Cars

Spain seems to have solved the problem of aid for the purchase of electric cars. It only took seven years of chaos

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The aid to buy an electric car is chaos. They should stop being so soon. Very soon, in fact. Or, at least, that is the (umpteenth) promise that the Government has made in this regard. He announced it in the Council of Ministers, confirming that the presentation of the bases to receive the Auto+ Plan is just around the corner. This is what we know. What has been announced. He Auto+ Plan It should be up and running in the next few days or, at the latest, a few weeks. That is what has been announced in the press conference of the Council of Ministers where the first details have been given of how aid for the purchase of new completely electric vehicles should be unblocked. In the statement before the media, however, no more details have been clarified than those that were offered in February 2026 when the project was already late compared to the promises. That is to say: the aid will take into account the cost of the vehicle, its place of manufacture and the origin of its batteries. What did we know? Last February, The Government confirmed that aid for the purchase of electric cars They will be delivered as follows: Category Maximum aid amount Vehicle type Percentage received based on price Manufacturing Tourism (M1) 4,500 euros Electric: 50% of the aid (2,250 euros) Plug-in and electric hybrid with extended autonomy: 25% of the aid (1,125 euros) Maximum of 45,000 euros before taxes: Up to 35,000 euros: 25% of the maximum aid amount (1,125 euros) Between 35,001 and 45,000 euros: 15% of the maximum amount of aid (675 euros) Vehicles whose assembly and final completion prior to marketing has been carried out in an EU industrial facility will be allocated: 15% of the maximum aid amount (675 euros) Additionally, if a part of the battery manufacturing process (at least must include the assembly of the battery packs): additional 10% of the maximum aid amount (450 euros euros) Vehicle (N1) 5,000 euros Electric: 50% of the aid (2,500 euros) Plug-in and electric hybrid with extended autonomy: 25% of the aid (1,250 euros) No maximum limit: All vehicles receive 25% of the maximum aid amount (1,250 euros) Vehicles whose assembly and final completion prior to marketing has been carried out in an EU industrial facility will be allocated: 15% of the maximum aid amount (750 euros) Additionally, if a part of the battery manufacturing process (at least it must include the assembly of the battery packs): additional 10% of the maximum aid amount (500 euros) Moped (L3e, L4e and L5e) 1,100 euros Electric: 50% of the aid (550 euros) Plug-in and electric hybrid with extended autonomy: 25% of the aid (275 euros) Maximum of 10,000 euros before taxes: All vehicles receive 25% of the maximum aid amount (275 euros) Vehicles whose assembly and final completion prior to marketing has been carried out in an EU industrial facility will be allocated: 15% of the maximum aid amount (165 euros) Additionally, if a part of the battery manufacturing process (at least it must include the assembly of the battery packs): additional 10% of the maximum aid amount (110 euros) Quadricycle (L6e and L7e) 1,500 euros Electric: 50% of the aid (750 euros) Plug-in and electric hybrid with extended autonomy: 25% of the aid (375 euros) No maximum limit: All vehicles receive 25% of the maximum aid amount (375 euros) Vehicles whose assembly and final completion prior to marketing has been carried out in an EU industrial facility will be allocated: 15% of the maximum aid amount (225 euros) Additionally, if a part of the battery manufacturing process (at least it must include the assembly of the battery packs): additional 10% of the maximum aid amount (150 euros) In 2025 it has already been promised that these aids would be direct at the time of purchase. That is, the customer would leave the dealership without the obligation to advance the aid and waiting to receive the money in their bank account. The claim is recurring since 2019 when the first MOVES Plan was approved but that promise disappeared with the extension of the MOVES III Plan and it was said that it would be active with the application of the Auto + Plan. The deadline for this Auto+ Plan to come into force was January 1, 2026. However, weeks before it began to work, The dealers already indicated that they were not willing to advance the aid. Not, at least, if they had no guarantee of receiving the money within a reasonable period of time. So, who is going to provide the aid? It is something that is yet to be confirmed and that we will not know for sure until the aid bases are officially published, which should happen in the coming days. In Xataka we have contacted Ganvam (National Association of Vehicle, Repair and Spare Parts Sellers) who claim to have no confirmation of how this aid will be delivered. From Faconauto (Federation of Automotive Dealer Associations) yes, they have assured us that the aid can be obtained at the time of purchase but that the more specific details will arrive when the bases are presented. A loan that was a matter of faith. The intention, therefore, is that the customer can finally leave the dealership being very clear about the price of the car. The concessionaires’ employers assure us that there is no signed commitment of the time that the State will have to deliver said aid and that this is something that we will only know when the bases for the aid are published. Until now, manufacturers have been advancing help with an interest-free loan for 12 or 18 months (depending on the brand) in the hope that the client would receive the money before the bank received the payment of that fee, which can reach up to 4,500 euros. That is to say, it could be the case that the client ran out the deadline … Read more

smoking and vaping prohibited in company cars and fines of 200 euros

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16 years later, the Anti-Tobacco Law is updated after years of rumors. It does so with substantial changes such as equating vapes with traditional cigarettes. And also with changes that affect mobility. Because smoking or vaping while driving will be prohibited… in some very specific cases. Forbidden. This is what the Government has agreed that with the update of the Anti-Tobacco Law approved by the Council of Ministersfour big changes have been confirmed: Vapes and cigarettes are equated, so both products will be prohibited in the same spaces. Nicotine pouches are also equalized. Consumption by minors is prohibited (previously only sales to minors were prohibited). The consumption of vapes and cigarettes is prohibited in new spaces or those that did not have homogeneous national regulation, such as terracesplatforms or swimming pools, among others. And the car? Indeed, smoking or vaping in the car will also be prohibited. Although only in those that are used in the professional environment. That is, they will be prohibited in taxis and vehicles with a VTC license but also in company shared cars. The prohibition only affects when they provide a service for the transportation of passengers but will not be effective when the professional vehicle is always driven by the same person. That is, in a taxi or VTC you cannot smoke or vape. Nor in a vehicle for the transport of goods in which workers rotate, but there is no problem if the vehicle is for the exclusive use of a single person. The fine? The fine for incurring any of the aforementioned infractions will be 200 euros. That is, in the case of a violation in the car it would be equivalent to a penalty for a serious offense. Of course, we must keep in mind that we are talking about a sanction that is imposed by the Anti-Tobacco Law in very specific situations. Smoking in the car is not punished, smoking in some specific vehicles is punishable, so we should not have changes in the Traffic Law. This means that we do not expect modifications in this last text that could lead to the deduction of points. Tobacco and the car. The issue of smoking in the car has been a source of controversy for years. Last year 2022, the sanctions were updated for throwing a cigarette butt from the vehicle, raising the punishment to 500 euros. However, nothing expressly specifies that smoking while driving is prohibited. For years there have been rumors of the possibility of completely prohibiting this activity or limiting it when there are minors inside. However, fines have been limited to those that can be imposed for not paying attention to the wheel or not being able to control the car at all times. Both assumptions are included in the articles 10.2 and 13.2 of the Traffic Law. These are used as a basis for imposing light penalties of 80 euros. This can be applied to all types of cases due to the diffuse definition of the text. From drinking water or eating until operate the radio while we are underway. Photo | 岁月如歌 In Xataka | All DGT fines for consuming alcohol or drugs: a punishment of up to 1,000 euros and jail

In China, taking a taxi is already cheaper than using your own vehicle for one reason: electric cars

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China is experiencing a peculiar situation: on its streets, it is now cheaper to get around by taxi than by private car. According to the latest data from the Ministry of Transport collected by the Reuters agency, lTaxi trips grew by 6% since the outbreak of the Hormuz crisisa phenomenon that coincides with the increase in fuel prices and the enormous electrification of urban fleets. This percentage translates into more than 3,050 million taxi trips in the month of May alone, demonstrating that the international geopolitical situation has a great impact on people’s daily lives. The context. The war in Iran and the situation in the Strait of Hormuz have caused Chinese crude oil purchases to reach historic lows. Last June, oil imports had a collapse of 41.3% year-on-yearwhich placed them at their lowest level in a decade since October 2016, with only 29.27 million tons (about 7.12 million barrels per day). Added to this is also the low production that the national refineries are having due to a fairly low internal demand. All of this has created the perfect cocktail to generate a shortage situation that has skyrocketed prices, among other things, of gasoline. The secret is in the electrical. This is where the taxi comes into play. Although fuel prices rise every day, the rates for this type of transport in China are becoming cheaper. This is because, as Reuters indicates, almost half of the country’s taxi fleet is electric (a condition that in cities covers almost 100% of the car supply) and, therefore, is not as dependent on volatile oil prices, making it an effective shield from China. in front of shock of Hormuz. But not only that. In recent times, the increasingly easier access to an electric vehicle and the slowdown of the Asian country’s economy has pushed many Chinese citizens to take the leap to be independent professionals and look for work in the mobility sector as drivers with their own car. According to Reuters, companies like DiDi, the main Chinese MaaS application, have grown thanks to this phenomenon. In this case, the company has incorporated more than 2 millions of hybrid or electric vehicles in the last year, which represents a total of more than 8 million fossil fuel-free models in its fleet. Thus, there is more supply and more competition and the rates, consequently, are much cheaper. The user wins. This new trend has already flooded the Asian country’s social networks and, in addition to the lower rates and savings on gasoline, many Chinese citizens point out the comfort of the trip and the ease of not having to look for parking as other benefits of opting for a taxi, as expressed by Yang, owner of a gasoline car, to Reuters. However, not everything is risk-free, since these economics professions in demand -such as those of a professional driver, riders and couriers – are in high demand and could end up saturating the market. A change forever? Since the crisis, it is no secret that the world is getting used to living with a 9% less oil which previously passed through Hormuz. Like many other countries, China is now seeking to be less vulnerable to international volatility and rely less on fossil fuels.. It does so in a very clear commitment to leading decarbonization by dominating the global production of solar panels, batteries and, of course, electric vehicles. The big question is whether this change responds solely to the rise in oil prices or whether it will end up consolidating a change in habits in the mentality of Chinese citizens even when the energy market stabilizes again. Cover image | Teresa Wang In Xataka | China has so many electric cars running on its streets that it is going to use them to generate energy for homes

Europe has a problem with the size of its cars: the "carspreading" threatens to devour thousands of parking lots

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New cars sold in Europe they are a little longer every yeartaller and wider. The phenomenon already has its own name, “carspreading”, and according to a new report from the environmental organizations Transport & Environment (T&E) and Clean Cities, if this trend is not stopped, it will have direct consequences both on road safety and on the parking available in our cities. We tell you the details. What is happening. The report, published by T&E and Clean Cities, has analyzed the evolution of the size of new cars sold in Europe from 2000 to today, and has projected two possible scenarios until 2040: one in which growth continues at the current rate, and another of “adequate resizing”, in which specific policies return the average size of vehicles to the levels they had in 2015. The difference between both scenarios is, according to the authors, alarming. In detail. The data show The average length of a new car increases by 1.2 centimeters each year, while its height and width grow by 0.5 centimeters each year. The height of the hood, which is precisely a key element that directly affects pedestrians and cyclists in the event of a collision, also rises at the same rate. If nothing changes, the study estimates that the average height of the hoods in the entire European vehicle fleet will reach 86.2 centimeters in 2040. All this despite the fact that, as the same report emphasizes, families are becoming smaller and cars transport fewer people on average than before. In Xataka Michael O’Leary, Ryanair: "Von der Leyen is very good at giving speeches, but he is useless in boosting competitiveness in Europe" Why it is important. As highlighted in the study, andThe size of cars has a direct impact on the chances of surviving a crash. The higher the hood of a vehicle, the greater the risk that the impact will occur on the victim’s torso or head rather than the legs. According to figures collected in the study, an increase of 10 centimeters in the height of the hood increases the risk of death for pedestrians, cyclists and motorcyclists by 27%, and up to 81% in the case of children. If the current trend continues, the report estimates that in 2040, 40% more child pedestrians could die on European roads than in a scenario in which cars are limited in size. The key figure. Comparing both scenarios, T&E and Clean Cities they estimate that the difference in the number of deaths of vulnerable road users (pedestrians, cyclists, motorcyclists and people with mopeds) could reach 400 additional deaths per year in 2040 in the European Union and the United Kingdom. Adding the intervening years, between 2026 and 2040 this accumulated difference would amount to 2,500 adults and 79 additional children who died, according to the report. And parking is not spared either. The other major effect of “carspreading” is the loss of street parking spaces. The study predicts that European cities will lose between 8.5% and 14% of their surface parking capacity by 2040 if the size of cars continues to grow uncontrollably. London and Berlin could lose around 100,000 places each, while Rome would lose around 95,000. In the case of Madrid, the loss could reach 41,000 places, according to the report’s calculations. In Xataka Omoda and Jaecoo already sell more cars than Citroën, Nissan or Ford in Spain. And they are very clear that their secret is not the price Between the lines. “Many automakers have followed a strategy that prioritizes larger, more profitable vehicles over smaller models,” explains Isabell Büschel, director of T&E in Spain, pointing out that “our roads are increasingly dominated by huge off-road vehicles that pose a physical danger to other users.” From the United Kingdom, the T&E director in that country, Anna Krajinska, sums it up as a “market failure.” “The result is a double harm: city councils are forced to redesign streets around larger vehicles, sacrificing parking capacity, public space and safety,” he continued. Not everyone sees the problem the same way. Edmund King, president of the British Motor Association (AA), nuanced to the BBC that, depending on the design, some large cars can be safer for both occupants and pedestrians, so he considers it “too simplistic to assume that larger cars are always more dangerous.” For his part, Mike Hawes, head of the British manufacturers’ association SMMT, argued that it is the consumers themselves who, with their purchasing preferences, end up influencing the design of vehicles. What organizations ask for. T&E and Clean Cities they claim European regulators several measures to stop this trend: A limit of 85 centimeters of bonnet height and 192 centimeters of width for new cars, applicable to approvals from 2033 and to all sales from 2036. Tax reforms that penalize the purchase of large vehicles. An update to Euro NCAP protocols to assess the visibility of young children from the driver’s seat. Changes in municipal parking rates depending on the size and weight of the vehicle. In Xataka César Franco, engineer: “We have preferred to inaugurate over conserve. Nobody applauds that a bridge is still standing” Along these lines, Carmen Duce, coordinator of the Clean Cities campaign in Spain, point to experiences such as that of Paris, which “is already considering differentiated rates for parking”, as the type of measures that, in his opinion, “must be taken urgently to guarantee a fairer redistribution of public space.” And now what. The report comes precisely at a time when the European Union maintains as its objective its “Vision Zero” strategywith which it aims to eliminate road deaths by 2050. The distance between that objective and the current trend of growth in the size of cars is, according to T&E and Clean Cities, increasingly evident. Lucien Mathieu himself, a T&E analyst, poses it as an open question that regulators and manufacturers will have to answer in the coming years: “Where do we stop?” Cover image | Aditya Rathod In Xataka |Good news, Michelin has finally … Read more

Japan has been charging a 0% tariff on foreign cars for half a century. It will be very difficult for you to find one on the street.

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Japan is a fascinating country, one of those that is difficult to understand from the point of view of a Westerner. Perhaps because we ourselves have turned our backs on Asian culture during our years of teaching or because, simply, they have historical and cultural particularities that are difficult for us to assimilate. What is certain is that the Japanese have deep roots in the consumption of local products. It must be taken into account that Japanese society is deeply nationalisticperhaps because it is surrounded by other countries where this feeling is also deeply rooted, such as China or the Koreas, which has caused continuous tensions in the area. After the Second World Warthe United States financed the recovery of Japan, with the clear objective of putting a geopolitical plug on the communism that threatened from China and Korea. A movement that could have diluted this nationalist sentiment. Little by little, the country grew and in the 70s it managed to diversify its industry and, at the same time, apply technical innovations that placed it at the global forefront in many sectors. Taking advantage of the weakness of the yen against the dollar, they decided to put all their efforts into export as much of your products as possible. Those exports flooded the world economy with products. One of the most significant were cars. In its technical innovations, the country prioritized the efficiency of its engines, key to flooding the market when the oil crisis. Compared to American and European cars, The Japanese were cheaper and consumed less. It was at that moment that the industry completely exploded and Japan decided to make a decision: it lifted tariffs on foreign cars. Come and see Japanese politicians must have thought something like this in 1978. In order to be more competitive in foreign markets, the country lifted all tariffs for those who wanted to import a car into their country. That is, any foreign brand could sell its cars in Japan without paying a single extra euro. In Japan they should not have any fear of what was going to happen. Its industry was so powerful and the cultural factors were so determining that foreign vehicles have not fully penetrated the market. For testing, In 2016 the European Union lifted the 10% tariff with which it taxed Japanese cars. The 3% that Japanese manufacturers paid for producing in Europe but using Japanese parts was also raised. In exchange, the European Union found the door open to sell other products, such as cheese or wine. So, the European Union came from buying 575,000 cars from Japan worth 9,000 million euros while we only sold them 279,000 vehicles worth 7,300 million euros, they collected in The World. From here we can get two readings. The European Union, a specialist in car exports, had only placed 279,000 cars in Japan in a market in which Almost five million units were sold in 2016. Of the 12 best-selling brands that year in the country, only one (Mercedes in tenth position) was foreign. And none of the 30 best-selling cars in the country were foreign. The cars that the European Union managed to place in Japan were high-priced vehicles. The average unit cost Japan more than 26,000 euros while those purchased by the European Union cost less than 16,000 euros. That is to say, it was difficult for Europe (and very difficult) to compete by volume. When Japan opened its doors to the world, it had to be aware of the country’s particularities. Tough emissions and space regulations have made cars disappear from the center of large cities. Since the 60s is applied in the country Shako Shomeishothe obligation to have a space where you can park your car to have the right to buy a car. In a country that is concentrated in cities, the limitation is decisive. Furthermore, the Japanese customer fully trusts their companies and finds it difficult to open up to new technologies. The reception of the hybrid car compared to any other technology (and the resistance of the Japanese firms themselves to the electric car) is a good example of this. To this we must add that, due to price, the large generalists cannot compete since local vehicles are much cheaper, taking advantage of the fact that production within the country is more competitive. The value of the yen, lower than the dollar, euro or pound, allows them to obtain large amounts of money for the development and manufacturing of a product that allows them to lower prices in their local market. On the contrary, foreign companies that have to sell there face a cut market due to emissions regulations, the barrier of space regulations and that they have the obligation to change the production of the car since when driving on the left they need to position the controls on the opposite side. An added cost that creates another obstacle. The result is that we Europeans and Americans end up offering Japan cars that are not interesting. In Japan, minivans and cars are a religion. kei carcontained on the outside and with a very large interior space. A type of car that has disappeared in Europe while in Japan the Toyota Sienta, the Nissan Note and the Honda Freed occupied the places of third, fourth and fifth best-selling car in the country. And you can continue down the list of 20 best-selling cars in Japan in 2025. You won’t find a single one that is foreign. And, by the way, 13 of them are from Toyota. Photo | toyota In Xataka | Akio Toyoda, president of Toyota, on the electric: “I cannot limit myself to seeking profitability or carbon neutrality. We love cars” A version of this article was published in April 2025

the factories of robots, electric cars and AI

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China is one of those destinations that I have marked on my vacation wish list: I hope to see the red pandas, the Xi’an Warriors and the Great Wall. Yes, I have been there twice already, but they were work trips where although I could see the spectacular night skyline of Shanghai, the Avenue of Stars in Hong Kong or temples in Shenzhen, where I was most was in brand headquarters and their factories. Be careful, I don’t regret anything: they were wonderful trips where I discovered that China technologically lives in the future. Because China has an immense historical legacy, but a future and an industrial fabric that, quite simply, leaves you speechless. Highly recommended. Well, what for me were work trips have now become a tourist destination. And be careful, it is not a new phenomenon: technology has always aroused curiosity, but until now the most techie people had their mecca in Silicon Valley. Shenzhen, resort city. The GloPen tour operator offers 8-day tour packages through Shanghai, Hangzhou, Chengdu to see first-hand companies, technologies and people in the world of AI and autonomous driving. Among the organizers is BYD. Tech Buzz China has “crash dives” for investors, executives and founders with direct access to AI labs, electric vehicle factories and robotics startups. China Study Tour has of seven-day programs that combine AI, electric vehicles, robotics, healthcare and sustainability for corporate and academic groups, with access to BYD, Huawei or DJI. The price range starts at $3,000 for travel not included, but if you are looking for something more affordable, on Viator there are boring options and one that is amazing: “Shenzhen Tech Tour: Explore the Future”a bilingual tour from 80 euros that includes a drone food delivery demonstration, a robotaxi ride, and visits to stores selling AI glasses. Why is it important. Because this sociological phenomenon shows something: the perception of who leads global technology is shifting from the United States to China. For a more specialized profile like an investor, the trip makes all the sense in the world: reading a PDF is not the same as being there on the ground and seeing it yourself. On a larger scale, these trips are helping to shape new economic alliances: giants like India or old Europe are updating their industrial strategies and these trips to see it in situ constitute a great reinforcement. An example: the trips of the president of Spain to China, where he visited the Xiaomi headquarters. Context. That China is where it is is anything but a coincidence: it has been directing its industrial policy towards robotics, electric vehicles and ICT as priority sectors for years with subsidies, goals and specific commitments, as an example of its ‘Made in China 2025‘. The result has been a brutal boost to the industry, the development and manufacturing of complex high-tech products. What is visited today on tours is the result of that strategy that has been maturing for a decade. Furthermore, China and the United States are immersed in a technological war with vetoes and tariffs. When standard channels of collaboration and communication are closed, showing up on the spot becomes one of the best ways to not be blinded to what is happening on the other side. And China is making it easy, both through these private and institutional initiatives: in 2025 it opened its doors to almost 50 countries, including France, Germany, Spain and Russia, which can access China without the need for a visa. In detail. Technological tourism is aligned with China’s interest in getting closer to the world, because the Asian giant is truly unknown to the outside world and obviously these types of tours are a magnificent sales and image showcase, an authentic soft skill that sweeps social networks. And since a picture is worth a thousand words (which in this case is not even painted), YouTuber iShowSpeed ​​will ride a flying car in Shenzhen or the German Chancellor Merz saw robots doing kung-fu It makes fantastic advertising. Someone sees the technology that is being made in China on social networks, becomes curious and that leads them to book a tour. A virtuous circle. Yes, but. We continue with the obvious: in a tourist package sponsored by manufacturers you will see only what they want you to see, just like those dream Google officesand they can perfectly be showcases designed to impress that do not have to represent the entire Chinese industry: one thing is the showroom and another is reality. On a five-day trip to Shenzhen you can see the tip of the industry’s iceberg in cutting-edge factories, but not the working conditions or its environmental policy. Although that is not something exclusive to China: on a visit to Meta in San Francisco or Stellantis in Zaragoza they are not going to tell you that either. In Xataka | China stripped Japan of its tourists in hopes of causing an economic hole. Nothing could be further from reality In Xataka | Young tourists from China have begun to visit random places en masse. There is an explanation: Xiaohongshu Cover | Jose Garcia and Joel Danielson

In 2004, 15 driverless cars competed in the desert for a million dollars. None of them ended, but they changed the industry forever

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On March 13, 2004, at dawn, fifteen vehicles left Barstow, California, heading for the Mojave Desert. They did not have a driver. Their mission was to travel more than 200 kilometers of hostile terrain to Primm, Nevada, without anyone at the wheel or remote control in between. The first to do it would win a million dollars. No one got it. Objective: operate without a driver. The DARPA Grand Challenge It was a competition organized by the United States Advanced Defense Projects Agency, the same organization that once laid the foundations for the Internet. Congress had set a goal that, by 2015, one-third of military ground vehicles could operate without drivers, thereby reducing the risk to soldiers on resupply and transportation missions in war zones. To accelerate that research, DARPA decided to open the door to anyone, whether they were universities, hobbyists, or independent engineers. It was enough to present a vehicle capable of driving itself. In detail. Twenty-one candidates passed the previous qualifying tests, held at the California Speedway circuit, and fifteen vehicles arrived at the starting line of the desert. There was everything from SUVs, to pickup trucks, and even modified motorcycles with computers, radar, cameras, and GPS receivers to “see” the terrain and decide for themselves how to navigate it. The route, about 228 kilometers, was not revealed until two hours before departure, precisely to check that the systems were capable of interpreting the environment in real time and not memorizing a route in advance. ORAn almost comical disaster. one of the cars it capsized as soon as it started and had to withdraw before the official start. Two others did not even start the test. Three hours into the race, out of a limit of ten, only four vehicles were still running. The rest fell due to mechanical failures, blocked brakes, broken axles or navigation systems that lost direction. According to collect the specialized magazine IEEE Spectrum, the image offered by the exit was “the most diverse collection of vehicles gathered in one place since the filming of Mad Max 2.” Who went further. The vehicle that advanced the most It was Sandstorm.a 1986 Humvee modified by Carnegie Mellon University’s Red Team. It traveled 11.9 kilometers before getting stranded on a slope in the terrain after exiting a horseshoe curve, according to the university itself. The impact broke front axles and burst wheels, and fuel began to spill from the tank. Its manager, robotics professor William “Red” Whittaker, acknowledged that the car arrived “injured” to the test, as it had overturned during a test the previous week and the team barely had time to fully repair it. Shortly after, another of the vehicles, nicknamed DAD (Digital Auto Drive), became immobilized. and it caught fire before those responsible for the event deactivated it remotely. No team exceeded 12 kilometers of a route that was supposed to exceed 200. It wasn’t entirely a failure.. Although the million dollars remained without an owner, DARPA considered that the experiment had fulfilled its real function: to demonstrate that there was a community of engineers, students and programmers willing to solve a problem that until then seemed like something out of science fiction. The day after the disaster in the desert, the agency announced that it would repeat the test a year and a half later, this time with two million dollars. And the revenge arrived. On October 8, 2005, in a new edition on a 212-kilometer route, five vehicles completed the route for the first time in history. The winner was Stanley, a modified Volkswagen Touareg by the Stanford University team led by German engineer Sebastian Thrun, who crossed the finish line in 6 hours and 53 minutes. Sandstorm itself, now repaired, came second. The real impact came later. That race through the desert ended up being the seed of the autonomous car industry as we know it today. Google founders Larry Page and Sergey Brin They came in disguise to witness the 2005 test and, shortly after, Thrun was hired to lead Google X, the company’s experimental projects laboratory. There, along with other DARPA test veterans such as Anthony Levandowski, Chris Urmson and Mike Montemerlo, Thrun launched in 2009 the secret project that would eventually become Waymo, today one of the main autonomous car companies in the world. Stanley itself, the 2005 winning car, is currently preserved in the Smithsonian’s National Museum of American History. And now what. Two decades after that first failed test in the desert, driverless cars They are already circulating through the streets from cities like San Francisco, Phoenix or Shanghai, and companies like Waymo or Tesla are committed to autonomous taxis becoming commonplace. In Spain we will briefly see some doing tests this year in Madrid. Although the really curious thing was that, a test in which most of the cars made fools of themselves, ended up being the real starting point of a technology that today moves billions of dollars. Cover image | Lemonodor In Xataka | China has an amazing 10-kilometer underwater tunnel and 200,000 LED lights with one goal: to keep you from falling asleep

which cars can circulate and which rest on July 18

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Indeed, it is very likely that you have already guessed it, this weekend the Saturday Not Circulating Today scheme is reactivated. And the traffic control strategy with which the Mexico City Environment Secretariat (SEDEMA) seeks to stop pollution does not rest. What does this mean? Those who plan to go out with their cars will have to check, no matter what, the hologram of their car and the last digit of their license plate. Restrictions that are not limited exclusively to the 16 districts of CDMX, but also extend to various suburban municipalities on the outskirts of the State of Mexico. Specifically, the program also operates in: Atizapan of Zaragoza Coacalco de Berriozábal Cuautitlan Cuautitlán Izcalli Chalco Chicoloapan Chimalhuacan Ecatepec de Morelos Huixquilucan Ixtapaluca Peace Naucalpan de Juárez Nezahualcoyotl Nicolas Romero Tecámac Tlalnepantla de Baz Tultitlan Chalco Valley Likewise, remember that if your route includes crossing through any of these locations, the Saturday No Circulation Today will be applied to you. What cars and license plates does Hoy No Circula Saturday affect? As you surely know, the purpose of this initiative is to reduce the number of cars in circulation to mitigate emissions, with rules that are specific to that day on Saturdays. Because the obligation to rest does not affect all vehicle owners on the same weekend: the combination between the hologram, the last number on the license plate and the calendar is what determines whether or not you can use your car. Remember that Today Not Circulating on Saturday is not in effect 24 hours a day. The application hours run strictly from 5:00 a.m. to 10:00 p.m., so that outside of that period—during the night and early morning—the program does not limit vehicle traffic, as long as an environmental contingency or other extraordinary measure is not declared by the authorities that impose additional restrictions. For the specific case of July 18 from 2026third Saturday of the month, we are facing what is considered an “odd week.” That is, vehicles that have a hologram 1 and whose plates end in an odd number will be those who must remain out of circulation throughout the scheduled hours. If your car meets that combination, you will have to keep it stored until after 10:00 p.m. On the contrary, cars with holograms 0 and 00 can circulate without restrictions under the Today No Circula Saturday scheme. For their part, those with hologram 2 cannot circulate under any circumstances on Saturdays. In addition to the restrictions explained above, keep in mind that there are a series of exempt vehicles that can circulate completely freely without being affected by these ecological measures. In this group are: Electric, natural gas or hybrid technology vehicles Units registered with plates for people with disabilities All those intended for urban public transport services (including funeral services) Those dedicated to school or passenger transportation Those assigned to public security and/or civil protection The penalty for not complying with this regulation ranges from 20 to 30 times the Measurement and Update Unit (UMA), a range that approximately translates into a floor of 1,924.40 pesos and a ceiling of 2,886.60 pesos. Added to the hit to the pocketbook, the offender risks having the vehicle towed or impounded and the consequent loss of time involved in solving the administrative procedure before the security forces. What cars and license plates does Hoy No Circula Saturday affect? Failure to comply with the Hoy No Circula will be punished with a fine that ranges between 20 and 30 times the value of the Measurement and Update Unit (UMA), a figure that represents approximately 1,924.40 pesos at its lowest level until reaching 2,886.60 pesos at the highest limit. In addition, the driver risks having the car taken to the vehicle depot. Photo | Silas Lundquist In Xataka | The countries that pollute the most in the world, gathered in a detailed graph

Omoda and Jaecoo already sell more cars than Citroën, Nissan or Ford in Spain. And they are very clear that their secret is not in the price

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In the first half of 2026, Omoda has sold 13,208 cars according to data from Anfac. Jaecoo has placed 6,590 units on the market. Between both companies there are only six cars on the market (the Omoda 5 and Jaecoo 5 have electric versions) but their numbers are higher than those of Citroën, Ford or Nissan, companies more than established in our country and that have been great bestsellers. AND Francesco Colonnesevice president of Omoda&Jaecoo Iberia, is very clear about why. Shot. “This year we will reach close to 40,000 units.” That is the objective they have within Omoda&Jaecoo for our country, according to Colonnese who has expressed his reading of the market in The Country. The numbers, of course, point to this because in the first half of the year they already touched 20,000 units, already close to just under more than 25,000 units with which they closed last year. The situation of Omoda and Jaecoo is just the certification that three Chinese companies have arrived in Spain to occupy a relevant position in the market. Its cars are the basis of the almost 14,000 units that Ebro has put on the market so far this year. BYD has already registered 22,860 units (double than last year). MG, the leader, is in a technical tie with last year, signing 25,137 units. And in Europe, which was still resisting Chinese brands, BYD already sells more cars than Citroën. “They have to get their act together”. The reasons why Colonnese believes that Chinese manufacturers are gaining ground in Spain are very clear: “European manufacturers have to step up. When someone arrives who raises the level of quality and technology in cars, you have to try to provide the same service; you can’t stay with what you have because, suddenly, you go from being super modern to super old, from technological to analog…” In his words, the vice president of Omoda&Jaecoo Iberia defends that price is not the only reason why its cars are growing at a devilish rate. “It’s not that the customer buys from us for 3,000 euros less, but because we provide double the electric range. Until the Chinese arrived, until we arrived, (the plug-in hybrids) had 40-50 kilometers of electric range, now they have 150 kilometers.” a good business. This defense of the plug-in hybrid makes a lot of sense for the company. At this time, Omoda has sneaked in the Omoda 7 and to Omoda 9 among the 10 best-selling cars with this technology in Spain. Cars that, as we told you in these tests (previous links), we liked for their low consumption and high technological load. Yes, but. Although Colonnese assures that its customers buy them for “the quality of our cars, which have technology everywhere, something that was not common in the sector”, the truth is that Omoda&Jaecoo, like the rest of the Chinese brands (five of the 10 best-selling plug-in hybrids in Spain are Chinese), offer products much cheaper than the competition. Equal equipment, as we tell in this BYD Seal U testthere is no possible comparison with other models. But part of this advantage in the market comes because Chinese cars with combustion engines, unlike electric cars, do not pay the extra tariffs that were imposed in 2024. They have become, as we already warned, the Trojan horse with which to quickly gain market share. The times. What is indisputable is that Chinese manufacturers are monetizing investments and arrival in our country in record time. Their cars offer a more technological image that quickly adapts to current customer tastes. That, in a world that advances at a devilish pace, is key because a car has been designed for a decade if we add the development time and the time that this car had to be on the market. From Chery (owner of Omoda&Jaecoo) they have long defended that That ability to adapt and solve problems is key. Instead of launching a car that is as refined as possible but developed over years, what Chinese manufacturers prefer is to launch a very solvent product and apply subtle changes if necessary in record time. These very short development times are what are dynamiting the industry and putting traditional manufacturers on the ropes. At Toyota they are clear that they need to be more agile to compete and The Renault Twingo has been designed in China to have it on the market as soon as possible. Photo | In Xataka | Europe has focused on stopping Chinese electric cars. The real threat is in its cars with combustion engines

Volkswagen delays plans to manufacture batteries in Sagunto. It is very bad news for your cheap electric cars

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Volkswagen battery production in Sagunto (Valencia) is delayed. He does it because the works are not progressing in the stipulated times but the problem is greater. And the company proposed this factory as essential to have its plans for electric cars manufactured in Spain at full capacity. a delay. This is what they assure in The Confidential who, exclusively, assure that the plans to produce battery cells at Volkswagen’s Valencian factory in Sagunto are delayed, at least, “a few months.” In Xataka We have tried to contact Volkswagen but, as of this writing, we have not received a response to our questions. According to the media, the information has been provided by “sources close” to the company and “unofficial sources linked to the universe of contractors do not rule out that the delay hides more serious changes in the project.” What is the delay? Volkswagen had a calendar which was to have the manufacturing of the first pre-series units of battery cells ready in September 2026. The objective is that, with these tests, mass manufacturing would arrive during the first quarter of 2027. However, they point out in The Confidentialit will not be until December when the tests will begin, so the final production of the cells could be postponed until almost half of next year. The delay, of course, would be due to problems during the construction of the factory but not to cuts in the project. Despite everything, it comes at a bad time. A (small) breath. What they assure from the media is that the project is not in danger, neither due to investments nor due to size. And Volkswagen is in the midst of a restructuring process, with up to 100,000 layoffs hanging over European plants and the possibility of closure of some of them. The Spanish project, however, is one of the most important that the company has in the short term. The investment, adding all the phases, is expected to reach 3,000 million euros and right now 1,500 people are working there in the construction phase. For the production of pre-series cells It is expected to employ 500 people. The Spanish hub. The biggest problem for Volkswagen with the delay of these plans is that the final production to feed the Barcelona and Navarra plants is irremediably delayed. In them, the company will produce the smallest models with up to four cars that will cost 25,000 euros. In Spain alone, Volkswagen will invest 10,000 million euros. Of them, 3,000 million will go to the Sagunto plant, as we have mentioned, and the same amount is dedicated to the renovation of Martorell. The Navarra plant will be renovated with an investment of 1,000 million euros and the remaining 3,000 million will be invested in auxiliary component companies. At a very bad time. Although no work is free of delays, delaying the production of batteries is a real problem for the company. And the German company has enormous hopes placed on these cars to continue gaining share in the electric car market and, finally, to take advantage of this technology as they expected. Besides, the delivery of Perte VEC aid It is also conditioned to comply with the planned schedule. But above all because each car sold is a break in its emissions quota. In 2027 average emissions will be reviewed that the company has put on the street with each car sold. Going over 93.6 gr/km of CO2 will be an automatic fine and now In 2025 the company expected billion-dollar sanctions. Selling as many affordable cars as possible next year is essential to reduce the expected penalty. Photo | Volkswagen In Xataka | Europe has its hope in the 25,000 euro electric car and Volkswagen already knows who will manufacture it: Spain

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