Cars

In its leap to electric cars, Europe fears total dependence on China. Your solutions arrive (quite) late

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The rope tightens. This time it is Europe that pulls to its side. Or, at least, that is what he wants according to what is stated in Financial Timeswhere we read that the European Union wants to force car manufacturers to reduce their level of dependence on China. Now, forcing them to buy fewer components from their suppliers. A new goal. It is, according to Financial Timeswhat the European Union wants to impose on companies in key sectors such as automobiles, industrial machinery or the chemical sector. In the newspaper’s information we read that European institutions are looking for tools to put pressure on their own companies. In the information, which is attributed to two European officials familiar with this project, the objective is to put a limit on the percentage of components that can be supplied to a single country. That is, if a company wants to manufacture a product in Europe, it could not buy all of its components (or the vast majority) from China. To distribute the purchases. If the project goes ahead as we read in the British media, a company could only buy between 30 and 40% of its components from the same country. It is sought that, at least, the origin of the parts that, in this case, make up a car is from three suppliers and from at least three different countries. This would not be much of a problem if it were not for the fact that the 30-40% barrier could not be overcome. “Gradually dependent”. “In many areas we are gradually becoming dependent on China’s exports,” the words are from a senior European Union official consulted by the newspaper. According to Financial Timesthe organizations are very aware of the extent to which a stoppage of Chinese factories or exports can damage the European economy. In fact, last summer some factories had to stop or saw their production compromised after China put greater impediments to export of products in which rare earths are used such as the magnets in electric car motors. Just a few months later, The Nexperia crisis once again set off the alarms of possible interruptions in the supply chain since a good part of the chips used by the European industry uses components from this company. They are not key products for its operation but without them, a car cannot be sold because They are essential for auxiliary but basic functions How to raise and lower the car window. 1 billion. That is what, according to Financial Timesthey calculate in the European Union that we lose to China. 1,000 million euros of deficit in the trade balance. 1,000 million. Diaries. The figure has been floating for two years now. and the automotive industry is one of those that has suffered the most. According to the European Union, they have achieved this with a doped industry, which has led to the lifting of tariffs on electric cars arriving from China. And the Chinese manufacturers have wanted to land abroad on our continent but also the Europeans have wanted to manufacture in China because it was cheaper. Spain? According to Anfac dataIn Spain we have a deficit in our trade balance of 5,000 million euros annually if we talk about components. As the second largest car producer in Europe, our auxiliary fabric is not enough and we need to buy components worth 16,893 million euros when exports exceed 11,525 million euros. There is no data on the origin of these imported components but we do know that The second country that exports the most cars to Spain is China. Last year, 9.2% of cars purchased in our country from outside our borders arrived from China. Very far, yes, from the German 26%. The problem is that despite importing cars worth almost 2.7 billion euros, China does not appear among the 10 countries to which we export the most cars and we barely place 658 million euros in exports to all of Asia. The game of balance. Yet the European Union is discovering that perhaps it has arrived late to the trade battle. Yes, it has lifted tariffs on electric cars sold from China but the country’s tentacles reach deep into vehicles made in Europe, producing all kinds of cheap components but also producing key technology such as semiconductors or batteries of electric cars. China is aware that it can squeeze European industry but it also needs our trade to export all the cars that are already surplus there. It is no coincidence that Europe has not imposed tariffs on cars arrived with combustion engines and? have negotiated with China the possibility of lifting trade barriers to electric cars. The Band-Aid. Until now, a very important part of the components used in European cars had their origin within the borders of the European Union itself. However, China’s weight has skyrocketed in recent years. In 2024, China has already become the main exporter of cars to Europe and the weight of its components within the cars manufactured here is increasingly greater, which reduces the competitiveness of our exports, according to this report BBVA. This imbalance is doubly worrying because the European Union is trying to reduce Chinese dependence now that it is seeking to make the definitive leap to the electric car, a technology where the Asian country dominates the supply chain. In recent months, Europe has tried to curb dependence promoting mineral mining on our soil or battery production but Chinese dependence remains evident. Photo | Michael Fourset and Sou Jest In Xataka | 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.

which cars can circulate and which rest on May 23

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A new Saturday Today No Circula day is launched this weekend, a measure coordinated by the Environment Secretariat of Mexico City (SEDEMA) whose objective is to mitigate pollution levels in the Valley of Mexico. Those who plan to travel in their private vehicles must carefully verify the last digit of their license plate and the verification hologram before going out on the street. It is worth remembering that this ordinance not only restricts mobility in the 16 municipalities of CDMX, but its obligation extends to various metropolitan municipalities of the State of Mexico. The program 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 Also, remember that if your route passes through any of these locations, the Saturday No Circulation Day also applies. Which vehicles and license plates are affected by Hoy No Circula Saturday? The objective is to reduce the volume of cars in circulation to reduce polluting emissions; However, Saturday sessions operate under particular guidelines that complement the rules in force from Monday to Friday. Not all units must stop on the same weekend: the hologram, the completion of the license plate and whether Saturday corresponds to an even or odd week will determine which driver must leave their car parked and who has the option of transiting. Likewise, it is mandatory to consider that the Saturday Hoy No Circula does not remain active during the entire day. The hours of application go from 5:00 a.m. to 10:00 p.m., so outside of that period—during the night and early morning—the regulations do not limit road traffic, unless the authorities dictate an environmental contingency or another extraordinary measure with added restrictions. For the specific date of May 23, 2026it is established that as we are talking about the fourth Saturday of the month, it is the vehicles with hologram 1 and license plates whose ending is an even number that will have to suspend their activities and not circulate for the duration of the program. If your car has these characteristics, it will be mandatory to keep it motionless until the regulatory deadline ends after 10:00 p.m. In contrast, those cars that have a 0 and 00 hologram retain the authorization to move freely under the guidelines of Today No Circula Saturday. Meanwhile, the units identified with hologram 2 cannot circulate under any circumstances on Saturdays. Apart from the previous categories, it is necessary to take into account that there is a list of exempt vehicles that enjoy the benefit of circulating without being compromised by the restrictions current. These include: 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 Motorists who do not comply will face significant financial penalties. The fine for violating the program ranges from 20 to 30 times the Measurement and Update Unit (UMA), which is equivalent to approximately 1,924.40 pesos at the minimum and up to 2,886.60 pesos at the maximum. Along with the direct monetary impact, the potential retention of the unit in a warehouse and the setbacks linked to clearing the corresponding procedures with the authorities are contemplated. In short, if you plan to make trips in your car this Saturday through CDMX or through the suburban municipalities of the State of Mexico that are included in this regulation, it is advisable to carefully check before starting what hologram your vehicle has, what the ending of your license plate is and if the calendar shows an even or odd week. Photo | Sunira Moses In Xataka | The countries that pollute the most in the world, gathered in a detailed graph

22% of the electric cars we buy in Europe are produced in China. It’s just the tip of the iceberg

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One in five electric cars purchased in Europe are Chinese. Chinese of origin, but it does not mean that their manufacturers are Chinese. However, it is a fact that does not explain the entire story. Chinese companies continue to gain ground in Europe and tariffs are clearly not slowing down their expansion. 22%. The data is brought Benchmark Mineral Intelligence in a report explaining how much ground Chinese manufacturers are gaining in Europe. According to them, 22% of the electric cars that have been purchased in Europe between January and April 2026 come from China. The figure is striking because it grows compared to the 19% that was registered last year. But, above all, because it grows by 27% compared to the same period in 2025. In the first four months, 400,000 electric cars from China were sold in Europe. Chinese and non-Chinese. As we said, the data includes all the electric cars that we have bought in Europe arriving from China. This is relevant because the European Union imposed tariffs to the cars that came from there alleging that the Chinese manufacturers are financially doped and that they do not compete on equal terms. But those trade barriers They also prevailed over European manufacturers who bring their cars from China. Tesla also suffers from it with every Tesla Model 3 sold in Europe. The consequences of these policies have been especially harmful for Seat SAwith a Cupra Tavascan that has barely been sold and that has had to eat the tariffs to be able to have a competitive price. Duty? As we pointed out, the European Union already imposed a 10% tariff on all cars that arrive from China to our market. Defending that many of the brands that came to play on price, They imposed new specific trade barriers for each brandpunishing more those who, in their opinion, had received the most aid from the State or had collaborated the least with the investigation. Rodhium Group shows that they have had a limited deterrent effect over time. When they were lifted in October 2024, China had exported 44,000 electric cars to Europe in a single month. Immediately, the figure plummeted but in February the same sales level was reached again in Europe. But, in addition, the number of plug-in hybrids has skyrocketed. While the sale of purely combustion cars from China has grown, the plug-in hybrid has experienced brutal growth, going from 7,000 units in October 2024 (when the tariffs were applied) to 26,000 units in February 2026. Among the best sellers. In addition to these general market figures, some Chinese manufacturers have managed to make a breakthrough in the markets where they have the most hope. They collect in Autovista24 that BYD was the fourth company in Europe that sold the most electric cars between January and March 2026. Its market share in this space reached 6.8% and is only surpassed by Volkswagen, BMW and Tesla (the latter with 7.3% and BMW with 7.4%). BYD is also, of course, the one that is growing the most, marking 154.7% more sales than last year in the same period. Among the 10 best-selling electric cars in Europe, the Leapmotor T03 It also sneaks into the list. If we look at plug-in hybrids, BYD has the best-selling model. The BYD Seal U is the car with this mechanic that has placed the most units on the market between January and March 2026 with 21,494 units. He is followed by Jaecoo 7 with 17,434 units. And BYD manages to place Atto 2 as the tenth best-selling plug-in hybrid in Europe. The market share. In global terms, S&P Global points out that in 2025 the market share of Chinese manufacturers in Europe was 5.8%. But Automotive News points out that last March, when Chinese manufacturers broke their export record to Europe in terms of volume, the market share already shot up to 9.41%. If we talk about quota, the record from December 2025 (9.48%) still stands. The vast majority of analysts assure that these figures will continue to grow over the years. In S&P Global They believe that by 2035 the market share of Chinese manufacturers will reach 15.5%. Because? What we are seeing, according to analysts, is the tip of the iceberg. BYD is a good reflection of how China has discovered a loophole through which to enter Europe. The brand came with the idea of ​​bringing only electric cars, it tried the BYD Seal U in its plug-in hybrid version and has discovered that it is a success. The Chery Group has not hesitated to bet on this technology. Geely has also come up with a plug-in hybrid upon arrival. And the same thing happens with Deepal, from Changan. These cars have no tariffs and it allows them to gain market share because they can push their prices much higher. In addition, it allows them to give a relatively easy exit to cars that are overproduced for the Chinese marketwhich has slowed down and is beginning to see itself unable to assimilate more growth in its sales. Without forgetting that more and more companies are looking for produce in Europe or Türkiye to skip tariffs. BYD will manufacture in Hungary and in this last country. The Group Chery already operates in Barcelona. Leapmotor will also do it in Spain and everything indicates that the number of models will increase destined for our country. Xpeng already uses factories in Austria. And one fact: S&P Global It anticipates that 44% of the Chinese cars we buy in 2035 will be manufactured in Europe or Türkiye. Photo | In Xataka | The plug-in hybrid is China’s Trojan horse: we looked at the electric car and its great weapon was the combustion engine

Volkswagen has hope to make electric cars cheaper: sodium batteries

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Sodium-ion technology It has been promising for years without ever taking off. Gotion High-Tech, a Chinese company in which Volkswagen is its largest individual shareholder, has just taken the most serious step to date: for its own brand of sodium batteries to have a product ready to be manufactured at scale. An evolution is urgently needed. Lithium-ion batteries They have been dominating for decades the energy storage and mobility sector but they have an underlying problem that more and more companies want to tackle: lithium is a geographically concentrated resource, with fragile supply chains and dependent on a few countries. Sodium, on the other hand, is one of the most abundant elements on the planet. If sodium-ion technology reaches competitive energy densities and can be manufactured on a large scale, the game changes. And that is precisely what Gotion has in mind. Production-ready batteries. At its 15th Global Technology Conference, the company introduced the Gnascent brandwhich groups three versions of sodium-ion battery designed for specific applications, not a single multipurpose cell. The brand already has production lines ready in Tangshan and Hefei, China, and they are on the order of gigawatt-hours. Three versions. Each Gnascent variant targets a different niche: High energy: reaches 261 Wh/kg, 60% more than conventional sodium batteries. It is designed for light electric vehicles and drones for commercial use, where weight is a critical factor. Power: with 162 Wh/kg, it supports discharge at temperatures down to -50 °C. Its target market is commercial vehicles and equipment in extreme cold regions, where the performance of lithium batteries drops dramatically. Energy storage: with 180 Ah per cell and more than 20,000 useful life cycles, it maintains 88% of its capacity at -40 °C. The company claims to have passed penetration tests with 8 mm nails and heating to 400 °C without ignition. It can become a serious option for network installations and industrial use. What your technology is about. Just like account The company, Gnascent is backed by more than 90 patents covering cathode materials (sheet oxides, polyanions and sodium-manganese-iron pyrophosphate), hard carbon anodes and electrolyte additives. On the other hand, its anode-less design reduces material costs while increasing energy density. Who is behind. Gotion High-Tech, founded in 2006 and headquartered in Hefei, has Volkswagen Group as its largest shareholder. At the end of 2025, the company had a cumulative production capacity of 400 GWh and 20 manufacturing bases spread around the world. Just like share According to CarNewsChina, in the Chinese market it is the third supplier of batteries for electric vehicles, only behind CATL and BYD, with a share of 6.6%. Who climbs it first and best?. Gotion is not the only one on this path. CATL and BYD too are accelerating their own sodium ion programswhich points to a broader strategy in which this chemistry is the protagonist and ends up becoming a real alternative to lithium. And now what. For the moment, Gotion wants to enter the large-scale energy storage segment through Gnascent. That is electrical networks, industrial facilities or residential use, complementing with smaller markets such as two-wheeled vehicles. It only remains to be seen if the strategy ends up being given the green light and if more companies choose to consider this option in the near future. Cover image | Gotion High-Tech and Volkswagen In Xataka | Putting pistachio in everything has a limit. Or not: Córdoba already makes batteries with its shells

which cars can circulate and which rest on May 9

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This Saturday the Hoy No Circula Saturday scheme comes into force again, the mechanism with which the Environment Secretariat of Mexico City (SEDEMA) limits the circulation of certain cars to help control pollution in the Valley of Mexico. Once again, those who plan to use their vehicle should carefully review the finish of the license plate and the verification hologram before putting a wheel on the street. The restrictions do not only apply to the 16 municipalities of CDMX, but also extend to various metropolitan municipalities of the State of Mexico. The program is also valid 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 Also, keep in mind that, even if you only cross one of these demarcations during your journey, the Today No Circula Saturday scheme also applies to you. What cars and license plates does Hoy No Circula Saturday affect? The central objective of the program is to reduce the number of vehicles in circulation to reduce emissions, but on Saturdays it is governed by particular criteria that complement what is established from Monday to Friday. Not all drivers rest on the same weekend: the type of hologram, the last digit of the license plate and whether Saturday corresponds to an even or odd week are the factors that determine who can go out and who must leave the car parked. It is also key to consider that Hoy No Circula Saturday does not operate 24 hours a day. The application schedule goes from 05:00 to 22:00so outside of that period —that is, during the night and early morning— the program does not limit the circulation of vehicles, unless an environmental contingency or another extraordinary measure is activated that imposes additional restrictions. For May 9, 2026, the calendar indicates that it is the third Saturday of the month, so it is classified as an “odd week.” In this scenario, cars with hologram 1 whose plates end in an odd number are the ones that must remain off the road while the program is in effect that day. If your car falls into that category, you must keep it stored until after 10:00 p.m. On the other hand, vehicles that carry hologram 0 and 00 retain the possibility of circulating without restrictions within the Today No Saturday Circula scheme, while those with hologram 2 are prohibited from circulating on any Saturday. In addition to the previous cases, it is important to remember that there is a set of exempt vehicles that can travel without being affected by these rules. Among them are: Electric, natural gas or hybrid technology vehicles Units with plates registered in the name of people with disabilities All those intended for urban public transport services (including funeral services) Vehicles used for school or passenger transportation Those assigned to public security and/or civil protection duties Those who decide to ignore the provisions of Hoy No Circula risk receiving a considerable financial penalty. The fine for failing to comply with the program ranges from 20 to 30 times the Measurement and Update Unit (UMA), which represents a minimum of close to 1,924.40 pesos and a maximum of approximately 2,886.60 pesos, in addition to the possible immobilization of the vehicle and the time that will have to be invested to resolve the offense before the competent authorities. These penalties are directly linked to compliance with the rules of Hoy No Circula Saturday. In conclusion, if you are going to travel by car this Saturday through CDMX or through the suburban municipalities of the State of Mexico contemplated in the program, the most prudent thing to do is to check before starting the engine which hologram your vehicle has, what the ending of your license plate is and if the calendar indicates an even or odd week. Hoy No Circula Saturday focuses on removing the most polluting vehicles from the streets, but it also forces us to better organize trips and evaluate mobility alternatives when the car has to stay at home. Photo | Osmany M Leyva Aldana In Xataka | The countries that pollute the most in the world, gathered in a detailed graph

In Norway they have asked themselves which are the best electric cars at -30ºC. And the answer is clear: Chinese cars

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A test that has already become indispensable for the industry. The Norwegian Automobile Club has been carrying out a simple test since 2020: they take the most representative electric cars on the market, fully recharge them and put them to the test. All at the same time and along the same route. Objective: discover if someone is lying. A simple test in theory. But it provides a lot of information for the buyer of an electric car. And although the WLTP cycles have been improved and now they show consumption in urban cycles and outside of it, the truth is that the buyer of the electric car needs one piece of information: the consumption on the road at the maximum legal speed allowed. And in the city, the consumption of electric cars is usually very low. Furthermore, the impact of total autonomy is less relevant because either the car is charged at night or access to the chargers is easier than in the middle of a road. That’s why he test carried out by the Norwegian Automobile Clubthe NAF for its acronym in the local language, is so important because they get the cars moving and take them on the road on a route that begins in Oslo and extends for more than 400 kilometers. The final intention is to glimpse what real autonomy these cars have and its difference with the figure recorded by the WLTP cycle. “They lie”. We will put it in quotes. And when companies design their cars, they obviously think about the consumption that a car will have in real situations but, of course, They take into account how the approval tests are carried out to get the best possible result. He Dieselgatewhere Volkswagen and other brands in the group used specific software when homologating their cars to achieve better consumption figures on paper that were then not met in practice, is the best-known case. But without cheating, it may pay off for a manufacturer to prioritize the lowest possible consumption in the city even if it later suffers from a slightly higher consumption on the highway. Or that the car behaves worse in extreme cold conditions, as is usually found in these tests. This very low urban consumption can lower the final average figure and distort the car’s real mileage, which is why these real road tests are interesting. How are they tested? In the test, the Norwegians examine the car’s behavior on a route that starts from Oslo towards the north of the country and which almost always runs on national roads. On the route, which you can see in this linkstarts at sea level and ends at about 750 meters above sea level. Along the way there are two large studs. In the first one you exceed 500 meters in height, then you descend slightly and climb again until you exceed 1,000 meters in height. Subsequently, you descend until you stay at the aforementioned 750 meters high. The test is also done in winter and summer conditions to get even more information from the cars. The driver stops when it detects a loss of power in the car but it doesn’t drain the battery all the way. This seeks to know to what extent the car is capable of moving at full capacity. In a year like this with very low temperatures, the first driver who abandoned noticed a loss of power when the car still had 11% autonomy left. And among the data published, the association also includes the weather along the route, specifying the minimum and maximum temperature or whether the sky remained clear or it snowed. This time record temperatures were reached, the warmest occurred in Oslo where the thermometer read -8ºC and the coldest was recorded while passing through Høyeste with -32ºC. The best. With this way of working, this Norwegian association has published its data. They take into account the deviation from the declared WLTP figure but also the percentage (doing 500 kilometers and deviating by 100 km from the expected range is not the same as doing 300 kilometers and deviating those same 100 km). Taking this into account, their data says that the best cars were the Hyundai Inster and the MG IM6, which performed 29% less than the expected range. The cars that deviated the least from the expected figure were the following: Hyundai Inster: distance traveled 256 km, WLTP distance 360 ​​km, difference 104 km KGM Musso EV: distance traveled 263 km, WLTP distance 379 km, difference 116 km Voyah Courage: distance traveled 300 km, WLTP distance 440 km, difference 140 km Changan Deepal S05: traveled distance 293 km, WLTP distance 445 km, difference 152 km MG IM6: traveled distance 352 km, WLTP distance 505 km, difference 153 km The worst. The data tells us one thing but it is also important to contextualize it. For example, they point out that the Lucid Air was the electric car that deviated the most from its expected autonomy (49%) but it was also the one that traveled the most kilometers (520 kilometers) so it was exposed the longest to temperatures below -30ºC. In fact, This same car was one of those that obtained the best figures in the last summer test. Last year, the organizers point out, the Polestar 3 broke the record in a winter test, stopping at 537 kilometers. However, they point out that in that same mountain pass where freezing temperatures have been reached this year, the thermometer that time marked a much more pleasant temperature of 8ºC. With all this, the cars that deviated the most from the expected figure were the following: BMW iX: distance traveled 388 km, WLTP distance 641 km, difference 253 km Tesla Model Y: distance traveled 359 km, WLTP distance 629 km, difference 270 km Volvo EX90: distance traveled 339 km, WLTP distance 611 km, difference 272 km Mercedes CLA: distance traveled 421 km, WLTP distance 709 km, difference 288 km Lucid Air: distance traveled … Read more

Chinese electric cars already have massages, karaoke and even a refrigerator. The next step is an under-seat toilet.

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If you can’t hold back the urge to urinate while you’re in the car, the normal thing to do is wait until you make a stop at the next gas station to relieve yourself. That’s normal, and then there is Seres, the Chinese manufacturer of Aito cars, which has patented a rather peculiar solution: add a toilet integrated into the cabin that unfolds like a drawer. Exploring other areas. China has one of the most saturated electric car markets and competitive on the planet. Dozens of brands fight for the same type of audience and differentiation has become a race without limits: from massage seats and karaoke systems, even integrated refrigerators, giant screens…If everyone is doing the same thing in infotainment, why not explore the next territory? And this seems to be the conclusion reached by Seres, the Chongqing-based company that manufactures Aito brand vehicles. A portable toilet. According to they count From CarNewsChina, the Intellectual Property Administration of China granted Seres authorization for this patent on April 10. The device consists of a toilet integrated under the passenger seat that is extracted using a system of sliding rails (something similar to a drawer) manually or by voice commands. When not in use, it is completely hidden under the seat, without taking up additional space in the cabin. How it works inside. According to collect The BBC, which had access to the original document presented to the Chinese authorities, the system includes a fan and an extraction tube to evacuate odors to the outside of the vehicle. The waste is collected in a tank that must be emptied manually. In addition, it incorporates a rotating heater that evaporates urine and dries solids. Is for when the car is stopped. Before too vivid mental images arise, it is worth clarifying: the design is designed so that you stop as soon as possible and start with the task. According to CarNewsChinaSeres’ own engineers specify in the patent report that the objective is “to satisfy the needs of users during long journeys, camping or during prolonged stays in the vehicle.” Endless traffic jams, overnight stops or campsites without facilities are the intended use cases. It’s not as crazy as it seems. Toilets in cars are very rare, but it would not be the first time they have been seen in a car. In fact, just as account BBC, in the 1950s, a special version of the Rolls-Royce Silver Wraith already included a toilet under the back seat. There are also those who have modified their car to include one, such as this owner of a Toyota 4Runner. What Seres is proposing now is, in essence, a more technologically sophisticated version of an idea that already existed seventy years ago. Obstacles. Just because the patent exists does not mean that it will reach production. CarNewsChina points out several important technical obstacles, including integrating drainage pipes into compact chassis (especially in electric ones where the battery occupies a large part of the floor), guaranteeing the durability of the rails or achieving an airtight seal that prevents odor leaks. And then there’s the psychological barrier, which is basically convincing passengers that it’s perfectly normal to use the bathroom just inches from where the rest of the family sits. Seres is not going through its best moment. The company is going through a difficult time. According to data of China EV DataTracker, deliveries of Aito M9its high-end SUV, have fallen 44.2% year-on-year for three consecutive months. Seres and Huawei plan to soon launch a renewed version of the model to stop the decline. And in this context, these types of patents can help the brand, not even to make them a reality, but to try to generate conversation around its vehicles. Cover image | Polestones and Aito In Xataka | You buy a second-hand car, you pay for it and the police confiscate it: this is how the ‘twin’ car scam works

BYD promised them very happy by putting very advanced ADAS in very cheap cars. Until the RAM crisis came

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In recent years, BYD had turned its brand new advanced driving system into one of the biggest arguments to confront Tesla. And having this type of technology in affordable cars can be attractive to the consumer, but it has a cost that other companies can hardly absorb. BYD thought so, but the RAM crisis It has stopped him, and the context is now much more complicated. Prices go up. BYD just announced in China a 21% increase in the price of the ‘DiPilot 300’ option (basically its “God’s Eye” in its version with LiDAR), which goes from 9,900 to 12,000 yuan (about 1,560 euros). The company justifies the measure by the “significant increase in global storage hardware costs.” In other words, DRAM memory and storage have become so expensive that they can no longer absorb the cost without passing it on to the customer. Until now, no major manufacturer had so explicitly linked a price increase to the memory market, according to collect South China Morning Post. In detail. The ADAS Modern ones (and especially those that integrate LiDAR like those from BYD) are very demanding on memory. They need high-performance chips to process LiDAR point clouds in real time, run driving models, and store route data. The problem is that this same type of memory is being absorbed en masse by artificial intelligence data centers, which account for most of the global production of DRAM and NAND. The prices of these chips have entered what analysts call a “supercycle,” with increases that according to TrendForce are around 55-60% in conventional DRAM this year, but that in premium automotive segments (which also use DDR5) have reached up to 300% in free market price. A problem of scale. BYD’s colossal deployment makes the problem especially bulging in its case. The company has installed your “God’s Eye” system in more than 2.85 million vehicles as of March 2026, generating approximately 180 million kilometers of driving data per day, according to own data of the signature. At that scale, every extra cent in memory multiplies into millions. On the other hand, BYD closed the first quarter of 2026 with its worst net profit in three years: 4.08 billion yuan, a drop of 55% compared to the same period of the previous year, according to figures published by the company. In this context, maintaining prices without making a move has become unsustainable for the company. They are not alone. Chery, Xiaomi and the Huawei Aito brand prices have also increased on models with similar advanced driving systems in recent months. William Li, founder and CEO of Nio, counted in January that the biggest cost pressure of the year would not come from raw materials, but from memory. What changes for the buyer. The founding promise of “God’s Eye” was that autonomous driving would no longer be an expensive privilege. As we counted almost a year agothe experience of the system on the highway (even in the most economical model, the Dolphin Surf/Seagull, which sells for around 9,000 euros in China at the exchange rate) was genuinely impressive. Lane keeping was impeccable, autonomous lane changes were well executed and traffic management rivaled other premium range systems. BYD even planned to distribute it as standard in all its models, regardless of the price. Although that narrative is not dead, it is beginning to have nuances. At the moment, the version with LiDAR (the most capable) is already a payment option that has just become 21% more expensive. And now what. From Counterpoint Research they point that the blow will be uneven: low-end models simply will not carry this technology, and high-end ones have less price-sensitive buyers. The greatest impact falls on the mid-segment, where BYD’s value proposition was most disruptive. As the markets are, we will have to wait to find out what direction the company finally takes. Cover image | BYD In Xataka | Cuba is experiencing a brutal energy crisis, so a Cuban has used ingenuity to fuel his car: charcoal

If you were waiting for Xiaomi to launch cheap cars, its CEO encourages you to continue waiting seated

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Xiaomi has been in the automobile market for a couple of years (although it is still we are waiting for your arrival in Europe), and in contrast to what the brand offers in other areas such as smartphones, the company wants to position itself rather high in the price table of its cars. Lei Jun, CEO of Xiaomi, confirmed during a live broadcast on April 17 that the brand has no intention of launching electric vehicles below 100,000 yuan (about 12,500 euros) in the coming years. Here, as expected from the figures, he talks about the Chinese market. Communication. Lei Jun made these statements during a live autonomy test in which he drove a new generation SU7 Pro from Beijing to Shanghai (1,265 kilometers) with a single stop to charge. On the way, he took the opportunity to chat with the chat, a calculated communication strategy that has been noticed. Luckily, during the talk, we were able to find very interesting statements from the head of the brand himself and get an idea of ​​his roadmap. No to the cheap car. According to counted Jun during the broadcast, today’s competitive electric cars increasingly depend on intelligent driving systems, and that type of technology has a high cost that does not fit with a sales price below that barrier of 100,000 yuan in China. According to collect the media CarNewsChina, Lei himself recognized that the new generation of the SU7 It accumulates more than 100 improvements compared to the previous model, with an increase in material costs of almost 20,000 yuan, but its selling price only rose by about 4,000 yuan. For Xiaomi, the equation applied to an entry-level car simply does not add up. Where Xiaomi does want to be. The updated SU7 starts at 219,900 yuan (around 27,500 euros), and the brand’s direction points even higher, as the firm is ready to launch its SU7 Ultra which already competes in the high-performance segment, and in the not too distant future models such as the YU7 GT or a premium variant of the SU7 will also appear, according to they count from ChinaEVHome. We will have to see prices when the firm lands in Europe with its SU7, but everything indicates that Xiaomi wants to consolidate itself within the field of the mid/high range of automobiles. The Chinese car is not synonymous with cheap. Xiaomi is not the only one that avoids the price war in the entry segment. He Xiaopeng, president of XPeng, declared during the presentation of MONA M03 that his company also has no plans to go below that 100,000 yuan threshold. Among the reasons it gave were too tight margins, unsustainable investment in smart technology and real risk of a destructive price spiral. What the numbers say. Sales data in China reinforce this reading. And it is that according to figures collected by CarNewsChina, entry-level electric cars, such as the Wuling Hongguang Mini EV or the BYD Seagull (Dolphin Surf here in Spain), registered year-on-year falls of almost 58% in the first months of 2026, partly due to the end of tax exemptions on purchases. The sedan and utility vehicle segment as a whole also fell almost 20% year-on-year in March. The volume is there, but the profitability is not. Promises. All in all, Lei Jun left a door ajar in the long term. Their goal is for Xiaomi to be among the five largest car manufacturers in the world. Reaching that scale would, sooner or later, require greater price coverage. But for this scenario to come true, there still seems to be time. Cover image | Xiaomi In Xataka | Journey to the center of the Chinese motor (part 2): I have seen the future of cars in Beijing and yes, it is electric (and very cool)

from manufacturing cars to 1,000 police robots that are, really, a seed of the future

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Today has been a completely different day from the others. Because frankly, the last thing I expected to see at a car show was a nearly three-hour presentation on a humanoid police robotbut here we are. The robot, however, is the least important thing, as we will see later. The clues that the robot would play a leading role were there, to be honest. After all, this same humanoid robot was on display at the Chery stand during the Beijing Motor Showbut of course, from seeing a robot displayed on a stand to understanding its purpose there is one step. Anyway, let’s go in parts. Just a few days ago, on April 17, Chery Group announced an agreement with AiMOGA Robotics to turn robotics into its new avenue for growth. The idea is simple: AiMOGA puts the expertise in robotics and Chery puts the manufacturing capacity, its experience with cars and the savoir faire in the international arena. The AiMOGA robot in the Chery showroom | Image: Xataka In April of last year, AiMOGA managed to ship the first 220 robots to more than 30 countries. These robots have their own name, by the way: Mornine M1. Today we have witnessed the signing of a commitment by different Chinese cities to deploy 1,000, which says a lot about how clear the government (which was present) is that there is a new field to dominate here. These robots are, let’s say, oriented to specific scenarios. Mornine is not a robot designed to make us a French omelet on a Tuesday night, but to control traffic, help with health care, etc. For now, at least. Detail of Mornine’s face | Image: Xataka The robot from behind | Image: Xataka If anyone is interested, they can buy their own Morine M1 robot at JD, the Chinese Amazon. Its price is 285,800 yuan, around 40,000 euros. If that seems like a lot of money to you, another option is his companion, the Argos robotic dog, which costs 15,800 yuan (around 2,000 euros at the exchange rate). Image | Xataka What is the robot like? It is a humanoid that is found at the most extreme point of the uncanny valley. The robot, feminine in appearance, is 1.67 cm tall, weighs 70 kilos, is capable of walking at one meter per second, pivoting 40 degrees and carrying up to 1.5 kilos of weight. It talks, sees (LiDAR, cameras and ultrasonic radar), moves its arms and has a goal: work. Mornine, as I said, has been developed with specific scenarios in mind. The most obvious is that of assistant and we have the clearest proof of it in the train stations and shopping centers of Wuhu, where it is already officially present. Today Chery has gone a step further, signing a commitment with several Chinese cities to deploy 1,000 robots on the roads. Robots dressed as police | Image: Xataka Because yes, Mornine is going to work as a traffic officer. As explained by Chery, Mornine will be able to detect violations, apply and explain the lawmanage vehicle flows, interact with drivers, etc. In fact, in a presentation they have suggested that it could be integrated with government systems to, for example, record violations as soon as they are detected. On paper and in the sample videos it sounds great, but honestly, I would like to see this robot in the middle of one of the main arteries of Beijing talking and interacting with the helmetless motorcyclists, the drivers who cross paths and the general chaos that prevails on Chinese roads. Beyond warning, the robot has no punitive capacity (or does not seem to have it), so it will be necessary to see if its practical application goes beyond the anecdotal. Ah, the irony | Image: Xataka In any case, there is something poetic about seeing human police officers stand next to these robots, which are dressed alike and mounted on a mobile base. Chery maintains that they seek to offer an alternative to professions for which there are no candidates, such as the aforementioned traffic agents, but what I see is different. It’s a robot taking a first step that, in 20 or 30 years, we will remember as the germ of something bigger. Because in this robot, whose movements are orthopedic and depend on a human operator to control them, I see something else. I see a China preparing for the future. I see a country that already anticipated the electric car and is now doing so with robotics. It also plays, yes | Image: Xataka A country with 5,000 years of history has all the patience in the world. Domestic robots will not reach society today, tomorrow or the next day. They probably won’t do it in this decade, but they will. Sooner or later, and being aware that this is a very techno-optimistic thought, domestic robotics will be a reality, and when it is, While the rest of the world takes its first steps, China will already know how to run. Literally. Xpeng is another local brand that has made its first steps in robotics, like Unitree or AgiBot. Tesla, with his Optimus, too. In fact, Chery has put Elon Musk and his goals with Optimus as an example to follow and beat. Hyundai, Honda have robotics projects. But China has something that the others don’t: total and absolute control of the supply chain. China is winning the electric car racethat is no secret, and it is sowing the seeds of victory for robotics. Today they are crude, somewhat clumsy designs, but a country that was able to invest 2,000 years and several dynasties in building a wall is in no hurry. They have all the time in the world to improve their robots, and not only that, but they are fast at iterating. Image | Xataka They are very patient, but they also react in the moment. They are slow and fast at the same time. That is something that … Read more

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