Brands are eager to turn our cars into a subscription service. Honda has reminded us again

Buying a car today can be a whole box of surprises. Sometimes for the better, and sometimes, as recently happened to a Honda Passport owner, for the worse. And just as has shared user on Reddit, the function to open your garage that previously came as standard, has become an option included in a subscription package offered by the firm. The story has some nuances that are worth mentioning, but the reality is that this example has become another reflection of something that has been happening for years in the automobile industry: manufacturers are determined to turn your vehicles into recurring revenue platformsand software is your main tool to achieve this. From opening the garage with a little button in the car, to doing it from an app The Honda Passport in question has removed the rearview mirror with integrated Homelink, the system that allows the car to be synchronized with the garage receiver via radio. In your place now offers the function as standard through the MyQ applicationintegrated into HondaLink. For it to work, the user needs an internet connection in the car, Apple CarPlay or Android Autoand you must also install a MyQ receiver connected to the home Wi-Fi at home. The result is a system that provides more technical complexity to do something that was previously solved with a small radio control attached to the visor. Sling confirmed According to CarBuzz, customers receive a free 30-day trial period, after which they must contract a three- or five-year subscription. If they don’t, the feature is still accessible through the standalone MyQ app, and Honda also sells a rearview mirror with Homelink as an additional accessory for around $170. That is to say: What used to come as standard now has to be paid separately. The main advantage of the new system (being able to check if you have left the garage open from anywhere with a connection) makes some practical sense. But the price of the subscription, between $129 and $179 for three or five years, plus the possible connectivity costs of the vehicle itself, turns something so simple into a payment chain that is difficult to justify. BMW and heated seats: the case that started it all To understand where we are today with the issue of subscription services in vehicles, it is worth remembering the most talked about episode in recent years. In 2022, BMW began to offer in some markets (South Korea, the United Kingdom, Germany, among others) the possibility of activate seat heating through a monthly subscription about 18 dollars a month. The problem here is that the hardware is already installed in the car from the factory, and it is the owners who had to pay a monthly subscription to unlock this feature. Both the press and the users attacked them so much that they had to back away. In September 2023, BMW Chief Sales and Marketing Officer Pieter Nota will confirmed to Autocar the end of that practice: “What we no longer do, and it is a well-known example, is to offer seat heating in this way. Either it comes from the factory or it doesn’t.” But BMW did not abandon the subscription model, but rather reoriented it. The brand confirmed that it would continue to expand the services and functions it offers through subscriptions, but that it will stop charging for hardware functions already installed in the vehicle. After the move, the firm continued with its plans to add subscription services, but this time only in its software, such as driving or parking assistance systems. Through your ConnectedDrive platformoffers functions such as adaptive suspension, high beam assistant, adaptive cruise control or even welcome animations with the lights, through subscription. Mercedes: up to 80 horses per subscription BMW’s example ended up spreading to many other firms. Mercedes-Benz launched its “Acceleration Increase On-Demand” function in 2023 for the electric EQE and EQS models: for $60 per month or $600 per year in the case of the EQE, or $90 per month and $900 per year in the EQS, owners could unlock between 60 and 80 additional horsepower and cut the acceleration time from 0 to 100 km/h by up to one second. They also added a single payment option for life, which is around 2,000 or 3,000 euros, depending on the model. Mercedes’ logic with which it tried to distance itself from BMW’s case was that standard hardwired functions, such as seat heating, would not be offered as “digital extras”, leaving subscriptions for software upgrades. However, the principle is the same– The car has the necessary hardware, but the feature is blocked until the user pays. Mercedes-Benz aimed reach 2,000 million euros of revenue from software subscriptions in 2025, with plans to reach between 7,000 and 9,000 million euros before 2030. This growth would be driven above all by its own operating system (MB.OS) and its autonomous driving system. If we think about it coldly, electric cars usually have lower maintenance costs than combustion cars, which reduces the income of dealers and the brands themselves. Software subscriptions are presented as a way to compensate for that loss. Tesla, GM and Ford: the model that already works Tesla has been the benchmark for this model for years, and in its case the discussion has important nuances. Your system Full Self-Driving Supervised (supervised autonomous driving) could be purchased for about $8,000 as a one-time payment or as a monthly subscription. And we tell it in the past tense because earlier this year, Elon Musk confirmed that Tesla would offer this mode only as a subscription service and not as a one-time payment. The good news is that those who had paid to get the lifetime feature will continue to have this feature. The subscription option costs about $99 per month. Perhaps the main difference here with BMW or Mercedes is that Tesla updates its software continuously with new capacities, which gives greater meaning to the recurring fee model. In the case of General Motors, … Read more

Apple, Xiaomi and more brands with up to 72% discount

Spring has already started and although Amazon launched its Spring Sale Festival campaign about ten days ago with good discounts on technology, today you can also find very good discounts. These are the best deals on technological devices that we found today on Amazon. Apple 2025 13-Inch MacBook Air with M4 Chip The price could vary. We earn commission from these links smartphone Xiaomi Redmi Note 15 5G by 254 euros: 6.77-inch AMOLED with 108 MP camera. sound bar Ultimea Poseidon M60 Boom by 139.27 euros: 5.1 channels, 340 W and Dolby Atmos. Pack of two surveillance cameras Tapo C410 by 79.99 euros: wireless and IP65 certified. Apple MacBook Air M4 by 899 euros: 13.6 inches and M4 chip. Robot vacuum cleaner Levante M3 MAX by 359.98 euros: with a power of 21,000 Pa and up to 210 minutes of autonomy. Xiaomi Redmi Note 15 5G Smartphone If you want to change your mobile, but you don’t want to spend a fortune, this Xiaomi Redmi Note 15 5G now has a 15% discount on Amazon. Its recommended RRP is 299.90 euros, but it is now available for 254 euros. This Redmi note 15 Xiaomi 5G is a mid-range mobile with a screen 6.77 inch AMOLED with FullHD+ resolution. Its processor is the Snapdragon 6 Gen 3 and its main camera is 108 MP. XIAOMI REDMI Note 15 5G – 8+256GB Smartphone The price could vary. We earn commission from these links Ultimea Poseidon M60 Boom Sound Bar If you want to turn your living room into a real movie theater and you already have a TV, what you need is a sound bar. This one from Ultimea is cheap but offers good features. Is the best seller on Amazon right now and it has a 39% discount. Now you can get it for 139.27 euros. This is a 5.1 channel sound bar and is compatible with Dolby Atmos. The maximum power it offers is up to 340 W and incorporates VoiceMX technology. It has an HDMI eARC connection and also Bluetooth 5.4. ULTIMEA 5.1ch TV Sound Bar with Dolby Atmos The price could vary. We earn commission from these links Pack of two Tapo C410 surveillance cameras Now that the good weather is starting, it is a good time to equip your face when it comes to safety. If you want to keep an eye on the porch of your house and know what is happening at all times, this pack of two Tapo C410 surveillance cameras It’s perfect for you. Its recommended price is 159 euros, but now it is half price: 79.99 euros. This surveillance camera Tapo is easy to place anywhere with wireless installation. It offers superior 2K and 3 MP images and features night vision. They run on batteries and are weather resistant, as they have IP65 certification. The price could vary. We earn commission from these links Apple MacBook Air M4 If you’ve been thinking for a while switch from Windows to macOS or you want to renew your old Mac, this Amazon offer is for you. Now you can take the MacBook Air M4 13 inches by 899 euros. This Apple laptop comes with a 13.6-inch Liquid Retina display16 GB of unified memory and a 256 GB SSD internal storage. Its M4 chip is designed to Apple Intelligence and you can buy it in four different colors. Apple 2025 13-Inch MacBook Air with M4 Chip The price could vary. We earn commission from these links Lefant M3 MAX Robot Vacuum Cleaner If what you are looking for is a top robot vacuum cleaner, this one from Lefant is a real bargain now on Amazon, thanks to the 72% discount that has been applied. It used to cost 1,299.99 euros and is now available for 359.98 euros. This is a robot with self-emptying base and with an enormous power of 20,000 Pa. It offers a autonomy of up to 210 minutes and vacuum the floor and also mop. It is compatible with Alexa and works with 2.4 and 5 GHz WiFi networks. LEFANT M3 MAX Robot Vacuum Cleaner and Floor Mop 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 Penalva (Xataka), Apple, Tapo, Lefant, Ultimea and Xiaomi In Xataka | The best mobile phones, we have tested them and here are their analyzes In Xataka | Best mobile phones in quality price. Which one to buy based on use and seven recommended models

Marta Ortega prepares the move of the offices of four Inditex brands, but not to Galicia: to Barcelona

The price of land within large cities makes it impossible for companies to develop their corporate infrastructure in them, and they are forced to look for that space at a more reasonable price. on the periphery. Inditex has decided to do exactly the opposite. The textile giant founded by Amancio Ortega has opted to take the opposite path and bring Barcelona closer to its next big corporate campus and build it next to the iconic Three Chimneys, in one of the enclaves of the metropolitan area What else is changing? in recent years. The project plans to move the offices that four of its brands currently have in Tordera (Maresme) to this new space, converting an old industrial land into the new business heart from an area that has been waiting for its opportunity for decades. An industrial floor that is reinvented. The land chosen for this project is the old site of the Schott Ibérica factory, in Sant Adrià de Besòs, which Inditex acquired in 2018. The local town council has approved initially an Urban Improvement Plan that covers nearly 90,000 square meters of land, where the new brand campus and a hypermarket Alcampo relocated to a new building. The new business proposal establishes a clear separation between the commercial use area, to the north, and the Inditex corporate campus, which will occupy most of the complex in the southern area, with 67,243 square meters intended entirely to house different offices of the Inditex brands. Four brands, one campus. The facilities that Inditex has in Tordera and Palafolls (Maresme) today house the headquarters of Massimo Dutti, Bershka, Oysho and Lefties. With the move to Sant Adrià, these Maresme facilities will be able to dedicate themselves exclusively to logisticsstrengthening the group’s distribution capacity for those four chains in all its markets. The Zara and Zara Home offices are the only ones that do not change their location on the Arteixo campus, in its headquarters in La Coruñawho has also experienced a significant expansion with a complex of about 170,000 square meters. In Sant Adrià, the new Inditex campus will add a total of 164,098 m2 built distributed in four buildings with a ground floor and four floors, organized around three interior patios connected on the ground floor. These buildings will house offices, pattern-making workshops, pilot stores, audiovisual production and technology spaces. The locomotive that the neighborhood is waiting for. However, the importance of this move lies in the impact on the local economic fabric that the presence of an industrial giant like Inditex provides. The mayor of Sant Adrià, Filo Cañete, considered that the arrival of Inditex represents an exceptional opportunity to position the municipality as a benchmark for innovation and business activity in the metropolitan area, and highlighted that among the reasons that the company has valued most are the location and “good connectivity in public transport with metro, tram and train.” The campus will bring with it the arrival of around a million workers to a municipality that aspires to become one of the new economic districts of the Barcelona metropolitan area. To this end, the promoters undertake to pay the Sant Adrià City Council some nine million euros to finance two bridges that will connect the campus with the future audiovisual hub of Catalunya Media Citytransfer 10% of the urban use generated and restore the chimney of the old CELO factory, cataloged as Cultural Asset of Local Interest. Our sights set on 2030. The project still has to overcome some steps before becoming a reality. As and how I collected The Newspaperthe town councils of Sant Adrià and Badalona must consolidate the urban plan for the area, necessary by Catalan legislation to authorize large commercial areas of more than 2,500 square meters in municipalities with more than 50,000 inhabitants. With the municipal decree approved on February 27, 2026, a one-month public information period was opened to present allegations. If the deadlines are met, the partial opening of the campus is planned for 2028, with complete completion of the set towards 2030. Inditex has more than 8,500 employees and more than 170 stores in Catalonia, and this new campus will reinforce the axis between Galicia and Catalonia as the backbone of its global activity. In Xataka | Amancio Ortega is the landlord of Amazon, Primark and Zara: he has charged them almost 1,000 million euros in rent Image | Wikimedia Commons (Margavela), GTRES

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

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

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

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

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.

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”

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

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

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