cheap

lots of energy and very cheap

by

It seemed like the United States had the upper hand in the AI ​​race. Having the most advanced chips is undoubtedly an important asset, but there is something even more critical: having energy to power those chips. And if anyone has energy, it’s China. master move. The control that the US exercises over NVIDIA and other advanced semiconductor manufacturers seemed to make this power a great candidate to win the AI ​​race. However, in this game of geopolitical chess, China has moved a piece that challenges that reality. The Asian giant’s strategic advantage is not in the chips, but in something more fundamental and massive: a colossal and enviable energy supply. Lots of energy and very cheap. Between 2010 and 2024, China increased its energy production more than the rest of the world combined. Last year alone it generated more than twice as much electricity as the United States, which is saying something. That difference has made OpenAI I already spoke of the “electron gap” (electron gap), and that translates into a brutal cost advantage for data centers: while an operator in Virginia pays between 7 and 9 cents per kW/h, their Chinese counterparts pay 3 cents. The long term works. China has shown that Your long-term strategy continues to bear fruit. In this case, this energy advantage is not an accident either, but rather the result of state planning that crystallized in the plan of 2021 known as “Data from the East, Calculation from the West”. What they did was take advantage of the vast energy resources of the country’s interior, especially in regions like Lower Mongolia, to power data centers that serve demand in the more populated eastern part of the country. What were once just steppes are now in many cases infinite wind farms and transmission lines that supply energy to more than 100 data centers in operation or under development. Power makes up for lack of advanced chips. For Chinese companies, access to cheap energy is especially important. In fact, since you cannot match the performance of advanced chips like the H100 with your own chips, what you do is group thousands of your own less advanced chips, taking advantage of the fact that what is “left over” is energy. We have the perfect example in Huawei’s CloudMatrix 384 cluster that makes use of your Ascend chips. It consumes four times more energy, and although that would be an unsustainable waste for the US, for China it is a viable way to compete. Satya Nadella already warned of the problem. China continues to invest in expanding its network and that electron gap can widen. Morgan Stanely predicts that around 560 billion will be spent until 2030, and Goldman Sachs affirms that in 2030 China will have 400 GW capacitytriple what global data centers will need. The room for maneuver to continue expanding that facet without problems. Meanwhile, some executives like Microsoft’s Satya Nadella already warned weeks ago that it doesn’t matter if the US has the most advanced components when there is no power for so many chips. Time is in China’s favor. The contrast between both powers is clear. The US has the technology, but its energy expansion is hampered by bureaucracy and insufficient energy transmission capacity. This has precisely made AI companies look for chestnuts with solutions like SMRbut time is on China’s side because they continue to work tirelessly on the development of its own advanced chips of AI and manufacturing technologies latest generation. The longer that race lasts, the more opportunities there will be for the Asian giant to close the component gap. Image | Antonio Garcia In Xataka | In the midst of a trade war, there is a battle that China has already won: that the world depends on its new energy

make Apple’s memory configurations look cheap

by

For years, criticizing Apple’s pricing policy has been a more than justified constant: we have seen how the company charged $100 per a leap in capacity that it cost them ten, or asked astronomical figures such as 690 euros for a 2 TB SSD which in the market cost 100. However, the current memory crisis has turned the tables: the shortage is so serious and the inflation so aggressive that Apple’s rates are beginning to seem even “economical” compared to the competition. Context. As we have been telling in Xataka, the memory industry is facing a critical scenario. The AI ​​fever has caused chipmakers such as Samsung and SK Hynix to prioritize the production of HBM memory for servers and AI GPUs, leaving aside the consumer market. The result is a supply deficit that has skyrocketed prices by up to 300% for some components, forcing manufacturers like Xiaomi to warn that our next mobile will be more expensive. Others like Micron have not brought good news either: in fact, the manufacturer closes its Crucial consumer division to focus on the lucrative data sector. Dell and Lenovo raise prices, Apple freezes. The first chip to fall has been Dell. According to industry reportsthe company plans a price increase of 15-20% this month, while Lenovo has begun to warn its customers of imminent increases for early 2026 precisely due to the DRAM shortage. But the most striking thing is not the general increase, but the cost of the expansions. Dell is currently charging a surcharge of $550 for going from 16 to 32 GB of RAM in some of its XPS laptops, a figure that easily exceeds the $400 that Apple asks for the same jump in its MacBook Air. Bounce effect and an exception. The current situation has led to paradoxes never seen before: the traditionally expensive Apple maintains its prices stable (for the moment and thanks to already high margins), while the PC world suffers from market volatility. The Framework Modular Laptop Manufacturer He took the opportunity to point out the play: denounces that Dell’s prices are “abusive” and highlights that they charge 85% less for the same memory upgrade. However, even they warn that their cheap inventory will run out sooner rather than later. A future of pressured margins. Although Lenovo is well positioned to weather the storm thanks to its scale, financial analysts They warn that the rise in memory prices threatens their margins and end-user demand for the next 12-18 months. With Samsung and SK Hynix refusing to increase production To avoid a new bubble, it seems that the industry has entered a phase where paying premiums for RAM will be the new normal. This makes Apple’s historical “dunks” seem, ironically, like a refuge for its stability. Cover image | Composition with images of Applesfera and Andrey Matveev for Unsplash In Xataka | We have been assembling computers in the same way for many years. The RAM memories of the future promise to change that and more speed

Putting four chickens in the yard seemed like a good idea to have cheap eggs. Bird flu just changed the rules of the game

by

From November 13, 2025, there is no poultry farm in the country that can be outdoors. With mass confinement, the Government wants to contain the spread of the H5N1 bird flu. And it makes sense: so far this season, 14 outbreaks have already been recorded in poultry, several in captive birds and dozens in wild birds. The problem is everything that falls under the radar. “What do I do with my chickens?” In Spain, at least from 2024, all chickens must be registered. And yes, that includes ‘self-consumption’ chickens; some animals that, according to the data, they represent only 0.77% of the census (but all experts know there are many more). A report from El País from the spring of this year confirmed that “the figures do not reflect reality and that a large part of self-consumers have birds (especially the ISA Brown species) without census.” This has meant that in a context in which self-consumption does not have inspections (and lives unaware of animal health regulation), the doubts and risks have grown exponentially. As Cristina García Casado explained in InfoLibrethe question most frequently asked by veterinarians across the country is “what do I do with my chickens?” And the answer is very simple: confine them. Because the regulations do not understand sizes: a backyard chicken infected by contact with a wild bird can be just as big a problem as any other type of chicken. Or maybe more. After all, the European authorities they continue to qualify the risk to the general population as low; but they raise it to low-moderate for people in direct contact with infected birds or contaminated environments. Having unmonitored poultry increases the risk to the “civilian” population and if we are realistic we will recognize that they cannot be monitored. The problem has names and surnames: at least when it comes to the flu, all those domestic pens have the same sanitary requirements, but much less infrastructure. The ‘boom’ of homemade eggs. We must remember that this does not happen in a vacuum. The truth is that in recent years we have lived a real ‘boom’ in self-consumption chickens. It is the confluence of the “happy chickens” movements with the response of many citizens to a price that does nothing but go up. According to the National Institute of Statistics, have gone up 15.9% so far this year and, according to the OCUthe growth has been 105% compared to 2021. And, be careful, we are not talking about a luxury product. We are talking about what may be one of the proteins cheaper and more accessible of the world. Faced with this ‘ovoflation’, the accounts are clear: “a hen costs about nine euros, it is easy to raise and maintain with fruit, vegetables and feed, and it lays an egg every 25 hours.” How can there not be a problem? What to do if I have a chicken coop for self-consumption? If we are in that situation (or are thinking about setting up our own domestic corral) there are some things to keep in mind: Whether larger or smaller, the corral must be registered in the REGA (General Registry of Livestock Operations). Implement confinement and biosecurity measures: separate chickens from any contact with wild birds; control inputs and outputs; record all changes in a log book. Improve cleaning conditions, more frequent bed renewal and tightening daily management protocols. Introduce wellness programs to contain the problems associated with a sedentary lifestyle. But, above all, be extremely vigilant. There are many warning signs (apathy, drop in production, high mortality or flu symptoms). Therefore, it is best to be alert. Anything can happen. Image | Finn Mund In Xataka | H5N1 bird flu unleashes a massacre in Antarctica: half of the female seals have already disappeared

If you want to buy a very cheap bicycle, it’s easy: go to Portugal

by

Spain and Portugal share just over 1,200 kilometers of border, an extensive permeable ‘strip’, full of history, economy and coexistence which in 2023 the bicycle sector began to view with some suspicion from this side of the peninsula. The Association of Brands and Bicycles of Spain warned about this three years ago (AMBE) in a statement resounding statement in which he stated that this proximity and extensive border could become a poisoned gift overnight. The reason: around that time Portugal gave a severe snip the VAT that applies to their bikes. From taxing them at 23%, they went on to apply 6%. The problem is that in Spain (and despite the requests of the sector) the same merchandise bears a VAT of 21%. The other ‘cycle tourism’. The controversy It’s not exactly newbut The Confidential has shaken it again with an interesting article in which he warns of an apparently increasing phenomenon: Spanish cyclists who suddenly decide to take the car, travel dozens or hundreds of kilometers until crossing the border and, once in Portugal, buy a good bicycle. The reason? The savings. Yes, they spend money on fuel and invest hours behind the wheel, but the tax differences on both sides of the border make all of that compensate. After all, in Spanish stores they pay a VAT of 21%, while in those in Portugal that rate is three times less: 6%. And that difference is more than considerable when we talk about models that cost hundreds or even several thousand euros. @kom_rivas How to buy Van Rysel at Decathlon Portugal and save 15% 🚴🏻‍♂️ John Ravine 🎥 Rodi #cycling #cycling #cyclingvideos ♬ original suono – UMC “I have saved 500 euros”. The Confidential echoes several testimonies of two-wheel lovers. And they all point in the same direction: depending on where you live, traveling to Portugal may take more or less time, but it is worth it. “I got up at 4:30 in the morning. I drove five hours and crossed the border to buy a bicycle in Portugal. I spent 70 euros on gasoline, but I saved 500 euros on the bike,” says one. Another fan, an 18-year-old Spaniard who trains at a cycling school, explains how he “tied” his father to cross the border just to get an RCR Pro, a road bike. “We saved almost a thousand euros,” he boasts on TikTok. On the table from 2022. A quick Google search shows that these are not isolated cases. In forums, specialized blogs and social networks there is a good handful of references to the topic: cyclists interested in knowing whether or not it really pays to buy a bicycle in Portugal or what directly counts what has been saved there thanks to the VAT difference between both countries. Not all are new comments. Some date back to the end of 2022, just when AMBE raised his voice and warned the Government of the risks of not following in Portugal’s footsteps: “We put the future of thousands of jobs, stores, brands and Spanish producers at risk,” emphasized. In his day Brussels decided give green light to countries that want to apply a reduced VAT in the sector, a measure that a priori had the endorsement of the PSOE, but which has not caught on in Spain. Is it that common? Good question. Difficult answer. If we search on TikTok we find videos which confirm that the ‘trick’ of buying bikes in Portugal to benefit from its taxation is well known among fans. However, a more diffuse message comes from the sector. In fact, there are those who say that today it is something anecdotal, although things can change in a short time. “We receive messages from cyclists who are going to Portugal to buy a bicycle, but the risk is that this will get worse and affect the industry,” they point out from AMBE. Stock earrings. There would be several factors at play. Not all brands are the same, but if there is something that the sector is waiting for, it is how the market will respond when the stock accumulated after the pandemic is released, when there were a spike in sales (2020 and 2021) that deflated during the following years. To dispose of this post-pandemic surplus, businesses in Spain have not hesitated to resort to discounts, a practice that has softened the blow of the VAT reduction in Portugal. At the end of the day, buying there involves the cost of travel, which is higher the more kilometers the buyer must travel. In the union there are those who believe that as this stock adjusts the shadow of the VAT to 21% will weigh more on sales. In your opinion we will begin to notice it in 2026. The example of Portugal. Portugal has not only managed to stand out at the community level for your VAT reduction to bicycles, which went from 23 to 6% years ago. It also stands out for its producing muscle. It shows it clearly Eurostat. Its latest available data dates from 2023, but does not leave room for many doubts: of the 9.7 million bicycles manufactured in the European Union in 2023, Portugal contributed 1.8 million. In second place is Romania (1.5 million), followed by Italy (1.2) and Poland (800,000). Spain occupies seventh place. In Spain the group has asked from the beginning the reduction of VAT on bicycles, a claim in which he is not alone. A recent report The Institute of Economics of Barcelona points out among its proposals to achieve more sustainable mobility, reducing VAT on the purchase, rental and repair of bicycles, as well as a 50% deduction for businessmen and professionals who integrate them. In April AMBE published a balance which shows that in 2024 the industry recorded a drop in turnover of 6.5%, which distances it from the data it reached in 2021. Images | Martin Magnemyr (Unsplash), Eurostat and AMBE In Xataka | Portugal’s radical proposal to stop touristification: an underwater … Read more

make your energy incredibly cheap

by

At dawn, in the Alxa Desert, in the Chinese region of Inner Mongolia, a huge white structure began to rise above the horizon. It was not a balloon or a meteorological experiment: it was a 5,000 square meter kite, designed to generate electricity hundreds of meters high. No blades. Last Wednesday, the test of what is the first Chinese national project dedicated to developing high-altitude wind energy took place. The kite, developed by China Energy Engineering Corporationwas raised with helium balloons to a height of about 300 meters before being successfully deployed. In addition to the gigantic main model, two additional 1,200 m² kites were tested. According to Global Timesthe test consisted of fully deploying and retracting the kites, an essential step to validate their operation in real conditions. During the test, engineers measured the tension of the system and the aerodynamic behavior of the fabric to collect data that will be used to fine-tune the final design. Cao Lun, head of the national high-altitude wind power project, told Xinhua —cited by SCMP— that the test campaign will allow “the kite to be optimized and the foundations to be deployed to deploy the complete system and define its standards.” A new energy frontier. Studies from the Carnegie Institution for Science They estimate that high altitude winds They contain enough energy to supply global demand more than 100 times. The reason is simple: in the upper layers of the atmosphere the winds are faster, more constant and more energetically dense. Added to this is another decisive argument. According to CCTVkite systems can reduce land use by 95%, save 90% of the steel needed in a conventional wind farm and reduce the final cost per kilowatt-hour by around 30%. The potential is such that a single 10-megawatt system could power more than 10,000 homes a year, without towers weighing hundreds of tons or extensive foundations. How do these kites work? The technology tested belongs to the category of terrestrial systems: the kite does not carry a generator in the air, but rather transmits its traction through a cable that moves a generator located on dry land. The process follows a mechanism of “shoot and collect”: Helium balloons raise the kite to operating height. The aerodynamic fabric unfolds and captures powerful winds. The traction tightens the cable and rotates the generator. To retract it, the kite adopts a posture of minimum resistance, reducing energy expenditure to a minimum. The cycle repeats itself. Someone came forward: Ireland. This time it was not China, as so many other times, but Ireland. The Dutch company Kitepower tested 60 m² kites capable of rising up to 425 meters, generating electricity through a figure-eight flight pattern—similar to kitesurfing—that maximizes traction. Each kite can produce up to 30 kW per hour. However, the differences are notable because European kites are much smaller than Chinese ones, European systems stand out because they can be deployed without civil works. Furthermore, the European objective is to take these kites to islands and remote communities that today depend on diesel. On the other hand, the Asian giant seeks to feed entire cities from the heights. Is the future of energy in the sky? If these giant kites manage to take off not only in tests, but in real production, we could be facing a new way of generating renewable energy: light, cheap, scalable and capable of using an almost infinite resource. Perhaps, soon, wind farms will not be measured by the height of their towers, but by the size of the kites that fly through the sky. Image | XinhuaNews Xataka | The immediate future of Airbus involved the green hydrogen aircraft. It’s not so safe anymore

China is quietly winning the AI ​​race thanks to something very simple: cheap energy

by

“China is going to win the artificial intelligence race,” warned Jensen Huang, CEO of Nvidia. Many thought he was exaggerating, interested in fueling demand for his chips. But, as analyst June Yoon explained in her column for the Financial TimesHuang’s argument contains an uncomfortable truth: the availability of electricity—not chips—is becoming the critical factor for the development of AI. A model like GPT-4 can consume more than 460,000 megawatt-hours per year, the equivalent of the energy consumption of 35,000 American homes, according to a study. The world’s data centers—already colossal—could double their electricity consumption before 2030. And that changes the rules of the game. When there are plenty of chips, but there are no plugs. The race for AI It started with a GPU fever. Big tech companies rushed to buy every Nvidia chip available, but they soon discovered something more worrying: there weren’t enough sockets to connect them. Satya Nadella himself, CEO of Microsoft, he said it bluntly: “The biggest problem we have now is not excess chips, but energy.” Electricity demand has skyrocketed so much that Google, Microsoft and Amazon are already contemplating build nuclear reactors to keep your servers on. The paradox sums up the moment well: the digital leadership of the West encounters a physical limit, that of cheap energy. Energy as a new geopolitics. Analyst June Yoon throw a question that reorders the technological map: what if the AI ​​race had nothing to do with chips, but with electricity? If the last century was defined by oil, this one will be defined by the current China no longer lives off oil: generates it. It has gone from being a petrostate dependent on crude oil to becoming the first electrostate on the planet. More than one quarter of your electricity It comes from renewable sources and its network is growing at a speed that no other country can match. Now that energy sovereignty fuels a new front: artificial intelligence. How did you find the formula? Since September, the Chinese Government Subsidizes up to 50% of energy costs of data centers that use national chips. The inland provinces—Guizhou, Gansu, Inner Mongolia—have become “electric hearts” of Chinese AI: there energy is abundant and cheapand local governments offer historically low rates of just 0.4 yuan per kilowatt-hour. The measure has a dual purpose: Compensate for the lower efficiency of domestic chips compared to Nvidia’s. Promote technological independence in the midst of a trade war. As Bloomberg has detailedthese regions are connected by ultra-high voltage (UHV) lines that transport renewable energy from the interior to the coastal areas where big technology companies, such as Alibaba, Tencent and ByteDance, are concentrated. The goal is clear: ensure abundant, low-cost energy for AI training clusters. According to Rystad Energythe electricity consumption of data centers could more than double before 2030, reaching 1,800 terawatt-hours in 2040. Beijing is preparing to absorb it. The result is a planned, centralized energy ecosystem designed to scale AI. An example is the Talatan Solar Parkwhich extends like a sea of ​​metal mirrors: more than 600 square kilometers of panels that are combined with wind and hydroelectric parks. From there, the power travels along high-voltage lines to data centers on the coast. It is a postcard of the new Chinese power: sun, wind and silicon. China’s electrical advantage. The strategy is also working in the markets. According to Bloombergshares of Chinese power companies have risen up to 40% in a week, driven by demand for AI data centers. UBS forecasts that electricity demand in China will grow 8% annually until 2028. Meanwhile, in Washington, the Trump administration has launched an AI Action Plan to accelerate the construction of data centers and remove obstacles to energy projects. But, as FT analysts point outchip improvements are stuck in single digits, while Chinese renewable energy grows by double digits every year. The power is in the socket. In the race for artificial intelligence, chips are the brain. But the heart beats with electricity. The United States retains leadership and has the best semiconductors (for now); China, the network that keeps them on. As June Yoon wroteall the technological superpowers in history—from coal England to oil America—were built on a source of cheap energy. Today, artificial intelligence needs electricity as it once needed steam. And on that new board, China seems to have found the key: plug in the future before anyone else. Image | Pixabay and Hanwha Xataka | SoftBank abandons the king of chips in its prime. And he bets everything on OpenAI

The Star Destroyer is the terror of Star Wars. But as one fan has calculated, building it in real life wouldn’t be cheap.

by

‘Star Wars’ is full of iconic ships. From the Millennium Falcon and its Kessel Corridor in just 12 parsecs to silhouettes identifiable at a glance such as the X-Wing or the TIE Fighter. We associate ‘Star Wars‘ with frenetic combats in space, but we also have iconic mastodons, authentic galactic monsters like the unmistakable Imperial Star Destroyer. Well: now we not only know how much it impresses us, but also how much it would cost us. What is a Star Destroyer. This 1.6 kilometer long, wedge-shaped beauty exhibits measurements and characteristics that make it a mini space station of considerable power. Let’s see: Approximate mass: 40 million metric tons Engines: Three KDY Destroyer-I ion engines and Cygnus Spaceworks Gemnon-4 units Maximum speed in atmosphere: 975 km/h Hyperlight Capability: Yes, with a class 2 impeller Heavy and medium turbolasers located in batteries throughout the ship Ion cannons to disable enemy systems 30 torpedo launchers or missile slots Ability to deploy 72 TIE fighters, as well as AT-AT and AT-ST ground vehicles Estimated total crew: between 37,000 and 60,000 people It functions as a small floating city, with areas for operations, daily life, maintenance and storage So the money what. Although less monumental than the Death Star, Star Destroyers require immense resources to construct. Estimates based on scientific analysis and data from the saga and collected on the website Gamestar They suggest that building, maintaining, and even disposing of when the time comes for a single Star Destroyer could cost a fortune. Used as a basis for comparison the price it costs to build a real aircraft carrier: between 13,000 and 17,000 million dollars each. And that’s just the beginning. We’re not just talking about construction itself. Resources and construction time skyrocket when considering mass production, as the Empire deploys dozens of destroyers to maintain its dominance. In addition, training and supplying personnel generate recurring costs. And maintenance, of course: refueling, repairing war damage, technological updates and replacing parts, which requires the construction of strategic space bases. We are going in parts, breaking down this authentic black hole of pasta. The initial transport. Transporting 40 million tons of construction material to space is logistically complex and expensive. With an extremely optimistic price of 10,000 euros per ton, the initial cost would be around 400 billion euros. In the long term, the cost could be reduced to about 200 euros per kilo, equivalent to about 8 billion euros. If we talk about current technologies (that is, no teleportation or similar), the realistic cost for this volume would be around 40 billion euros. What the material costs. The construction of the Star Destroyer would likely use high-strength, low-alloy steels, the cost of which is estimated at around €90 billion. More advanced systems such as propulsion, weapons and other high-performance components would require more expensive special alloys, adding at least an additional 110 billion euros. Altogether, conservative estimated costs for materials would be around €200 billion in total. To ride. The Star Destroyer is significantly more expensive to manufacture than mere materials, as labor and countless tests can cost five to fifteen times as much. The construction cost is estimated at around 2 billion euros. Furthermore, adding the costs of research, testing, infrastructure and development, especially in new energy and propulsion systems, could conservatively add another 5 billion euros to the total budget. The invoice. In short, these gentlemen will have to go and digest: the total expense to build and maintain the imperial Star Destroyer is estimated at around 15.2 billion euros, assuming transportation costs. Without including development expenses, the cost would be around 14 billion euros. But we can go up: if additional elements such as technical reserves, energy systems, lifetime maintenance and scrapping are considered, the joke can approach 40 billion euros. To put it in perspective, the USS Gerald R. Ford aircraft carrier cost around 12 billion euros, so a Star Destroyer would cost almost four thousand times that amount.​ In Xataka | Adam Driver launched a Star Wars movie project about Kylo Ren. Disney rejected it because they didn’t understand it.

Europe is eager for cheap electric cars. Europe’s solution: copy Japan

by

The European Union needs electric cars to be purchased. At least if you want your emissions plans to be met. So ambitious that they have forced ban combustion engines from 2035 in a decision that countries like Germany and Italy want to reverse because, in their opinion, their industries are at stake. The truth is that more electric cars are bought every day and the number of followers goes growing. Especially in countries with greater purchasing power, with a better charging network or that are simply doing things better like Portugal where aid is given at the time of purchase and frictions have been eliminated when loading the car. There are a multitude of factors but the truth is that manufacturers feel that, despite growing, the embrace of the customer is not enough to get the industry off the ground. There are fewer and fewer brands that maintain their marketing plans. jump to “all electric” before 2035 because they feel that the sales of this technology is not driving amortizations that they have to do when designing new vehicles, readapting their assembly lines or creating a new network of suppliers around them. The big promise is that “cheap” electric cars will drive these sales. But as we have talked about on other occasions, these vehicles have a fundamental problem: their autonomy. The average European citizen, according to ACEAtravels 34 kilometers by car every day and only once or twice a year he faces long trips (he makes just over 12,000 kilometers annually) where a car with a battery less than 60 kWh of capacity would have to stop on more than one occasion, extending the trip beyond what was desired. However, at the same price, it is logical that you opt for the combustion version because you will have a car that does not cause headaches on those trips (for just a few days a year) and you will also be able to face an unforeseen event with solvency if necessary. The maintenance cost takes a backseat. Right now, the European industry is at a difficult inflection point. It is difficult to make electric cars cheaper because the battery remains the main obstacle when it comes to saving costs. The new Renault Twingo promises to sell for less than 20,000 euros but its 27.8 kWh battery barely anticipates just over 150 kilometers off-road, which makes it practically useless outside the city. Nor does what is to come offer much better guarantees and 25,000 euro cars face combustion options that, as we said, do not cause headaches on weekend excursions or long trips despite the fact that they later lose out in the general maintenance of the vehicle. And small cars have become much more expensive in recent years. As a solution, the European Union is trying to carry out a new regulation for small carswith a contained size and price in line with that of a purely urban vehicle. For this they want to base themselves on the kei car Japanese, a type of car located below the passenger car that offers certain tax advantages… but whose success can only be explained by Japanese particularities. A new category with everything to prove In search of solutions to lower the prices of electric cars and make these urban mobility options more attractive, we know that the European Union is working to create a new category of cars. The idea is to frame it between current passenger cars and light quadricycles. A new category with a contained size and whose main incentives were lower maintenance costs with tax advantages and facilities for manufacturers to reduce car prices. Taking into account these premises, François Provost, CEO of Renault, has confirmed that if the European regulations go ahead they could convert their Renault 5, 4 and Twingo into this type of new vehicles. In statements collected by Coachhas dropped that they could be cars that were below 4.1 meters, with entirely European production and whose emissions in the production process were less than 15 tons of CO2. The words are relevant because the Renault Group has been pushing in this regard for some time. Luca de Meo, its previous CEO and former president of the ACEA employers’ association, He was also in favor of this new category. The French have recently presented the Dacia Hipster, which aims directly at this market. Stellantis has also been betting for some time and has launched up to three heavy electric quadricycles, which is the closest thing to the category at the moment. and in Xataka We learned two years ago that the European Union is working on specifying such a category. Inspiration is kei car japanese. These miniaturized cars develop a maximum of 660 cc and have some very strict length and width measurements. Curiously, they do not have them high up so most of them, to maximize space, have very square shapes in the minivan style. All in all, it is a category with a very particular development that even has sports versions such as the legendary Daihatsu Copen. In Europe, legislators seem willing to copy the philosophy of these cars. As? It is what remains to be defined. In The Coches.net podcast They gave some alternatives to lower prices and one of them is very clear: eliminate obligations regarding safety and driving aids. The mandatory systems that the European Union has introduced such as the lane departure or fatigue warning seat have special relevance outside the city but very little inside it, just where these cars should stay. These are systems that have made urban vehicles more expensive and would be a push to lower their costs again. Furthermore, having a contained size is an incentive for some cities where there is less and less space available. The biggest problem for Europe is that the formula of kei car Japanese triumphs because it is an extraordinarily particular market. In fact, except BYD that has shown its first car For Japan with these premises in … Read more

I had a 1TB hard drive collecting dust in a drawer. With a cheap case I have resurrected it for my Chromecast

by

I have a Chromecast with Google TV in the salon for three years and I love it, but it has died of success. Among the system updates, the basic streaming apps (Prime Video, Netflix, Crunchyroll…), and many others that I install to customize it and squeeze itthe device lives permanently drowned. This is what has its biggest flaw: a scant 8 GB of storagewhich in practice come to nothing. While cleaning, I found an old 1TB hard drive from an old computer that I dismantled. I decided that before it continued to collect dust, I would have a use for my Chromecast. And yes, it is very easy use external memory to expand your storage. These were my steps to achieve it. Identify the hardware. The first thing was to know what he had on his hands. It was an internal hard drive (HDD) of a desktop PC, so its size was 3.5 inches. When I looked at the connector I found a SATA (not as “relic” as I thought), the interface of the last decade. With this information, I already knew I needed to convert it to an external drive. Two essential components. The Chromecast with Google TV only has one USB-C port that it uses for food. Therefore, it is not enough to buy a case to put the HDD in: a USB-C Hub was necessary. This hub is key and must have at least one port with Power Delivery (PD) to continue powering the Chromecast, and a USB-A to connect the hard drive. I bought a case compatible with my drive (3.5″ SATA) and the assembly was as simple as possible: remove screws, fit the hard drive into the internal port, and close it. Here’s a note: if your old hard drive is from a laptop (2.5″) you will save a cable bothering with this DIY tech. The casing will not need an independent power supply, although it is ideal to avoid problems. Important step: formatting. Here I had two options: connect it to the computer and format it in exFAT or NTFS or to the Chromecast itself. I ruled out FAT32 because of its 4GB per file limit. This would first make it a unit suitable for storing content and thus playing it, but I opted for the second so that my Chromecast could install apps on it. To do this, I connected the entire set (hub, power and hard drive) and turned on the TV. Maximum volume size Maximum file size Chromecast compatible FAT32 8TB 4GB Yeah NTFS 16 EiB (1,845^7 TB) 16 EiB (1.845^7 TB) theoretical In practice the limit is around 256 TB Requires software exFAT 16 EiB (1,845^7 TB) 64 ZiB (6.4^10TB) Yeah Convert hard drive to “internal” storage. As soon as the device booted up, it detected the new disk. As easy as going to “Settings” > “System” > “Storage” and clicking on “Delete and format as device storage” to leave everything almost ready. This process takes a few minutes and is essential: it prepares the HDD so that Google TV understands it as an extension of its own memory. You can even use the hard drive to record live content. The Chromecast has it among its options Result. The change is substantial. I have been able to install heavy apps like kodi with plugins, VLC, and various light games without the repetitive “memory full” warning. The system still uses the internal memory for essential data, but everything “heavy” goes directly to the hard drive. Extras. Although I stopped at this point, a USB hub provides more possibilities to give more power to the Google Chromecast. Have you bought or have one with a Ethernet port? You can use a cable to avoid Wi-Fi signal problems and never see the buffer of a loading video again. Or you can also use a keyboard to browse the web. Cover image | Pepu Ricca for Xataka Android In Xataka | Best streaming devices: the main alternatives of 2025 for your television

If you were expecting cheap electricity this winter, we have bad news: Holland

by

Winter has not yet arrived, but the European energy market has already started to shake. And not because there are new problems with Russian gas pipelines. The winter that awaits us. The warning he issued the analyst Pedro Cantuel illustrates the problem: “The most important regasification plants in Europe, those in the Netherlands, are operating at maximum capacity.” It is not a positive fact. These terminals are the main gateway for liquefied natural gas to the industrial heart of Europe. Its saturation is the prelude to higher gas prices. And gas is what marks the electricity bill in much of Europe. And the Spanish regasification plants? Although Spain has the largest regasification capacity in the European Unionwith six active terminals, its ability to alleviate Europe’s thirst for gas is limited. The problem: the poor gas interconnection with France. The current bottleneck of the Pyrenees It barely allows the export of between 7,000 and 8,500 million cubic meters per year. Therefore, all eyes are on the Netherlands. Its terminals, mainly Gate’s in Rotterdam and Eemshaven, are the true entry point for Germany and European industry. In figures. Netherlands is the main LNG importer of the EU. Between June and August 2025 alone, it regasified more than 2,000 million cubic meters of gas. But according to the data of Gas Infrastructure Europeits terminals are constantly touching the all-time high. The Dutch ports are saturated, there is no more LNG. And this has a direct effect on Germany, which since the sanctions against Russia imports 25% of the gas from the Netherlands. With the terminals of the neighboring country at 90-100% of their capacity, the room for maneuver due to a peak in demand due to a cold wave or any delay of a LNG tanker will immediately strain the system. How it affects the invoice. As we have seen in recent years, any difficulty in accessing natural gas results in higher prices. The Agency for the Cooperation of Energy Regulators documents in your reports a direct correlation between the high utilization rates of LNG terminals in northwest Europe and the increase in volatility and spreads (price differences) in the gas reference index in Europe. We have changed dependence on a single supplier (Russian gas pipelines) for dependence on a single infrastructure that can now become the new bottleneck has moved from the gas pipeline to (European ports). Efforts are already underway to expand port capacity. Gate, for example, is building a fourth tank to reach 20,000 million cubic meters per year. But it won’t be ready until 2026, so the reality for this winter is what it is: the system is operating at the limit of its capacity. Image | Vopak In Xataka | The Castor project was Spain’s great idea to become self-sufficient in gas. Now he is selling it for pieces

Log In

Forgot password?

Forgot password?

Enter your account data and we will send you a link to reset your password.

Your password reset link appears to be invalid or expired.

Log in

Privacy Policy

Add to Collection

No Collections

Here you'll find all collections you've created before.