular songs like ‘Feel’. Among its specifications, the most notable thing is that it is a speaker that offers a 60W audio power and its autonomy is about 8 theoretical hours. It also has a retro design and incorporates a button panel at the top. The price could vary. We earn commission from these links Peaq MIA PRO 11 MediaMarkt also has some very interesting tablets if we are looking for something economical that we can use anywhere in the same way as at home. The Peaq MIA PRO 11 for example you have 4G connectivity and has 256 GB of internal storage. It also incorporates an 11-inch IPS screen that offers Full HD resolution and is water and dust resistant (IP42). The price could vary. We earn commission from these links Isy IDO-3000 When I bought the Mac mini M4 I missed a greater variety and number of ports, so I had to resort to a hub. He Isy IDO-3000 It would have been great for me both because of the ports and its format. It is a 15 in 1 hub with base to place it vertically and incorporates a total of 15 USB-C, USB-A, HDMI, microSD and SD card slots and more. The price could vary. We earn commission from these links Koenic KAF 924224 B The store also has some kitchen gadgets and some of the most interesting ones are air fryers. The Koenic KAF 924224 B It stands out mainly for having a double basket with a total capacity (of both baskets) of 9 liters, making it ideal for cooking several dishes at the same time. Besides, The separator can be removed so that there is a 9 liter basket instead of 4.5 liters each. It also comes with eight cooking programs and a touch panel on the front. 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 | MediaMarkt and Compradicción (header) In Xataka | Best televisions in quality price. Which one to buy and seven recommended 4K smart TVs In Xataka | Best air fryers. Which one to buy and 10 recommended air fryers from 51 euros

Byd has the future of buses in their hands and they are bad news for European brands

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Throughout the last years we have seen how the automobile industry has revolved around the conquest of multiple Chinese manufacturers looking for a piece of cake in Europe. Byd has been Great participant in this situationbut we still have something to say. And is that the Chinese giant recently presented his new E-Bus Platform Platform 3.0with the promise of also revolutionizing the public transport industry. The highlight: 1,000 volt technology and batteries integrated directly in the chassis, a formula that seeks to lead in the sector. Byd buses. The new platform incorporates for the first time in the bus sector A 1,000 volt systemthe same as Byd already uses Tang Ev and Han Ev in its electric cars. This allows ultra -grape loads that would drastically reduce stop times, something key if we talk about public transport operations. In addition, integrate batteries LFP Blade directly in the chassis, which promises a lower ground and a better use of space. The figures. The first model based on this platform, the Byd C11, offers battery configurations from 184 to 593 kWh, with autonomies ranging from 220 to 730 kilometers according to the Chinese cycle. To put this in perspective, it is an autonomy that far exceeds the majority of current European electric buses. According to Bydthe C11 “has an autonomy exceeding 400 kilometers with full load and air conditioning.” Cars technology. Byd has moved innovations of its car division to public transport, including the DISUS-A adaptive suspension system and a sophisticated thermal management system 7 in 1. The platform also incorporates Driver Assistance System 2.0 and an intelligent torque control system (ITAC), in addition to security functions such as an emergency stop button and stability control in case of a tire count. At the moment, only in China. Byd advances by leaps and hungry, while European bus manufacturers such as Mercedes, Man, Volvo or Scania bet on incremental evolutions of their existing platforms. On the other hand, Byd does not sell cars in the United States, but it has been making electric buses in California Since 2013which shows that its buse division also has the capacity to adapt to the western public. A touch of attention. The E-Bus Platform 3.0 promises a significant leap with respect to previous platforms. In addition, the company assures which offers a reduction in energy consumption of 18% and an increase in autonomy in low temperatures of 50 to 80 kilometers. With the great presence of ByD in public transport in other regions, this new platform is a warning that the Chinese manufacturer can, at any time, call the European public transport market door, and perhaps with the same force as with its cars. Cover image | Byd In Xataka | The modern car is no longer a car: it is a trap for privacy

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