Cars

No, China has not turned off the tap on batteries for electric cars. The reality is much more complex

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China is, to the electric car, the child who arrives with the ball after having a snack. He is, in fact, the boy who has the ball, a regulation soccer field at home and lets in whoever he wants when he wants the most. Or that’s what we might think if we take into account its leadership in the supply chain, access to rare earths and battery production. The last step is to maintain greater control over lithium and, in the future, solid-state batteries. But to what extent is it true? The latest. A few days ago, China announced important changes when it comes to its exports. Among them, he confirmed that he was going to monitor the licenses that allow the export of vehicleswhich was understood as a way to prevent manufacturers without experience or infrastructure in the destinations from selling cars that they later cannot service. In the same way, has announced restrictions to the export of rare earths. My colleague Javi Márquez explained that “the country will be able to decide what is exported, to whom and for what purposes, under national security criteria. Applications for military purposes will bein principle, denied, while those related to semiconductors or artificial intelligence will be examined on a case-by-case basis. The last movement is related to the exports of batteries for electric cars and the music points to a similar melody. Starting November 8, licenses will be issued to export lithium batteries and graphite anode material compounds. Once again, it points to issues of national security and response to protectionist policies in USA and Europe. No batteries or equipment. With these new licenses, China will control both the finished product that is intended to be exported abroad and the equipment necessary to produce these compounds outside its borders. In summary, the following is controlled: Lithium batteries, cells and battery packs with a density greater than 300 Wh/kg. The equipment and technology to produce the above items. Iron phosphate and lithium needed to produce cathode materials. Also nickel-cobalt-manganese hydroxide and nickel-cobalt-aluminum hydroxide and lithium-rich manganese-based cathode materials. The equipment to produce all these compounds. Graphite anode materials The equipment necessary to produce them. The reaction? Numerous experts They have emphasized that these new licenses have the true objective of reducing and limiting exports to stop the advance of Chinese competitors in the electric car industry. Investors have understood the same and in Reuters They reflected the consequent fall in the stock market of giant battery producers such as CATL but also of vehicle manufacturers such as BYD. In South China Morning Post They also mentioned China’s intention to maintain its leadership in the electric car market. Putting the magnifying glass. But is it true that China is doing everything it can to torpedo its rivals? According to the International Energy AgencyChina manufactures three out of every four batteries for electric cars. However, the limitation of a density greater than 300 Wh/kg is not coincidental. Walter Zhang, senior analyst at Fastmarkets, points out that batteries for electric cars are really not in danger. “The policy ensures that the export and sales of NCM (230-280 Wh per kg) and LFP (160-210 Wh per kg) batteries for electric car application are not affected,” explains in this article. And he points to another point of view: “the measures may be more aimed at restricting smaller companies from entering into technology exchange agreements with Western partners.” Module and pack production equipment is not under this new regulation either, so It won’t impact that much either. in production abroad. So? If the majority of electric car batteries are not affected, what is the point of these restrictions? Everything indicates that there are two ultimate intentions when it comes to lifting this tighter control over the batteries. The first is to increase control over the export of batteries that can be used in military vehicles. In an increasingly tense international context, the State is guaranteed to have greater knowledge of who wants and can export but also in what quantities and for whom. The second thing is that as investments in research bear fruit, the next step should be the production of denser batteries. Batteries that would store more energy in less space. And there, the solid state batteries they are projecting themselves as the great leap in quality in the electric car market. Solid State Batteries. Solid-state batteries promise to be the definitive big leap for the electric car. With them, the manufacturers claim, an electric car will be able to travel more than 1,000 kilometers between recharges. They are also more powerful, safer and will suffer less degradation caused by charging cycles. Nothing sounds bad except that producing them is, at the moment, extremely expensive. Both companies and Toyota has already been lowering its expectations pointing out that it will be a type of compound that can only be included in vehicles with a very high price range. Again, ahead. And although Toyota says it has made progress in these compounds, Nissan has been researching them for years and Mercedes says it already has one (which obviously cannot scale) it seems that Chinese manufacturers once again have the lead. MG assures be very close to mass producing them. BYD too ensures that it can put them on the market in the short term. And beyond the promises, NIO has demonstrated that its semi-solid state battery (a previous step before reaching these energy accumulators) can travel a thousand kilometers without stopping to recharge. China controls the supply chain of the materials to produce these batteries but also the equipment that can produce these compounds. It seems that the measure is aimed at putting obstacles in the way of mass production of an innovation that can change the automobile market. free way. As we have seen, control over exports opens the door to selling current batteries for electric cars outside the country. It makes sense, now that Chinese companies like CATL have reached agreements with giants like … Read more

There are so many drones in Ukraine that they have become cars. So the army has created a DGT to regulate its traffic

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In a battle where drones are already they don’t need humans to coordinate and attack, and where these combat devices have taken technological warfare to a new crazy phase where they are knocking themselves downsooner or later it had to happen. Drones and Ukrainian airspace are increasingly similar, for better and worse, to cars and roads around the planet. The congested sky. The Ukrainian front has turned into an airspace so saturated with drones that its operators they must negotiate between them to avoid collisions and, above all, interference from their own electronic warfare systems. In an environment where thousands of devices they fly simultaneouslythe pilots establish “flight corridors” temporary, agreed by group messages or by radio, to cross areas under friendly control without being shot down by the signal jammers of their own army. This exchange, at times chaotic and spontaneous, reflects how modern warfare is fought both in the air and on the electromagnetic spectrum, where waves, rather than bullets, determine who sees, who shoots, and who survives. The invisible war. we have told before. The battle for dominance electromagnetic spectrum is already one of the most decisive of the conflict. each side try to saturate or protect the other’s frequencies through jamming systems that can nullify drones, missiles or radars, but also blind their own. Pilots as Dimko Zhluktenkoof the Ukrainian Unmanned Systems Forces, they explain Insiere that his work includes identifying Russian electronic warfare systems to destroy them before they block the signal of his drones. Other operators, however, they must coordinate with several units simultaneously, seeking a balance between protecting their troops and the need to keep flight routes open. In many cases, the commanders who control the jamming systems are at higher hierarchical levels, so units on the ground can barely request changes, with no real ability to turn them off or adjust them according to their missions. The chaos of the sky. The device density in the air has created an environment almost impossible to manage. Commercial drones modifiedappliances FPV explosives, reconnaissance dronesinterceptors and systems electronic warfare They compete for space and signal, in a landscape where distinguishing between friend and enemy is increasingly difficult. Many soldiers shoot or activate their inhibitors at any approaching drone, unable to identify it precisely. The similarity between the Russian and Ukrainian models aggravates the confusion, and sometimes the Ukrainians themselves Allied aircraft are shot down out of fear or uncertainty. In this scenario, the war resembles a gigantic air traffic jam where each operator must warn, coordinate and wait their turn to cross the front without being blocked or destroyed by their own side. Non-stop race. In the background, Ukraine and Russia compete to develop technologies capable of resisting the electromagnetic lock. New models include drones no dependence on GPScontrolled by fiber optic cableequipped with artificial intelligence or capable of changing frequency to escape enemy “noise.” However, these innovations slowly reach the front lines, where they coexist with outdated equipment that requires improvisation and constant communication. Thus, each flight is a negotiation between units, each mission a bet against the chaos of the spectrum, and each Russian advance forces an immediate Ukrainian response. The new frontier. Ultimately, the conflict in Ukraine has turned the sky into a laboratory where 21st century war is redefined. It is no longer just about tanks or missiles, but about waves, signals and microprocessors. The coordination between drones and interference systems reveals both the maturity and fragility of an army that has made ingenuity its main weapon. And it also shows a limit: the more saturated the spectrum, the more likely it will be that the technology will turn against those who use it. In that invisible space, where every interference can decide the fate of a drone or a life, Ukraine is waging a war as modern as it is paradoxical: a war in which communication It is the only way to prevent the defense from becoming its own enemy. Image | TASS In Xataka | If the question is how to end the war in Ukraine, the US has a disturbing solution: threaten Russia with a missile In Xataka | Russia’s technological superiority over Ukraine is growing every day. And all thanks to a friend: China

which cars can circulate and which rest on October 11

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Once again the weekend arrives and with it the restrictive measures that we know so well. The Hoy No Circula Saturday program comes into force again, affecting all those motorists subject to these regulations established by the CDMX Environment Secretariat (SEDEMA) with the purpose of contributing to the improvement of air quality in the capital. The basis of these measures is precisely to reduce the number of vehicles that travel on public roads. This strategy requires certain cars to remain parked at their homes. Such limitations apply to the 16 municipalities of Mexico City and the suburban municipalities of the State of Mexico, which are detailed below: • 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 What cars and license plates does Hoy No Circula Saturday affect? Considering these elements, how can we prevent a penalty for traveling improperly? Without a doubt, the fundamental thing lies in properly understanding the limitations that are established. You can see these limitations in the image that appears above. Each of these days presents a specific characteristic. The regulations are precise, although Saturdays experience minor variations. The reason is that not in all cases it is the owners themselves who must keep their vehicles off the road. Briefly, the following situations may occur on a Saturday. • Vehicles authorized to travel every Saturday • Vehicles forced to remain at rest every Saturday • Vehicles that alternate Saturday rest These limitations, however, are not maintained throughout the day. During night hours they are not considered and, therefore, remain in force from 05:00 to 22:00. This means that during the night we will have the possibility of moving around without restrictions and without worries about sanctions. After clarifying this, what other elements should we consider? The first thing is to understand that the Saturday Hoy No Circula does not always work exactly the same. It is necessary to consult the calendar because Saturdays do not always affect the same cars equally. The final enrollment figure will be the determining factor. Vehicles with hologram 2 are required to remain off the road. On the contrary, cars with hologram 0 and 00 do not require rest at any time. The latter enjoy total freedom of movement because they represent the vehicles with the lowest polluting impact. But what is the situation of hologram 1? On a date like today, October 11, 2025it will be up to vehicles with hologram 1 and registration ending in an even digit to remain in their homes. This is because this Saturday corresponds to the second Saturday of the month of October and, consequently, coincides with an “even week.” Next weekend, the situation will be reversed and the odd ones will have to rest. However, there are certain exemptions that must be considered, since these vehicles will be authorized to travel without limitations: • Those that operate with electricity, natural gas or hybrid technology • Those who have registration for people with disabilities • All those intended for urban transportation services (including funeral services) • Those that provide school or user transportation • Those assigned to public security and/or civil protection If these restrictions are violated, the economic penalty will range between 20 to 30 times the Measurement and Update Unit (UMA), which represents 1,924.40 pesos and up to 2,886.60 pesos. Photo | bardia Hashemirad In Xataka | Pollution is not only making you live less and worse. It’s also making you dumber

The US investigates 2.9 million cars for breaking the rules

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Tesla continues to push for its FSD to reach Europe. At the moment, the company still does not have its semi-autonomous driving system available (requires paying attention while driving) on ​​our continent. In recent months they have intensified their messages but now they have a problem. One that concerns 2.9 million cars. FSD. Full Self Driving. It is Tesla’s most advanced driving assistance system. The company sells this system in the United States that allows you to take your hands off the wheel and let the car take all the reins. The system can even be activated within a town with the car taking various exits or reacting to traffic agents such as pedestrians or improperly parked cars. The system, for now, is still awaiting approval on our continent. The deadlines have been extended but, at the moment, the only cars that allow you to drive without hands on the steering wheel are those equipped with Ford BlueCruise and as long as the route has been previously mapped. Click on the image to go to the original tweet More and more pressure. Since last summer, Tesla has been pushing for the European Union to allow this system to be used on its roads. Last June, Elon Musk asked in X the support of his followers so that the European Union speeds up the processes. And, furthermore, He went so far as to say that the FSD “will save lives”. The tweet was preceded by two other publications aimed in the same direction. From the official Tesla account, the company shared videos showing how its cars equipped with FSD circulated normally through cities like Rome or Paris. In the latter, even entered fully into the chaotic roundabout of the Arc de Triomphe Parisian and behaved completely normally. 2.9 million. With this idea on the table, the NHTSA, in charge of traffic safety in the United States, has opened a preliminary investigation into 2.88 million Tesla cars equipped with its most advanced autonomous driving system, advancing in Reuters. The reason is simple: they violate traffic regulations. In total, NHTSA has been informed of at least 50 violations while the FSD was active. Nearly two dozen warnings have been reported after cars ran a traffic light or stalled after it had already opened. Other warnings reflected that the car did not take cross traffic into account and was rushing to pass an intersection with other vehicles already performing the maneuver. They remember in Ars Technica that these investigations are not unknown to Tesla. In fact, this is already the third time that the NHTSA has opened an investigation related to Tesla’s driving assistance systems. like a human. For better and worse, Tesla cars appear to have been configured to behave like a human. Elon Musk already pointed out that their fleet of cars allows them to collect data in real traffic scenarios much faster than their competitors and this allows them to improve autonomous driving skills much faster. However, it was noted a long time ago that this “more human” and less robotic behavior sometimes passed for violate certain traffic rules. And with the launch of the first robotaxis onto the streets, it was proven that this human behavior, even, could be translated into braking in case you see the police. Clue. The problem for Tesla is that FSD approval is key. First because it has been one of his great promises: buy a car today that, tomorrow, you will be able to drive alone. Promises that, on the other hand, have not been fulfilled. But, also, for Tesla the FSD is really very important. First, because it is a source of income that I hoped to make profitable over the years, either with a significant income at the time of purchase or with recurring payments to activate and deactivate it through updates. And, second, because it would allow regain a leadership position within the industry. Right now, except for the specific case of Ford and the Mercedes level 3 applicable in very specific circumstances, no one can drive without having their hands on the wheel. If Tesla obtained this approval it would turn the system into an added value that could tip the balance in its favor when choosing a new car. Photo | tesla In Xataka | Tesla unlocks one of its most advanced functions in Europe. And incidentally confirms that we will have the least autonomous Teslas of all

Spain wants us to buy electric cars that are manufactured here. And it has just released another 400 million euros for it

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2035. That is the date that Europe has marked on the calendar as the end of the sale of new gasoline and diesel vehicles. Despite the voices against it, the EU believes that removing the combustion cars and reduce emissions of those sold until then is the way to get the decarbonization goals. Spain has to join this initiative and, to do so, it has just added 400 million euros more to the PERTE VEC project. Because the future of mobility seems to be electric… or it won’t be. PERTE VEC. The Strategic Project for the Recovery and Economic Transformation of the Electric and Connected Vehicle, or PERTE VECit is a initiative which was approved in July 2021 with the aim of creating a favorable Spanish ecosystem for the development and manufacturing of electric vehicles. It is a program that foresees a total investment of more than 24,000 million euros with a public contribution of more than 4,000 million and, the rest, private investment. And the objective is that: to help companies see Spain as an interesting ecosystem to carry out the vehicle development and manufacturing process. This includes production, but also innovation and research in components, batteries and other technologies associated with the electric vehicle. 400 million more. With this objective of facilitating the green transition of the automobile fleet, the Ministry of Industry and Tourism just launched the fourth call of the PERTE VEC. In total, 400 million euros more to give value to this production chain, which are divided into: 250 million euros as repayable loans to a fixed interest of 2.8% and a term of 10 years. 150 million euros in direct subsidies. New call. Companies that wish to do so have from October 14, 2025 to October 24 to register. These 400 million are a fraction of the total of PERTE VEC IV, which has a budget of 1,250 million euros that will be released in successive phases. And no, it is not a program like the MOVES III, which directly concerns the consumer: the PERTE VEC is focused on companies. A limitation is that they cannot be public sector companies and must have demonstrated capacity to carry out their projects. Complying with this, the beneficiaries can be all those companies with their own legal personality in our country that carry out activities related to the development of electric vehicles. This implies that they do not have to be the big brands, but also companies that manufacture batteries, electrical components, charging systems or even those that develop software. Chinese brands included. As long as they meet the requirements, Chinese companies can also benefit from this. The Asian giant saw before many others the importance of the transition to electric as a way to support the achievement of decarbonization objectives and, in fact, this European ambition is something that we have been witnesses for months. The objective of measures like this is, precisely, that value chains are established in our territory and that companies are not limited to bring your cars on big ships from china either simply to assemble them in Europebut to make them here. And an example that Chinese companies are welcome was the formal invitation from the Ministry of Industry to the Chery company to present its application to the PERTE VEC. Image | Stellantis In Xataka | The biggest electric car explosion in Europe is called Belgium and there is a good reason: the State pays for the car

The one with autonomous cars

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While in some cities in the United States and China it is no longer so weird to meet Robotaxis without driverin Europe we remain stuck in a tangle of regulations that slow the development of autonomous driving. However, the president of the European Commission, Ursula von der Leyen, has already given the alarmadmitting that “autonomous cars are already a reality in the United States and China. The same should be true here in Europe.” And the strategy in the EU seems to be very in the line that with AI: “Safety First” (first security). The background problem. Europe maintains technological capacity and large manufacturers, but its regulatory fragmentation is leaving it out of play. Each country has its own rules to test and homologate autonomous vehicles, which complicates large -scale deployment. Meanwhile, states such as Arizona or California in the US, and cities like Beijing or Shenzhen in China, They have been testing robotaxis for years in its streets without bureaucratic obstacles. China and the US have the front. In China, more than 60% of cars sold this year include level 2 autonomous driving technology, often standard even in basic models. Companies like Weride, Pony AI or Apollo Go have the support of the Chinese State and They are expanding aggressively. In the United States, Waymo, owned by Alphabet, already has License to test in New Yorkwhile Tesla He already did evidence Also in Austin last June when transporting passengers in their cars. In fact, Musk’s company would give the tycoon A bonus of one billion dollars If, among other objectives, it manages to put a million robotaxis in circulation. Europe tries to react. Volkswagen He has presented his id. Buzz Ad through Moia, its mobility subsidiary, with plans to display autonomous vehicles in Europe and the USA From 2026. Von der Leyen has proposed Create a network of European cities to pilot cars without a driver, with 60 Italian mayors already interested. However, analysts warn that mass adoption will not arrive before 2030-2040. The road is long and the delay, evident. China accelerates. Blocked in the US market for national security reasons, Chinese autonomous driving companies are accelerating their arrival in Europe. Qcraft has announced a headquarters in GermanyMomenta is associated with Uber to test in Munich, and Deeproute.AI negotiates with European and Chinese manufacturers to install a data center on the continent. “Europe is the only market to which they can come,” assures You, founder of the consultant but Auto Insights. This generates alarm among some European competitors, which demands subsidies and greater regulation to level competition. Delay in Europe. The EU has established strict barriers in data protection and artificial intelligencewhich forces other foreign companies to adapt their systems, but does not prevent their entry. Some European executives, such as Alex Kendall from Wayve, They advocate for an open market that accelerates development. Others, such as Jim Hutchinson from Fusion Processing, They ask greater regulatory intervention. There is a substantive issue, and it is the control of the data that are processed in vehicles, very valuable sensitive information for companies that seek to capitalize on it. What is coming. The European Commission works to harmonize regulations to facilitate the evidence and deployment of advanced systems, but for now only countries such as Germany and the United Kingdom They allow tests beyond level 2 basic. Autonomous driving is one of the segments in which a large investment is expected by specialized companies, and everything indicates that Europe will continue to opt for strict regulation. Cover image | Baidu In Xataka | The European Union will impose a new CO2 tax in 2027. And that means one thing: more expensive gasoline

China’s government is discovering that selling cheap cars is not enough in Europe: spare parts will be insured

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China has proposed an objective: to become the New energy cars supplier of the world. HE esteem that the country exported about 4.3 million cars in 2024, of which 1.6 million were electric and almost 750,000 ‘They parked‘In some country in the European Union. Within China’s expansion policies, companies have made the decision of flood Europe with its cars. For this they are associating with already consolidated groups In our territory, but they have also opted for the most direct way: bring your cars directly in large ships and open dealers. It is what is allowing the expansion of brands like byd, Xpeng or Jaeco/omoda (and Those who are coming, like Xiaomi), But there is a problem: spare parts. We already told it a few days ago: the mechanics were Starting to see Chinese cars with good eyes. Even Euro NCAP, the agency responsible for giving a security score to cars in our territory, Consider that they are safer than many other brands. They are not the only ones: the CEO of Riviain has already said that Chinese cars were better And even Jim Farley, CEO of Ford, commented that He didn’t want to get off his Xiaomi Su7. The problem is when something fails And it’s time to ask for the replacement piece: you have to wait because you have to ask and, sometimes, that piece is easy for you to come … from China. Now it is the Chinese government itself who wants to settle that problem with a goal in mind: take care of the client. And for this they will regulate sales abroad through the ‘export licenses’. Export licenses, China’s weapon to improve the image of their cars In September 2012, China implemented a regulation called ‘Shang Chan Fa N318’ regulations. With it, a series of qualification requirements for national manufacturers were established that requested both cars and motorcycles. It was something that applied to both hybrid and combustion vehicles, but the electric were exempt. If companies could export everything they wanted without any regulation, Isn’t that good for expansion? Yes … and no. On the one hand, the aforementioned expansion is achieved, but irregularities could also be committed, a poor after -sales service and an absence of official guarantee were offered. Basically, “anyone” could bring the car, sell it and disregard. And there is the negative part, since if a user buys a car, fails or does not update and does not have any attention after the sale, that experience will not only do not return to Buy a Chinese carbut recommends not doing it. With the new export license that It will be implemented As of January 1, 2026 for cars that leave China, the government seeks to combat all that. And be careful, not only to Chinese manufacturers, but to companies that manufacture in China, regardless of its origin. In fact, four ministries are those who have jointly announced the measure (trade, industry and information technology, customs administration and the state administration for market regulation) and what companies that manufacture in China will have to do in China and want to sell their vehicles in other countries It will be to request a license that will be renewed annually.

China is building more electric cars than you can sell and that announces something dramatic: a manufacturers bleeding

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For years, China has cooked its assault on the electric car. As in other sectors, the country has put a cooked pot and has been done with all the ingredients. Little by little, it has been heating the water, browning the sauce and, with everything ready, the fire has risen. The time has come to get the dishes. And it doesn’t matter if someone stays along the way. A huge market. China is the largest electric car market. Not only that, by volume, it is the country in which more cars are bought if we add all kinds of technologies. His market is gigantic. To the point that In it, 23.5 million cars were sold In 2024. To get an idea, in the United States 16 million cars were sold and around 12 million cars. Why does an electric car have less autonomy than the announcing According to data from Carnewschinasales were slightly lower (22.9 million) but the International Energy Agency (IEA, for its acronym in English) and the specialized medium in the Chinese market agree that the barrier of more than 11 million vehicles of new energy sold (category in which plug -in and electric hybrids are included) was broken). Over low heat. Until last year, European manufacturers had been leaders in the Chinese market. Little by little, local manufacturers have gained ground … until Byd rolled Volkswagen. Among new energy vehicles, more than 60% of sales They are electric cars. And there, Chinese manufacturers have passed over Westerners. They have achieved it with a determined policy. European manufacturers were offered land and labor at balance prices. Of course, they had to associate with local manufacturers. These manufacturers have learned from the West and, in addition, They have received subsidies from the Chinese governmenteither with the creation of state companies (or partial participation in them), almost free land and facilities and soft loans. And, at the same time, the State has been taking strategic positions. China controls the supply chain of semiconductors But also the production of Rare earth and of batteries. All this has caused that the cost of producing in China for the Chinese market is much cheaper for its local producers, which has resulted in a better product at a better price than foreign competitors. Fearless. Once the State has been done with the ingredients and has put the cooker, it has not been afraid to climb the fire with the intention that their marks will eat the western ones in the country. The purchase subsidies have been focused on maintaining a constant sales yield of electric cars and new energy, where China has managed to get ahead. At the same time, a wave of nationalism well aimed from the State (for the interests of its manufacturers) has moved the purchase interests of consumers. They already see Western brands as a thing of the past. Companies that previously positioned themselves as a luxury product today are obsolete in a market that bets on a type of car without barriers. A car that is the object of mobility but is also karaoke or interactive center where to take a while surrounded by screens. Overcapacy. Or overproduction, so that we all understand each other. According to data from the Chinese Association of Automobile Manufacturers, In 2024 there were 31,282 million vehicles and 31,436 million were sold. Keep in mind that much of that production, obviously, was sent outside the borders. In fact, already in 2023 The country beat Japan as the largest car exporter in the world. The problem is that the formula has begun to give symptoms of exhaustion in this 2025. O, as little, of a certain stagnation. Last August, Byd confirmed that he had to redirect your sales prospects. The company I planned to produce 5.5 million of vehicles but its new objective is on the border of the 5 million. With 80% of its sales in China, which by the brake begins to give an idea of ​​the difficulty finding the market to absorb all the cars that are producing. An unexpected war. That difficulty in putting cars in the market has been the manufacturer himself in his meats. They explain in Reuters That in the Chinese city of Chengdu it is easy to find cars with discounts of 50%. Some of them, the Audi that are manufactured in collaboration with FAW, are sold with up to 60% discount. That war is dilapidating the margin of benefits of brands such as byd that have more muscle than rivals to lower prices and reduce stock. Because that is another of the obvious symptoms that point to a slowdown in the Chinese market. A few months ago, The concessionaires themselves asked that manufacturers stop sending cars because they were having problems selling them despite the attractive discount. In fact, The State itself has brought together manufacturers To deal with the topic of kilometers 0, which add up as a sale but then are forgotten in stores in the absence of a buyer. A private market. When China lived its previous price war, we already commented that it was a fire test for some companies. The problem of this wild competition is that manufacturers enter a downward price wheel where cars are ended up without taking out enough benefit to it. So, Tesla and Byd They were the ones that had the entire muscle to destroy the rivals. But, in addition, two peculiarities in the Chinese market must be taken into account. The first is that the launch rhythm is very high. That makes the companies themselves leave the cars they have launched just a few months or a year ago with their own innovations. This is the case of byd And the announcement that His eye of God would reach all his cars From now on. The client observes that the models and prices are renewed with each launch. Conclusion: delays the purchase, the stock accumulates and the cars are outdated. But, in addition, manufacturers … Read more

With Waymo’s self -employed cars we are arriving at a legal absurdity: driverless infractions

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San Bruno police, a Californian city, He stopped a Waymo Robotaxi after making a prohibited turn at a traffic lightbut he had to let him go without sanction: the Californian law does not contemplate fine vehicles without driver. Why is it important. This episode has revealed a legal vacuum that may seem anecdotal now – a simple illegal turn – but that raises a much more serious issue: who responds to a deadly accident caused by an autonomous car? The context. California allows the circulation of autonomous vehicles for years, but its traffic code has not been updated so fast. Circulation fines require identifying a responsible driver. If there is no driver, there is no possible sanction. The agents contacted Alphabet, the Waymo matrix, but could not issue any citation. “Our fine forms do not have a” robot ‘box “, the police department has recognized in Your Facebook profile. He has said that he is “preparing legislation that will allow agents to issue notices to the company.” It is expected that Between in force in July 2026. Between the lines. The problem is not technical but political and judicial. Technology companies have deployed their robotaxis fleets faster than legislators have been able to adapt the laws. And that gap not only generates absurd situations such as this, but it leaves citizens unprotected against serious accidents. The big question. If a waymo mortally runs over a pedestrian, who is going to trial? The algorithm? The engineer who scheduled it? The CEO of the company? For now, nobody has an answer. However, we must distinguish between criminal responsibility – who goes to jail – and civil liability: In the event of a deadly outrage, the victim’s family would not face a no legal exit. His demand would have a perfectly identified recipient: the company, Waymo, as the final head of the vehicle. The objective in that trial would not be a prison sentence, but a millionaire compensation for the damages caused, based on established concepts such as the responsibility for defective product or business negligence. The real vacuum is not if someone would pay for the damage, but how to adapt a criminal code designed for humans to the autonomous decisions of a machine. In perspective. This legal vacuum is not exclusive to California. As autonomous vehicles extend around the world, the legal systems of dozens of countries will have to solve the same dilemma: how to sanction machines that cannot declare, cannot be imprisoned and technically have no will. Outstanding image | San Bruno Police Department In Xataka | I have tried a totally autonomous taxi. This is traveling without driver

The entire planet looks intrigued at the cars factories of China and Morocco. Meanwhile, another power grows in the shadow: Türkiye

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The European Union has more than A year applying the “compensatory rights” to the Chinese electric vehicles. This rate really applies to all manufacturers they produce in China and then bring their cars to European soil. The goal? That companies manufacture in Europe. But if all eyes point to China, other countries make their way. Morocco is not the only one that is consolidating as the springboard Star to Europe: Türkiye is asking for a step. And it is not something that are taking advantage of Chinese brands: also European. Trampolines. The Chinese automotive industry has a simple objective: to conquer the world with its electric cars. Companies have experience, technology, ships to transport thousands of cars of a tacada and are leaders in the manufacture of the most important: The batteries. China has launched some strategies to meet that plan, such as expand its factories in Europe, associate with European companies and create Kits that are manufactured in ChinaThey are transported disassembled and remembered in the final car on European soil. But, they are also taking advantage of “empty” in those compensatory rights. The combustion car is its ‘Trojan horse’but also countries like Morocco and Türkiye. In both, the labor is cheaper than in Europe and most importantly: they have commercial treaties with the EU, which allows those ‘tariffs’ to skip. Touchstone. It is calculated that The investment in Morocco is about 10,000 million dollarsa figure that contemplates not only manufacturing, but also the exploitation of key minerals for battery production. Morocco has huge deposits and China does not want to miss another portion of a chain that dominates with iron fist. In the case of Türkiye, there are examples like Chery investing $ 1,000 million for a plant in Samsun that will have a production capacity of 200,000 electric and hybrid vehicles every year. SWM Motors too will open A plant in Eskisehir to create hybrids and gasoline, and Byd will have one of its biggest factories In the West in Manisa. Besides, Not only will they be dedicated to manufacturing: In the case of Byd we also talk about an R&D center. Not only China. But it’s not just that China looks at Türkiye: Europe does not lose sight of them either. Brands like Renault and some from Stellantis produce There models for both the local market and Europe (The new Clio, for example). Moreover, the European Union, through funds such as Horizon Europe, intended 1,000 million euros in the 2021-2027 framework for the development of the automotive sector in Türkiye, especially for electric mobility, the development of load infrastructure and initiatives such as the manufacturing and recycling of batteries. Win-Win. Obviously, the situation is beneficial for all parties. On the one hand, China wins a springboard to European soil and the possibility of introducing their cars at very attractive prices in a local market that is upwards. The estimate is that Türkiye is the Major Market Fourth of electric cars for sales in Europe during the first half of 2025, only behind Germany, the United Kingdom and France. This is something favored by the State thanks to reductions and a series of advantageous tax conditions and tax exemptions if an electric car is purchased. And Türkiye, with that money, promotes the transformation of the sector with new R&D centers and strategic agreements with Europe to further reinforce its position. Toggg. And eye, Türkiye, Following The example of Europe put an aggressive tariff on Chinese electric cars, but with a condition: if manufacturers began to invest in local production facilities, they would be exempt from that import tax. But in all this there is an asterisk: Chinese companies, with their high capitalization and strong technology, can offer advanced vehicles at very competitive prices that overwhelm local producers like Toggg. There are already those who points That this competition, instead of healthy, could suppress the growth of the local ecosystem, being a danger if, at some point, Chinese companies decide to leave the market. And the United States? Apart from this issue, it is evident that the country is playing its letters well as the “bridge” between the East and West is, also in terms of critical raw materials to create batteries –part of the rare earth that China controls-. And, if you are wondering what happens to American companies, the truth is that their giants are not investing directly in Türkiye, but they are doing it through the calls Joint Ventures. They do not want to make too much outside the United States (something that recent tariff Otosan to create cars on Turkish soil and sell them both in that market and in the Middle East. In the end, as they say, a scrambled river, fishermen’s gain. And everything indicates that Morocco and Türkiye are those fishermen. In Xataka | Family and friends keep asking me if “it is worth buying a Chinese car.” This is my answer

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