Cars

In 1967, Ebro moved to the Free Zone of Barcelona. 69 years later, we have seen how Ebro once again manufactures cars in it

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Entering the 500,000 square meters that the Ebro Factory plant in Barcelona occupies is, in large part, a visit to the origins of the brand and its deep connection with the Catalan capital. The same naves and corridors that In 1967 they saw the last Ebro vehicles leave to become later at Nissan Motor Ibérica. In 2026, the factory that opened its doors in the Barcelona Free Trade Zone almost 70 years ago, manufactures vehicles again (and not just assembly) with the Ebro logo on its grille. Ebro has just opened its facilities to the press for the first time, and we have been able to see first-hand what it is like to manufacture a car. What we have found is a factory full of welding robots, automated parts supply lines and state-of-the-art assembly lines that They look more to the future than to the past. A plant with many stories The old Nissan factory closed on December 31, 2021 after 41 years of activity. The cessation of activity left some 2,500 workers on the streets. Three years later, Ebro confirmed his reindustrialization plan of the plant returning its activity. And he did it, to a large extent, with the same workers he had. Of the almost 2,000 employees that the company currently has, nearly 1,000 employees who work here today They were already with Nissan. Of them, about 400 are product engineers, 200 process engineers and 200 welding and assembly line specialists. These employees know every hallway, every corner and, according to those responsible for the factory, they have played a leading role in the start-up of the plant. The factory occupies 500,000 m2 Our guide throughout the visit was Paco DuranDirector of Production Control and Logistics. According to what he said, he himself started at this same plant in 1998, when the Nissan sign still hung on the door. When the Japanese stopped production he spent some time at Stellantis. When Ebro started his reindustrialization plan, he returned to what he considered his Alma mater. Durán is, in all likelihood, the person who best knows how these facilities work. Nissan veterans like him helped design each booth of the new assembly line based on the years of experience that the assembly of Japanese cars gave them. They knew exactly what had worked before and what had failed. That muscle memory acquired by years of automobile production has weighed more than any manual and has contributed to the Ebro Factory will start walking in record time. First as an assembly center, and now as the only Ebro manufacturing plant in Spain and Europe, in which the Spanish brand already manufactures four models with welding, painting, assembly and quality control processes. Barcelona outside and inside There is a very curious detail in how this factory is designed. It is inspired by Barcelona and the two rivers (the Besós and the Llobregat) that frame it. Being called Ebro, it makes sense. Like these rivers, the entire flow of supplies flows from mountains to sea. It is not the only inspiration that Ebro engineers have borrowed from Barcelona when designing it. The interior of the factory has the same structure as the streets of Barcelona Its interior is arranged in streets perpendicular to each other, well-defined islands, without intersections that block the passage or flows that collide with each other. The reference is the Cerdà Plan of 1859who created the orthogonal grid so characteristic of Barcelona that it ordered the Eixample of Barcelona. An urban model that is still a reference in half the world. A small Barcelona within an icon of Barcelona’s industrial past. Under this spatial arrangement, the materials enter at one end of the factory and advance in line to the other, without setbacks or countercurrents. As Durán explained, this flow “towards the sea” reduces errors, improves response times and, as an added advantage, facilitates the evacuation of the plant in case of emergency. The plant works on two levels. All the assembly of the different components occurs on the ground, while the automatic transports of parts and bodies circulate suspended in a complex logistics system that takes the bodies from one section to another without interrupting the assembly work below. To give us an idea of ​​the magnitude of this aerial infrastructure, the equivalent of three days of production of components and bodies was circulating above our heads at all times. 696 meters of line and 20 cars per hour Since November 2024, the factory operated with the M0 assembly line, in which the cars arrived from China semi-assembled and the rest of the parts were assembled at the Ebro factory. However, the heart of the visit, and the new jewel in Ebro’s crown, is the M1 assembly line. There are 696 meters, 97 work stations and a cycle of 160 seconds per vehicle. That is, each operator has that time to assemble the elements assigned to that station. The body is welded in a 23,000 square meter warehouse with more than 150 robots. Around 95% of this process is fully automated. There the floor, sides and roof are welded until forming what is called the Body-in-Whitethe empty structure of the car before receiving any paint or components. From there it travels by air to the painting area which, for safety reasons due to the chemical agents used there, we were not able to visit (we needed PPE and additional protection). In this section, the car chassis go through degreasing baths, paint is applied through cataphoresis and an anti-corrosion treatment. Afterwards, the already painted bodies fly back to the assembly area, but not before disassembling the doors, which travel in parallel, to improve the workers’ access to the interior. Something that caught my attention was that all the cars I saw on the assembly line were Ebro S700 red in color (the Red Blood Stone, to be more exact). When we asked Paco Durán about the reason, he explained to us that instead of responding to color … Read more

you need two cable cars, a cable car and to climb to the top of a mountain

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When someone wants to buy a Rolex, the most common thing would be to go to a central shopping street in any big city in the world and enter one of the exclusive watch stores that abound in these types of commercial hubs. However, to enter the latest boutique that the Swiss watch brand has opened you will need more than just taking a taxi to the center: you will need to grab a backpack, hiking boots and prepare to climb to a peak in the Swiss Alps. As and how I collected watchprothe Swiss brand has opened the highest boutique in the world: at 3,020 meters above sea level, at the top of the Mount Titlisin the Swiss Alps. Yeah, In Switzerland you can buy a Rolex on one of the highest peaks of the country. Getting to the place in question is not easy: you have to take a train, go up on two cable cars and, as the last stretch, ride the Titlis Rotairthe world’s first rotating gondola, opened in 1992. And then, of course, you can buy your Rolex, although in all likelihood you won’t be able to take it home. Who said that to buy a Rolex you only needed to have money? Buying a high-end watch has never been so literal Mount Titlis rises 3,238 meters above sea level, in central Switzerland, about 40 km south of Lucerne. Access from Engelberg includes several stages by cable car and two cable cars, according to the information itself. Titlis website. The final section takes place on the Rotair, a journey that lasts five minutes and rotates 360 degrees on the more than 5,000-year-old glacier, offering views at more than 3,000 meters above sea level. The Tallest Rolex boutique in the world It opened in June 2026, shortly after the inauguration of the Titlis Tower, a peculiar 76-meter-high skyscraper made of concrete, steel and glass that has defied the laws of logistics and Alpine engineering. Titlis Tower at the top of the Swiss Alps The renovation of this old telecommunications tower is part of a million-dollar project to convert the top of Titlis into a tourist center by 2029, when the new area linked to the ski resort of Titlis-Engelberg. Rolex has been one of the first luxury brands to settle there. The top of Titlis already received almost a million views annually before the opening of the tower, with tourists from India, Germany and the United States as the main international groups. The Rolex store is located inside the Titlis Tower, a building that signed Herzog & de Meuronthe Swiss studio that won the Pritzker Prize in 2001 and that has to its credit the design of the Tate Modern Londonhe Allianz Arena of Munich or the Olympic Stadium in Beijing, also known as “the bird’s nest“because of its shape. You get to the top and you leave with a waiting list Going from a mountain trek to the luxurious interior of a luxury watch boutique is a contrast that accentuates the dystopian experience of buy a rolex on top of a mountain. The store has the usual Rolex language: marble, wood, natural stone and well-placed sofas to enjoy the views while your checking account takes the hit. The store is managed by Bucherer, the watch sales chain that Rolex acquired in 2023 following the decision of its owner Jörg G. Bucherer, without direct heirs, to sell the business. The operation was formalized in 2024, after approval by the competition authorities. Bucherer operates more than 100 stores, but the one at the top of Titlis is by far the most unusual. Views from the Rolex store at 3,200 meters above sea level However, and here is the big final twist of this alpine adventure, after having traveled by train, two cable cars, the rotating gondola and climbed the 3,020 meters of altitude of this mountain, the shopping experience It is the same as in any other Rolex boutique in the world and it is very likely that the model you are looking for is not available. So you will go home without your watch. Rolex does not manage official waiting lists, but rather delegates availability to each dealer. That makes availability uneven depending on the model and design you choose. What is constant is that the most sought after models continue to be hard to getalthough the pressure starts to loosen in some markets from 2025. Although it may seem that opening a tent on a peak in the Alps It is more of a publicity stunt than something profitable, for a company whose image was forged on expeditions to the Himalayas and the conquest of Everesthaving a store above the clouds fits better than it seems. In Xataka | A farmer thought a cow had eaten his Rolex. 50 years later he recovered it, but it needed a good cleaning Image | Rolex, Titlis

stopped cars that cannot leave their ports

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China has taken positions in Europe. The European automobile industry is witnessing a rampant arrival of Chinese manufacturers trying to sell as much as possible at the fastest possible pace. Chinese manufacturers looking for factorieswho reach new countries and try to build the necessary infrastructure to place their cars on our roads. A rampant landing that has its consequences in European ports. Overwhelmed. This is what the colleagues of Motorpassion. The large European ports have been filled with Chinese cars that no one can let out. Satellite images show that the large number of these cars is turning what was previously a transit area into authentic fields of Chinese cars. The large European ports are the ones that are most noticing this landing of Chinese cars. Antwerp-Zeebrugge in Belgium, Bremerhaven in Germany or Barcelona in Spain are those that have to deal with higher volumes of vehicles packaged in China and discovered in Europe. What does the data say? Exactly this. They rescue in GFM Review that the large ports mentioned above have found themselves with the problem of managing a huge stock of vehicles for which there is no outlet. So much so that there are vehicles, they say, that have not moved for 18 months. According to data collected by elDiario.esBarcelona is positioning itself as one of the great poles of attraction in Europe. Last year, cars arriving at the Catalan port increased by 5% but imports from China grew by more than 40%. In the month of January alone, the volume of cars received increased by 80% compared to the same month in 2025. In The Mercantile They report that the excess of vehicles in the port has forced unscheduled trains to be mobilized to distribute cars to Madrid, especially Chery’s Omoda and Jaecoo, which have their large operations center in Barcelona. But they point out elDiario.es that other Chinese manufacturers that have recently arrived in Europe, such as Changan or Great Wall Motors (GWM) do not stop adding cars to the Catalan port. Converted into fields. This massive arrival of cars has turned European ports into massive fields for Chinese manufacturers. So much so that Barcelona (which in 2025 it will receive 80% of Chinese cars purchased in Spain and 14% of those purchased in Europe) has underway a project to expand its capacity to assimilate cars, with the NYK shipping company willing to invest 75 million euros in a new terminal that could accommodate 180,000 cars a year. The problem is that these spaces are at their limit because, as we say, cars are not allowed out at the expected rate. It is a story that It has been repeating for two years. Back then, the companies did not have a sufficient distribution network to assimilate the cars that were brought to Europe, but now the problems are different. The problem now is that the manufacturers They are not finding enough truckers to move the cars to their destinations but, in addition, There are more Chinese brands fighting for ports Europeans and a country willing to get all the cars it can out of there. We send them to Europe. For a few months we have been saying that China is determined to send all the cars it can to our continent. Actually, Europe is not its only target market, but the growth in electric sales (in May almost the same electric cars were sold as gasoline cars) and the absence of tariffs on plug-in hybrids make the European market ideal. Chinese companies are encountering problems selling their cars in the local market but their factories continue to produce at full capacity. This has boosted exports to the point that they have taken almost 50% more electric vehicles out of the country than last year and 100% more plug-in hybrids. Brad Setseran export specialist, shows how domestic sales are falling but exports are increasing at a devilish rate and that car production continues to grow. China seems determined to flood the market with the expansion of its brands and the shipment of more and more models even though the ports themselves act as a funnel. It repeats. The situation experienced by European ports is similar to what is being experienced in other markets. As we counted a few weeks ago in XatakaMexico has wanted to impose tariffs on Chinese cars. Its problem is that when it wanted to collect the new taxes, the Chinese manufacturers had already landed thousands of cars there and had them available for distribution. This strategy is accompanied by the commitment that China is making to what is known as the Global South. There, the manufacturers They are dethroning Japan as their priority customerexporting more and more cars that are sold at a more attractive price below the equator line where They already ship more cars than Europe and the United States combined. Photo | Omoda and BYD In Xataka | Japan had dominated total car sales for more than 20 years, until China knocked on the door

stopped cars that cannot leave their ports

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China has taken positions in Europe. The European automobile industry is witnessing a rampant arrival of Chinese manufacturers trying to sell as much as possible at the fastest possible pace. Chinese manufacturers looking for factorieswho reach new countries and try to build the necessary infrastructure to place their cars on our roads. A rampant landing that has its consequences in European ports. Overwhelmed. This is what the colleagues of Motorpassion. The large European ports have been filled with Chinese cars that no one can let out. Satellite images show that the large number of these cars is turning what was previously a transit area into authentic fields of Chinese cars. The large European ports are the ones that are most noticing this landing of Chinese cars. Antwerp-Zeebrugge in Belgium, Bremerhaven in Germany or Barcelona in Spain are those that have to deal with higher volumes of vehicles packaged in China and discovered in Europe. What does the data say? Exactly this. They rescue in GFM Review that the large ports mentioned above have found themselves with the problem of managing a huge stock of vehicles for which there is no outlet. So much so that there are vehicles, they say, that have not moved for 18 months. According to data collected by elDiario.esBarcelona is positioning itself as one of the great poles of attraction in Europe. Last year, cars arriving at the Catalan port increased by 5% but imports from China grew by more than 40%. In the month of January alone, the volume of cars received increased by 80% compared to the same month in 2025. In The Mercantile They report that the excess of vehicles in the port has forced unscheduled trains to be mobilized to distribute cars to Madrid, especially Chery’s Omoda and Jaecoo, which have their large operations center in Barcelona. But they point out elDiario.es that other Chinese manufacturers that have recently arrived in Europe, such as Changan or Great Wall Motors (GWM) do not stop adding cars to the Catalan port. Converted into fields. This massive arrival of cars has turned European ports into massive fields for Chinese manufacturers. So much so that Barcelona (which in 2025 it will receive 80% of Chinese cars purchased in Spain and 14% of those purchased in Europe) has underway a project to expand its capacity to assimilate cars, with the NYK shipping company willing to invest 75 million euros in a new terminal that could accommodate 180,000 cars a year. The problem is that these spaces are at their limit because, as we say, cars are not allowed out at the expected rate. It is a story that It has been repeating for two years. Back then, the companies did not have a sufficient distribution network to assimilate the cars that were brought to Europe, but now the problems are different. The problem now is that the manufacturers They are not finding enough truckers to move the cars to their destinations but, in addition, There are more Chinese brands fighting for ports Europeans and a country willing to get all the cars it can out of there. We send them to Europe. For a few months we have been saying that China is determined to send all the cars it can to our continent. Actually, Europe is not its only target market, but the growth in electric sales (in May almost the same electric cars were sold as gasoline cars) and the absence of tariffs on plug-in hybrids make the European market ideal. Chinese companies are encountering problems selling their cars in the local market but their factories continue to produce at full capacity. This has boosted exports to the point that they have taken almost 50% more electric vehicles out of the country than last year and 100% more plug-in hybrids. Brad Setseran export specialist, shows how domestic sales are falling but exports are increasing at a devilish rate and that car production continues to grow. China seems determined to flood the market with the expansion of its brands and the shipment of more and more models even though the ports themselves act as a funnel. It repeats. The situation experienced by European ports is similar to what is being experienced in other markets. As we counted a few weeks ago in XatakaMexico has wanted to impose tariffs on Chinese cars. Its problem is that when it wanted to collect the new taxes, the Chinese manufacturers had already landed thousands of cars there and had them available for distribution. This strategy is accompanied by the commitment that China is making to what is known as the Global South. There, the manufacturers They are dethroning Japan as their priority customerexporting more and more cars that are sold at a more attractive price below the equator line where They already ship more cars than Europe and the United States combined. Photo | Omoda and BYD In Xataka | Japan had dominated total car sales for more than 20 years, until China knocked on the door

which cars can circulate and which rest on June 20

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This Saturday, once again, the limitations of the Hoy No Circula Saturday program are reactivated, a mechanism coordinated by the Environment Secretariat of Mexico City (SEDEMA) to mitigate air pollution rates in the region of the Metropolitan Zone of the Valley of Mexico. For this reason, anyone who intends to use their car this weekend must check the numerical ending of their license plate and the verification sticker before entering the roads. It should be noted that this regulation is not limited only to the 16 districts of CDMX, but directly influences multiple neighboring municipalities belonging to the State of Mexico. The operation is fully 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 Of course, keep in mind that if your route includes passing through any of these towns, the Saturday restrictions will be mandatory. What cars and license plates does Hoy No Circula Saturday affect? The objective of this restrictive scheme is to reduce the number of vehicles in circulation to cut gas emissions, applying a set of particular rules on Saturdays that complement the restrictions that operate from Monday to Friday. These restrictions do not affect all drivers in the same way each week and that is why you must be especially attentive. Likewise, it is essential to remember that the Saturday Hoy No Circula does not last twenty-four hours. Your application period is from 05:00 to 22:00beyond this schedule there are no prohibitions on mobility, unless the environmental authorities activate a contingency or issue an extraordinary ruling that modifies the common regulations. June 20, 2026 corresponds to an “odd week” since we are facing the third Saturday of the month of June. Thus, units that carry hologram 1 and whose license plate ends in an odd number will be prohibited from circulating during the scheduled hours. Vehicles with holograms 0 and 00 retain their exemption to travel freely under the Saturday scheme. On the contrary, units with hologram 2 are completely denied circulation on any Saturday of the month. Of course, these restrictions do not apply to the following exceptions: 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 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 | Jan Baborak In Xataka | The countries that pollute the most in the world, gathered in a detailed graph

The head of CATL explains why it will still take us a while to see them in cars

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We have been hearing the industry buzz for years about solid state batteries. These promise more autonomy, faster charging and greater safety than the current liquid electrolyte ones. However, everything indicates that we still have a long way to go until we see them in commercial vehicles. And the president of CATL, Robin Zeng, has spoken in an interview with the Chinese magazine Caijing, suggesting that they are unviable before 2030, and that when they arrive, they will not be for the average buyer. They are not ready. Zeng explained in the interview that, for the production of these batteries to make industrial sense, the industry needs to manufacture at least one million vehicles with them, and that volume does not seem to be achievable before 2030. In addition, the manager suggests that, if ready, they would first target the premium vehicle segment. Technical problems. According to share At CarNewsChina, CATL’s solid-state technology is currently at level four on a nine-point technology maturity scale. That means it remains confined to laboratories and prototyping phases. As the media reports, the main bottleneck is at the solid-solid interface, since to join the components, hot isostatic pressing is applied at 6,000 atmospheres of pressure. The problem is that materials with different densities misalign under that pressure, creating internal resistance and accelerating cell degradation. Other chemicals. With solid batteries still in the lab, CATL continues to accelerate with conventional liquid electrolyte chemistry. In May, the company reached an installed capacity of 33.08 GWhup from 29.06 GWh in April, according to data from China EV DataTracker. The bulk of this volume is supported by lithium-ferrophosphate (LFP) batteries, which in May represented 23.12 GWh, while ternary lithium batteries added 9.96 GWh. For now, these batteries are what keep the industry going. Cost, another barrier. In previous statements, the company recognized that solid-state sulfur cells cost three to five times more than conventional lithium-ion cells. The development of sulfur electrolyte technology alone requires a cumulative investment estimated at 10 billion yuan (about 1.27 billion euros). There are alternatives that don’t wait. Although pure solid state is far away, some Chinese manufacturers are betting on intermediate architectures. From CarNewsChina stands out the alternative from Dongfeng Motor, which plans to integrate into production during the second half of 2026 an oxide-polymer composition battery with an energy density of 350 Wh/kg and ranges of more than 1,000 kilometers. This hybrid approach reduces the total weight of the battery pack by 30% compared to conventional liquid solutions and improves cold performance by more than 10%, according to the company’s testing at -30 ° C in Mohe, where prototypes maintained more than 74% of their nominal capacity. The aerospace sector already uses them. Outside of the automobile, technology advances faster in niches where cost is not a limiting factor. And just as share CarNewsChina drone manufacturer Ehang completed an unmanned flight across the Qiongzhou Strait using a 480 Wh/kg solid-state lithium-metal battery manufactured by Shenzhen Neox. The Chinese industry does not act alone. In parallel, since January 2024 there has been the China All-Solid-State Battery Collaborative Innovation Platform (CASIP), an alliance promoted by the Chinese government which brings together battery manufacturers such as CATL, BYD, CALB, Gotion or SVOLT, along with both state and private car manufacturers. The stated goal is to develop and produce competitive solid batteries with an established supply chain before 2030. According to counted Nikkei at the time, the State also participates with public funds, which makes clear Beijing’s desire not to lose leadership in this sector. Cover image | Andrew Roberts In Xataka | Spain will have to maintain 1,000 more km of roads in 2027. Problem: a hole of 13,000 million euros without solving

There is more human junk on the Moon than there are cars in a local junkyard. And no one really knows what to do with it.

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There is a lot of talk about space debris in orbitespecially in low Earth orbit. However, debris resulting from human activity in space is not just floating beyond our planet. Some are found abandoned on the surface of planets, satellites or asteroids. The two largest cemeteries in the solar system are the Moon, where more than 70 objects have passed “on to a better life,” or Mars, where there are 17 landers, rovers and some helicopter destroyed or out of service. These space scrapyards will likely increase over the years. There may come a time when it will be necessary to recycle these materials to continue advancing in space. There are already some projects, but also a lot of legislation that can stop them. The largest cemetery in the Solar System. The Moon houses more than 70 space objects that have landed there in 4 different ways: a deliberate impact, an accidental collision, a controlled deorbitation or a soft and safe landing. Logically, this includes only ships or rovers. They do not count, for example golf balls nor the flags. If we count that, the figure would rise a lot. Some examples. In the group of deliberate collisions we find Moon 2a Soviet ship that hit our satellite on September 13, 1959. It had two objectives. On the one hand, demonstrate that you can reach the Moon. On the other hand, analyze its magnetic fields and radiation. He did this just before impact, while displaying a flag of the Soviet Union. Regarding accidental collisions, we have the Surveyor 2from NASA, which on September 23, 1966 lost control after one of its 3 thrusters did not ignite when it should. In the third group is Lunar Orbiter 1. It was sent by NASA to take photographs and search for sites for the Surveyor and Apollo missions. However, on October 29, 1966, after verifying that it was no longer working properly, the project engineers decided to deorbit it and land it on the Moon. For the last group we have many examples; but, speaking of the most pioneering, on February 3, 1966, the Moon 9 of the USSR made the first soft landing in history. And there it remains, like all of them. viking 1 A scrapyard on Mars. There are many fewer objects on Mars than on the Moon, but little by little there will be more. Currently there are landers from missions that have failed, like Mars 2which crashed in 1971, or who after carrying out their mission successfully have remained there to spend their retirement. This is the case of Viking 1whose lander was in operation from 1976 to 1982. There are also rovers in operation, such as Perseveranceor out of order, as Spirit, Opportunity either Zhurong. There are even some helicopters retired from their duties, such as Ingenuity. In the future there may be more of these objects. For example, NASA recently declared the MAVEN probe lost, which after 11 years It has moved to another orbit from which it can no longer be controlled. It is estimated that the Martian atmosphere will slow it down little by little and that it will end up landing on the red planet within 50 to 100 years. Space recycling is the future. Every extra gram brought aboard a spacecraft counts. Although no permanent base has yet been installed on the Moon, much less on Mars, there are already many scientists exploring ways to exploit its resources. and those around them. Thus, so many materials would not have to be carried from Earth. Therefore, it is not unusual that there are also projects in which recycling is explored of the ships of these space cemeteries. There are even plans to take space debris that is still in orbit and take it to the lunar surface to recycle the materials. Be careful with the legislation. The problem is that, perhaps, one country could not recycle the materials of another. For example, Russia (in the absence of the USSR) could recycle the remains of Luna 2, but not those of Surveyor 2. On the contrary, exactly the same thing would happen. This is due to the United Nations treaty which establishes that “the State in whose registry an object launched into outer space is transported shall maintain jurisdiction and control over said object, and over any person found on it, while it is in outer space.” This would leave some countries at a great disadvantage. For example, while China is advancing at a good pace on its path to the Moon, the reality is that it only has 4 spacecraft in the lunar graveyard, compared to the United States’ 8. Perhaps in the future, when the need arises, certain agreements can be reached, but today that is the legislation. We will have to see how it evolves. Images | Magnific/Unsplash | POT In Xataka | Ingenuity helicopter breaks down on Mars after 72 flights. A photo reveals the damage to one of its blades

which cars can circulate and which rest on June 13

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This weekend Hoy No Circula Saturday returns, the strategy through which the Secretariat of the Environment of Mexico City (SEDEMA) restricts the transit of certain vehicles to mitigate pollution in the Valley of Mexico. Given this, drivers who plan to use their cars must verify the last digit of their license plate and the verification badge before setting off. These restrictive measures are not limited only to the 16 districts of CDMX, but also extend to various metropolitan municipalities of the State of Mexico. The regulations operate in the same way 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 Therefore, keep in mind that if your route passes through any of these towns, you will also be subject to the rules of Today No Circula Saturday. Which vehicles and license plates are affected by Hoy No Circula Saturday? The central purpose of this initiative is to reduce the number of cars in operation to reduce emissions levels, incorporating a series of particular guidelines on Saturdays that complement the usual calendar of work days. The restriction does not impact all motorists equally each weekend: the assigned hologram, the numerical ending of the plate and the position of the Saturday (whether it is considered even or odd within the month) define who must remain parked and who enjoys free movement. Yes, the limitations of Today It Doesn’t Circulate Saturday They do not remain in effect throughout the day. The restrictions apply from 05:00 to 22:00, which means that during nighttime and early morning hours the restriction does not apply to cars, as long as the authorities do not activate an environmental contingency phase or other extraordinary measure that imposes additional limits. For the day corresponding to June 13, 2026, the official calendar indicates that we are on the second Saturday of the monthly period, which is classified as an “even week.” Under this scenario, cars that have hologram 1 and whose license plates end in an even digit will be strictly prohibited from moving during the designated operating hours. Of course, those who have a 0 and 00 hologram can circulate freely. On the contrary, the hologram 2 have an absolute restriction and will not be able to circulate on any Saturday of the year. Beyond the scenarios described above, there are the following exceptions: 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 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 | Max Titov In Xataka | The countries that pollute the most in the world, gathered in a detailed graph

which cars can circulate and which rest on June 6

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This weekend the Hoy No Circula Saturday program is launched once again, the strategy through which the Environment Secretariat of Mexico City (SEDEMA) regulates vehicular traffic with the objective of mitigating polluting emissions in the Metropolitan Zone of the Valley of Mexico. Given this, drivers who plan to make trips in their cars must verify the final digit of their license plate and the type of hologram they carry before embarking on the trip. It should be noted that these restrictive measures are not limited exclusively to the 16 territorial demarcations of CDMX, but also extend to various peripheral areas of the State of Mexico. The regulations have legal validity in the following demarcations. 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 Therefore, it must be clear that if your route includes crossing any of these geographical points, you will be subject to the provisions of Today No Circula Saturday. Which vehicles and license plates are affected by Hoy No Circula Saturday? The central purpose of this initiative is to reduce the number of cars on the street to reduce pollution levels. Thus, Saturdays have a series of particular rules that complement the usual calendar. The restriction does not impact all motorists equally each weekend, since the authorization to circulate or the obligation to remain stopped is determined by the assigned hologram, the last numerical digit of the license plate and the position of the Saturday (if it is considered even or odd within the month). It should be noted that the limitations of Hoy No Circula Saturday do not remain in force 24 hours a day. The restriction period strictly includes from 05:00 to 22:00, which means that during nighttime and early morning hours transit is free for any unit, as long as the authorities do not activate an environmental contingency phase or other extraordinary measure that modifies the general conditions. For the day corresponding to June 6, 2026, the official calendar indicates that we are on the first Saturday of the monthly period, classified as an “odd week.” In this case, cars that have hologram 1 and whose license plates end in an odd digit will be strictly prohibited from moving during the designated operating hours. In this case, you must keep it parked at home until the restriction ends at 10:00 p.m. On the contrary, vehicles that have a 0 and 00 hologram can circulate completely freely. Finally, cars carrying hologram 2 have an absolute restriction and will not be able to circulate on any Saturday of the year. Beyond the restrictions described above, the regulations contemplate the following exceptions: 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 Drivers who fail to comply with the Hoy No Circula guidelines can 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 | Sam Kusko In Xataka | The countries that pollute the most in the world, gathered in a detailed graph

“Investing in the development of full electric cars would be an expensive hobby”

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something like It happened to Luca Cordero di Montezemolo It has happened to Stephan Winkelmann, CEO of Lamborghini. He did not want to say but he said when asked about the new Ferrari Luce and all the controversy that has surrounded the Italian company’s first all-electric launch. And Lamborghini, unlike those from Maranello, canceled its all-electric project a long time ago. And both positions have their reason for being. “The right way”. It is the one they have taken at Lamborghini, according to Stephan Winkelmann. Those three words are part of the answers he has given to CNBC in relation to the new Ferrari Luce. Although Winkelmann assures that “each brand, each company has to decide for itself,” he has not hesitated to defend his position. And the head of Lamborghini considers that canceling its first fully electric car has been “the right path.” According to their internal reports, they claim that interest in a completely electric car from Lamborghini had slowed down and that is why they decided to stay with plug-in hybridization. “An expensive hobby”. This is how resounding Winkelmann himself was a few months ago when he confirmed that the project for Lamborghini’s first electric car had been cancelled: Investing heavily in the development of full electric vehicles when the market and customer base are not ready would be an expensive and financially irresponsible hobby towards shareholders, customers and towards our employees and their families. The words were collected by media such as Motorpassion and they emphasize the purchase intentions of Lamborghini customers, who They still prefer the company’s V8 and V12 engines. The company, however, has used its research on the electric car to carry out the Lamborghini Revueltoits first plug-in hybrid. Because?. As we told you during our introduction to the Lamborghini Revueltothe company was always very clear that electricity had to be a means to increase the sensations on board and improve dynamics, not aiming for a more language ecofriendly. This decision, like that of canceling its first electric car, has its own internal logic within a company like Lamborghini, which clearly opts for hypermuscular and hypermasculine cars where sportiness is almost its only reason for being. The only concession they have made is the Lamborghini Urus and its creation falls within the Volkswagen Group’s logic of cost utilization. a lot of sense. If the approach proposed by Lamborghini was that of an electric supercar, the truth is that there does not seem to be a market for this type of car. Mate Rimac, CEO of Rimac and creator of, perhaps, the sportiest electric car in the world, complained that political pressures to jump to electric cars They were precisely slowing down the potential sales of their electric cars. Beyond the fact that the customer may miss the sound of a V12 engine and the feel of a gearbox, the truth is that if the average driver is forced to skip the electric car, driving a combustion supercar will be even more elitist. It is very likely that more electric supercars will arrive but right now the context is against them. The public for this type of car seems to be revolting against the regulations that, supposedly, force them to jump to electric cars. By pure physics, the electric car needs to be much heavier than a combustion car right now. And finally, obviously lacks that sensory part which can only be associated with the sound and smell of a combustion engine. And the Ferrari Luce? It is logical that Lamborghini defends its position and claims that its customers are not looking for an electric car, but the public profile is different between Lamborghini and Ferrari. Or, what is certain, Ferrari is trying to catch a different audience. The Ferrari Luce is not an electric supercar, it is not an aggressive and aerodynamic sculpture on wheels as has been the norm in its history. It is a car designed to send the message that whoever has it is up to date and embraces innovation and groundbreaking products. Since we saw the interior of the car it is something that seems more than evident. The fact that the car was shown in a light blue color and without a trace of moving videos underlines that we are looking at the launch of a car as a fashion accessory for walking comfortably through the center of any city without the discomforts typical of a supercar. Click on the image to go to the original tweet A little pull. Although Stephan Winkelmann says he does not mean to say, the truth is that he says a lot with his response. Despite not wanting to get into controversy, his defense that Lamborghini customers do not opt ​​for this type of car is a way to distinguish the two types of customers. A reaffirmation of Lamborghini’s identity. It adds up Lamborghini’s social media post coinciding with the launch of the Luce, which reads “proud to keep you dreaming” or “proud to keep your dreams” and four attached images of a Lamborghini Revuelto in a tone of blue very similar to that used by Ferrari for the presentation of its Luce. Photos | Lamborghini In Xataka | If the Ferrari Luce breaks with the entire history of Ferrari it is for a very simple reason: new rich

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