china

China has been using trams without rails or catenary for years. The problem is that they are not as revolutionary as they seem.

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Imagine a tram that runs on the asphalt like a bus, without needing rails, without overhead cables to feed on and without a driver. That is exactly ARTor Autonomous Rail Rapid Transit, a technology that China has been developing for more than a decade and that already operates in several cities in the country. An idea that comes from afar, although it may not seem like it. Chinese manufacturer CRRC, the world’s largest producer of railway equipment, presented the first prototype in Zhuzhou, China, in June 2017. The first commercial line It started in that same city in May 2018, with a route of just 3.2 kilometers. Since then, the system has nine operating lines in five Chinese cities. Yibin (Sichuan) was the second to joinin 2019, with a 17.7 kilometer line. Later came Xi’an, Yancheng and Yongxiu, where ART circulates both on a demonstration and commercial basis. Click on the image to play the video How it works. The ART It is, in essence, an articulated bus large that imitates the shape and capacity of a tram, but without requiring the infrastructure that makes trams expensive. The vehicle does not follow physical rails, but rather what CRRC calls a “virtual rail”: a set of marks painted on the asphalt (white dashed lines) that the guidance system reads in real time using optical cameras and LIDAR sensors. A GPS system complements the navigation. With three carriages, it measures about 30 meters and can transport up to 300 passengers; With five cars, it reaches 500. Its maximum speed is 70 km/h. The propulsion is 100% electric. Initial versions used supercapacitors (which charge very quickly at stops, but store little energy) and batteries. At InnoTrans 2024, one of the largest public transport fairs in Berlin, CRRC presented an evolved version that incorporates hydrogen propulsiondesigned especially for markets like Malaysia. The “autonomous” thing is nuanced. Here in this case marketing can be misleading. Although the acronym ART includes the word autonomous, all ART vehicles in operation still operate with a driver, using optical guidance for assistance. They are not autonomous driving vehicles in the strict sense of the word. The driver supervises the journey and takes control in the event of any incident. Why is it cheaper? The great promise of ART is the cost. According to CRRC data shared According to The Conversation, deploying a kilometer of this technology costs between 7 and 15 million dollars, compared to 20-30 million per kilometer for a conventional tram or 70-150 million for the subway. There is no digging, no catenary to lay, no rails to install. In principle, it is enough to paint markings on the asphalt and segregate a lane. However, according to they count researchers from the University of Sydney in the middle, that advantage has fine print. As the vehicle travels exactly the same route over and over again, with the wheels always stepping on the same points of the asphalt, the surface ends up deteriorating more quickly than on a conventional road. A study published in 2021 by transportation researchers James Raynolds, David Pham and Graham Currie found evidence of significant pavement wear, which may require structural reinforcement of the roadway. A process that, in some estimates, ends up being as expensive as installing rails directly. Where can you see it today? ARTs continue to be vehicles with the greatest presence in China. Outside this country, progress is modest, and its record is not devoid of failures. Indonesia, for example, purchased a vehicle which was returned to China after tests in Nusantara (the new capital under construction) when it was found that the autonomous control system was not working optimally and required constant manual intervention. In Abu Dhabi two units were tested under the TXAI brand, with a view to connecting the main tourist attractions of Yas Island. In Malaysia, Putrajaya launched a pilot project in February 2024. In Auckland, New Zealand, negotiations with CRRC broke down after the manufacturer demanded that the city purchase the vehicle at the end of the demonstration, something that Auckland Transport did not end up liking. Japan, for its part, study a similar concept (with hydrogen propulsion) to connect the Mount Fuji area with the tourist centers of Yamanashi. Although the regional governor preferred that the project be entrusted to Japanese companies, and not to CRRC. Cover image | Wikipedia In Xataka | China created the C919 to stand up to Airbus and Boeing. And we already have data to know if it is being successful

China already mass-produces the strongest carbon fiber in the world. And that changes the rules in defense, aeronautics and energy

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For decades, access to the world’s highest-performance composite materials has been a privilege of a few countries. For high-performance carbon fiber, Japan and the United States have controlled that market with a combination of technological advantage and export frameworks explicitly designed to keep China out. Last March we saw that this balance had changed, as the Chinese state group CNBM (China National Building Material Group) presented in Paris the world’s first mass production of T1200 grade carbon fiberthe highest step on the tensile strength scale of this material. What is the T1200. As we explained a while ago, in the world of carbon fiber, the letter T followed by a number is a direct resistance classification. The higher the number, the more force the material can withstand before breaking. T1200 exceeds 8 gigapascals (GPa) of tensile strength, making it about ten times stronger than conventional steel, with a density that is just one quarter of that of steel and with a filament diameter less than one tenth of a human hair. According to counted CCTV, a cable just over two millimeters thick, made up of 120,000 of these filaments, is capable of towing a bus full of 54 passengers. More companies join this fiber. China showed its prowess at the JEC World in Paris, but the industries have already gotten up and running. At the end of April, PetroChina announced the inauguration of its first carbon fiber project high-performance in the city of Jilin, with an investment of approximately 1.3 billion yuan (about 180 million dollars). It is relevant because it is no longer just CNBM, as the state energy giant enters the sector taking advantage of its dominance in the supply chain. Zhongfu Shenying, a subsidiary of CNBM, for its part, has commissioned additional production a new 10,000 ton plant standard fiber metrics. China’s idea is to build an industrial ecosystem from the top down, including mastering high-performance carbon fiber production techniques. China had not been able to manufacture it for decades. High performance carbon fiber has been on dual technology lists for decades use of the Wassenaar Agreement, the multilateral export control regime created in 1996 with 42 member countries including Japan and the United States, but not China. According to the China Composites Industry Association, the Agreement restricts the export of carbon fiber of high modulus (from grade T800) to non-member countries. This means that accessing materials above that threshold required, in practice, manufacturing them at home or obtaining them through alternative means. China did not have its first T300 until 2008. From there to the T1200 it took less than twenty years. It has taken Japan 43 to travel that same path. How China has accelerated so much. The model that has been repeated many other times and in other sectors: state capital, research from universities and industrial capacity functioning as a coordinated ecosystem, with the same approach as China has been applied to semiconductorsbatteries or electric vehicles. In this case the protagonist is CNBM, which developed the fiber through Zhongfu Shenying Carbon Fiber. Zhou Yuxian, president of CNBM, counted in the presentation that the country has demonstrated “completely independent and controllable capabilities throughout the entire industrial chain”, from equipment to the transition from laboratory to mass production. Chen Qiufei, head of T1200 R&D at Zhongfu Shenying, added Furthermore, the new grade improves the resistance of the previous T1100 by more than 14% and allows the weight of the equipment to be reduced in the sectors where it is applied by more than 10%. Who led the market until now. Toray Industries, a Japanese company, dominates the global market with a production capacity of 29,100 tons per year. It also developed its own T1200 with 8 GPa strength, but so far has not announced a mass production line equivalent to that of CNBM. Mitsubishi Chemical, another Japanese giant, advertisement plans to double its high-performance capacity before 2027. The South Korean Hyosung Advanced Materials aims to reach 24,000 tons per year in 2028. On the other hand, on the American flank, Hexcel is defined as the main supplier of carbon fiber for aerospace and United States military programs. Where is it applied? High-performance carbon fiber has been used for decades in combat aircraft, missiles, satellites and military fuselages precisely because it combines extreme strength with extreme lightness. With the T1200, things go even further. According to counted Interesting Engineering, the material could redefine the limits of fifth and sixth generation military aircraft manufacturing. In the civil sphere, commercial aeronautics already consumes around 76% of global carbon fiber, and the T1200 would allow additional structural weight reductions on platforms such as the Boeing 787 or the Airbus A350. In energy, high-pressure hydrogen tanks use carbon fiber structures to withstand pressure with the lowest possible weight. China has also pointed out applications in humanoid robotics and in the so-called “low-altitude economy” (drones, air taxis and urban air mobility). The Chinese space company Welight Technology already operates a rocket whose structure is around 90% carbon fiber composites, which reduces weight by 25 to 30% compared to equivalent metal designs. Cover image | Zhongfu Shenying In Xataka | Brazil holds one of the largest reserves of rare earths in the world. And he doesn’t want to repeat the same mistake from centuries ago

SMILE, its first megaproject with China

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China and Europe are about to launch into space one of his most ambitious projects on an individual level and, without a doubt, the greatest as a team. It is not the first time that both agencies collaborate, but this time they do so to reveal some of the best kept mysteries of the Sun and Earth. The SMILE mission launches on May 19 and almost everything is ready. An ideal equipment to study the Sun. The goal of the SMILE mission (Solar wind Magnetosphere Ionosphere Link Explorer) is to study how the solar wind interacts with the Earth’s magnetosphere, providing for the first time global images of this shock, both in soft X-rays and in ultraviolet light. This could help predict solar storms more accurately, allowing us to prepare in case they are so intense that they could affect our telecommunications systems. It won’t fly to the Sun. It is important to note that, although SMILE is going to study the interaction of the Earth’s protective layer with solar storms, its mission is not to fly to the Sun. In fact, it will remain in Earth orbit and move around it to take the relevant data on that interaction. Previous missions. It is not the first time that the European Space Agency (ESA) and various Chinese scientific entities have collaborated in space. For example, together they launched the dragon programwith which they cooperated in the development of Earth observation applications. They have also worked as a team on the mission Double Starwith which satellites have been sent into space to study the earth magnetosphere. Even the ESA has supported to China in some phases of Chang’e, the ambitious mission to study the Moon directed by the Asian country. Current situation. Initially, the mission was going to launch during the month of April. However, ESA detected a technical problem on the production line of a component of the Vega-C subsystem. This is the rocket that will propel the mission into space, so it is essential that it works perfectly. It was decided to postpone the launch and now, with everything reviewed and resolved, SMILE is ready to unravel the mysteries of the Sun. What will happen. The launch is scheduled for 5:52 CEST, same time in mainland Spain. It will take place at the European Space Port in French Guiana, where the rocket is already located and the previous maneuvers have been carried out. After launch, the four stages of the rocket will separate one by one, finally releasing SMILE 57 minutes later. Shortly after, at 63 minutes, the solar panels must be deployed. If everything happens correctly, the launch can be considered successful. And then what? Once in Earth orbit, the ship will take control to take it to its final, egg-shaped orbit. It will travel 121,000 km over the North Pole to collect data and then travel 5,000 km over the South Pole to deliver it to the ground stations that are waiting for it. Anyway, we must go step by step. First the launch must occur, a very special moment that you can follow live on this link. Image | THAT In Xataka | What are solar storms and why has society become so vulnerable to something that has been happening for millions of years?

China is launching giant buoys into the sea that are real “small” fortified data centers. Korea won’t like it

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Ocean observation is an essential activity to monitor climate change, navigation and the security of the planet, however 95% of internet data travels therethe sighting of ghost ships is the order of the day and we continue found new islands. Until now, the quintessential element for monitoring the sea has been floating sensors that everyone knows: buoys, a legacy of the analog world. In that calm calm China has invaded with its Sea Dragon (Hailong) series, a new generation of enormous buoys that mark a before and after in scale, design and functionality. Of course, they have nothing to do with that mooring that has reigned in naval engineering since the Second World War. The new Chinese buoy. The Hailong series are literally small disk-shaped fortified data stations. Although small is relative: its diameter is around six meters in diameter and as a structure it looks more like a small unmanned oil platform than conventional buoys. After completing the relevant tests at sea, it has already been integrated into the Yellow Sea observation network to continuously and real-time monitor the entire water column, according to the Institute of Oceanology of the Chinese Academy of Sciences. When deploying the new buoy, technicians simultaneously removed an older buoy after 16 years of service. A deliberate symbolic gesture insofar as it is not a mere change of buoy: according to the Institute it is “the world’s first system with a single disc side anchor structure”, leaving behind the classic central mooring point that has dominated Western marine engineering since World War II. Why is it important. The problem with the design of classic buoys is mechanical and well known: when a buoy with a central mooring rotates due to currents and wind, the cables coil and generate structural and instrumentation failures. This new lateral disc anchorage solves the root problem because it uses another geometry, thus minimizing these errors, operating with more stability. That is, the importance lies in the continuity of the data. The second reason is strategic. The Institute of Oceanology of the Chinese Academy of Sciences I had already tried other synchronized observation systems capable of covering from 10 kilometers of atmosphere to 1 kilometer of depth underwater, withstanding winds of 60 m/s and waves of up to 20 meters, powered by various energy sources (wave, solar, wind, hybrid). This new buoy transfers these capabilities to especially sensitive waters. It is, in short, a buoy designed to be operational for the long term. Context. Since the 1940s, the world standard for buoys has been defined by US Navy designs, such as the NOMAD (Navy Oceanographic Meteorological Automatic Device) type. For the time, these devices complied thanks to their simplicity and ease of deployment, although due to their physics they are vulnerable to excessive swinging. If there is serious surf, precision measurements get dirty. Over the years this standard has met precisely because it complied, its maintenance is low and other alternatives present challenges to its deployment. But China, driven by its need to control the South China Sea and the Western Pacific, has chosen to redesign the platform from scratch. In fact, China and Korea have a fishing agreement in the Yellow Sea dating back to 2001 where permanent installations are expressly prohibited. So China has fulfilled it in its own way: since then it has deployed 13 buoys, two large aquaculture cages and a maintenance platform. Analysts at the Center for Strategic and International Studies (CSIS) qualify this strategy of “progressive sovereignty”. How they have done it. The development is led by the Institute of Oceanology of the Chinese Academy of Sciences, which has been testing real-time transmission mooring systems since 2016. The new buoy is, therefore, the result of a decade of development, not a technological leap that arrives overnight. The secret of its design is the topology: moving the anchor point from the geometric center of the disc to the side eliminates the twisting moment produced by the entanglement of cables in the classic design. Instead of a wave-riding hull, the body is designed with a narrow cross-section at the waterline and deep ballast, which noticeably reduces hydrodynamic forces. For energy management, photographs published by the South Korean navy last year show models with solar panels that, assisted by artificial intelligence for data management and instrument optimization. The result is a platform that shines for its autonomy and resilience, since it can operate continuously in adverse sea conditions without human intervention. Yes, but. From a technical and geopolitical point of view, this deployment has a double reading: China’s official description presents these buoys as tools for the study of climate change and tsunami warning, but inherently this infrastructure is dual: if it integrates sonar and can process data in real time, it can also function as a war and control tool. On the other hand, the deployment of these intelligent platforms in disputed waters has its drawback from the point of view of international maritime law since they are complex and almost permanent structures. In other words, it is like putting a pike there. In Xataka | The United States is launching giant spheres into the sea with one goal: to take advantage of one of the largest sources of renewable energy In Xataka | A buoy from Mallorca has revealed the meteorological problem that Spain faces: the Mediterranean Sea is on fire

Stellantis and Dongfeng have just signed an agreement to produce Jeeps and Peugeots in China, and then bring them from China

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Stellantis and Dongfeng have signed an agreement of production valued at more than 8 billion yuan (approximately 1 billion euros) to manufacture four new vehicles in China under the Jeep and Peugeot brands. This initiative will be channeled through Dongfeng Peugeot Citroën Automobile (DPCA), the joint venture that both companies have had for more than three decades. Penetrating China. This agreement is Stellantis’ clearest commitment to adapt to the new reality of the sector. And instead of competing head-on with Chinese manufacturers, the group chooses to rely on its technology and production capacity. The Financial Times point that Chinese buyers have turned their backs on foreign brands, whose market share fell to approximately 30% last year, compared to 64% in 2020. In such an environment, growing alone is almost impossible, so Stellantis has used the classic “if you can’t beat the enemy, join him.” A strategic agreement. The four vehicles will be new energy vehicles (NEV), a category that includes pure electric vehicles, plug-in hybrids and models with a combustion engine acting as a battery generator. The two Peugeots will be based on the design language that the brand presented at this year’s Beijing Motor Show with the Concept 6 and Concept 8, according to account the CnEVPost media. The two Jeeps will have an off-road profile. According to share According to the Financial Times, production will be destined for both the Chinese market and export, in the latter case for destinations such as Southeast Asia, the Middle East and Latin America. The two companies have also agreed to explore broader cooperation outside China. In addition, as the media reports, Stellantis is simultaneously studying transferring capacity from its Rennes plant, in France, to Dongfeng. Jeep’s return to China. The agreement represents the return of the brand’s local production in the country. Jeep abandoned manufacturing there in 2022, when the joint venture was dissolved that Fiat Chrysler (precursor of Stellantis) maintained with GAC. Since then, Stellantis had been importing the vehicles, a formula that was already much less competitive due to price. Between the lines. Dongfeng assumes most of the disbursement, while Stellantis contributes around 130 million euros. There are already clues as to who has the productive and technological capacity, and who provides the brand value. The agreement also benefits from the industrial policies of Hubei province and the city of Wuhan (where the joint venture has its plant), something that has generated criticism in Europe and the United States by interpreting that Western manufacturers are taking advantage of Chinese state subsidies. For Dongfeng, the pact comes at a delicate time. And the manufacturer has fallen behind other large companies such as BYD or Leapmotor, and now the state firm needs both income and international projection. Dongfeng President Qing Yang account that the agreement will be “beneficial for both parties.” Movements. Stellantis has been accelerating its alliances with Chinese partners for weeks. Only last week it announced that it was deepening its collaboration with Leapmotor, in which it has 21% of the capital. The brand will hand over the Villaverde plant, in Madrid, and will expand lines in Zaragoza. That makes Stellantis the first major Western manufacturer to offer European production capacity to a Chinese brand, according to stand out from the Wall Street Journal. Antonio Filosa, CEO of Stellantis, who foresees present its new long-term strategy on May 21has repeated on several occasions that alliances will be a central pillar of the group’s future, a group that we remember closed 2025 with net losses of 22.3 billion euros. And now what. The big question is whether the models leaving Wuhan will have enough Jeep and Peugeot DNA to appeal to the global buyer, or whether they will in practice be Chinese vehicles with a European logo. With Dongfeng taking on most of the funding and technology development, the answer points more towards the latter. We will have to wait to find out how the play ends up turning out. In Xataka | Google gives Android Auto its biggest update yet: new interface, YouTube, Maps redesign, and lots of AI

While we continue planning how to colonize the Moon, China already has a bricklayer robot to start building a base

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If we talk about lunar exploration we immediately think of the Artemis programbut the United States is not the only country pushing towards the colonization of our satellite. China also has a program underway and they just showed off a new lunar rover with four wheels and a humanoid upper body. Your job will be to assist in the collection of samples, transportation and deployment of instruments, something like a porter mason. What exactly is it. It is a robot weighing about 100kg with a lower part with four wheels and a humanoid torso with two arms on the upper part. It is not a typical scientific rover, but Its main function is to act as a carrierpicking up and placing different objects and instruments in their positions. The hybrid design, with wheels to move and arms to manipulate, responds to a specific need: on the Moon there are no operators who can move equipment, connect sensors or install instruments. Someone has to do it, and that someone is going to be this robot. Technical challenges. The robot is equipped with AI systems, remote vision and 3D mapping to be able to function in a totally unknown environment. The team that developed it, led by the Hong Kong University of Science and Technology, has South China Morning Post that the main challenge is to ensure that both arms move in a coordinated and precise manner to manipulate fragile instruments. On Earth it is already a complex task, but here you will have to do it in a hostile environment with extreme temperatures, uneven terrain and no one who can repair a possible breakdown. To operate, the robot is powered by solar energy and is designed to operate for two years on the lunar surface, which implies that it will spend 24 lunar nights, each of more than 14 Earth days. During these periods, as it does not receive sunlight, the robot will have to enter a hibernation state and wake up at the beginning of a new day. The mission. The robot is part of the Chang’e-8 missionscheduled for 2028-2029. It will be the eighth mission of the series Chang’e, which China has been using since 2007 to progressively explore the Moon: first orbiters, then landers, rovers and sample collection. The goal of the Chang’e-8 mission is to deliver materials and begin preparing the ground for a permanent presence at the lunar south pole. That’s why the robot is not only designed to explore, but also works. Chang’e-8 is a key part of the International Lunar Research Station (ILRS), the joint project of China and Russia to build a base on the Moon using 3D printing techniques. Why the south pole. The choice of location is not accidental. The lunar south pole has great strategic importance for space agencies because It is where reserves of water ice have been discovered in its craters. That ice has the potential to become fuel, oxygen and water for any permanent base. Whoever arrives first, learns to navigate the terrain and installs more instruments will have a huge advantage. That is why both Chang’e-8 and Artemis III go to the same region. Image | Xataka with Gemini In Xataka | China’s most ambitious space project: an advanced hyperspectral satellite to make a “CT” of the Earth

China is manufacturing missiles at an unprecedented speed. And the final objective is not Taiwan, it is another island 3,000 km away

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In the early 2000s, many Chinese technology companies they became famous manufacturing thermal cameras, fiber optics or cheap electronic components for the civilian market. Two decades later, several of those same companies appear linked to one of the most ambitious military programs on the planet. Xi’s missile factory. Reuters counted in an extensive report that China is manufacturing missiles at a speed that is beginning to transform entire sectors of its economy. What for years was a relatively opaque military ecosystem is becoming a gigantic industrial chain where dozens of private and state companies are skyrocketing income thanks to the accelerated rearmament promoted by Xi Jinping. The most revealing data is not only the increase in chinese arsenalbut the number of companies that already partially make a living from it: manufacturers of infrared sensors, fiber optics, stealth coatings, 3D printed metals or specialized electronic systems are registering record profits while much of the Chinese economy is going through much more serious difficulties. Beijing has achieved something that few countries have achieved on this scale: merge civil and military industry to the point of converting missile development into a strategic economic engine. The real target is further away than Taiwan. The island constantly appears as the center of any possible conflict in Asia-Pacific, but depending on the mediumthe Chinese missile deployment points to something broader. Beijing not only wants the ability to invade or blockade the island, it wants to prevent the United States from being able to intervene effectively. And there appears the true strategic objective located about 3,000 kilometers away: guam. As we have counted At other times, the island functions as one of the main US military nodes in the Western Pacific, a huge air, naval and logistics platform from which Washington could sustain operations around Taiwan. That is why China has been developing systems specifically designed to threaten it for years, like the DF-26known precisely as “Guam Express”. Chinese military logic is relatively simple: If it manages to put Guam at risk, it greatly complicates the US ability to project power near its coasts and breaks one of Washington’s great strategic advantages in the region. Economy oriented to manufacturing war. Plus: Xi’s program does not depend solely from state giants such as China Aerospace Science and Technology Corporation or China Aerospace Science and Industry Corporation. The most striking thing is how civil companies seemingly normal have ended up integrated into the Chinese military ecosystem. Some began manufacturing thermal sensors to detect fever during the SARS epidemic and today produce components for missiles and military drones. Others develop fiber optics for precision navigation or stealthy materials capable of reducing radar detection of aircraft and projectiles. The result is an industrial structure that is extremely difficult to isolate through sanctions, because many of these companies operate simultaneously in civilian and military markets. The United States has been trying to limit Chinese access to advanced chips and sensitive technologies, but Beijing has responded by expanding an increasingly extensive and autonomous national network of suppliers. The effect of the war on Iran. The war between the United States and Iran has further reinforced this arms race. While Washington consumes part of its missile and ammunition reserves In the Middle East, China is carefully observing how modern wars are becoming conflicts of industrial attrition where the ability to manufacture and replenish weapons quickly begins to be as important as the individual technological quality of each system. That is where Beijing believes it has an advantage. The reason? China already has of thousands of missiles ballistic and cruise able to cover much of the Indo-Pacific, and the expansion rate it’s still huge despite the purges internal affairs within the Chinese Army and the investigation of senior commanders for corruption. In some ways, Xi seems to be preparing the country for a prolonged scenario of military competition where whoever manages to keep production lines open the longest will survive. The new global race. All of this is happening while much of the planet simultaneously accelerates its rearmament. France, South Korea, USA either Japan are increasing production and military spending, but the Chinese case stands out for its industrial dimension and by the speed at which it evolves. Beijing not only increases the number of missiles, it also develops new hypersonic generationsexpands its nuclear arsenal and tests systems capable of threatening aircraft carriers, air bases and targets thousands of kilometers away. The big concern in Washington is that China is approaching a point where it can sustain a conflict long thanks to a combination of mass production, relatively low costs and enormous integration between civil companies and defense. That is why the growth of the missile program China is beginning to be interpreted less as simple regional rearmament and more as the silent construction of an economy prepared to compete militarily with the United States on a global scale. Image | CCTV In Xataka | The YJ-20 has just entered the scene at the most delicate moment: China has launched its hypersonic missile against the US and Japan In Xataka | China is beating the US with a simple strategy: manufacturing hypersonic missiles at the price of a Tesla

After a catastrophic 2025, Tesla sales continue to decline in China. The solution is an old acquaintance

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Sales of electric cars have fallen in China. Although the loss is not as high as that of pure combustion vehicles, the decline in the market is producing very bad results for Tesla. And Elon Musk’s company has brought out one of its traditional tools to boost sales again. An obvious fall. Sales of electric cars in China are not reaping the best results although, everything must be said, recent weeks are beginning to give some hope to companies. At the moment, if global sales are not suffering a setback it is because the accelerator has been put into exportswith record numbers and growth of more than 70% compared to last year. But in the domestic market, sales of “new energy” cars (plug-in hybrids and electric) have fallen 21%reaching 2.92 million cars sold compared to 3.66 million last year. In recent weeks, the Hormuz crisis has served to begin to ground the decline of this type of car. Without state aidits sales had fallen but in recent days we have seen how the savings compared to gasoline have turned the situation around, to the point of break record in plug-in penetrations in the market. Damaged. The context so far this year has not been easy for brands that only sell plug-in vehicles. Much less, therefore, to those who only sell electric vehicles, like Tesla. Without state aid at the beginning of the year and a Chinese New Year longer than usual, sales of this technology fell in a market accustomed to growing year after year. This situation rewarded those who have the most diversified business. In January and FebruaryGeely, which has a portfolio where electric, plug-in hybrids and pure combustion cars are intertwined managed to surpass BYD whose leadership seemed untouchable. Tesla has been through a similar situation. So far this year, Its sales from January to April 2026 have fallen by 15%. It is a bad figure considering all the difficulties the company went through last year. This has led it to lose more market share and remain at just over 3%. Interests. Among the sales of its cars in China, The company has a huge dependence on the Model Ywhich represents around 75% of sales so far this year. But in April, where the Model 3 had a year-on-year drop of 66.09%, the sedan barely accounted for 11% of sales. The fastest solution has been through an old tool: loans. The company has an active campaign in China to defer payments for its cars at 0.99% interest in the case of the Model 3 and 0.92% in the Model Y. The idea is simple, aiming to reward the customer in the long term because it is increasingly difficult for them to compete at the starting price. Right now, in Spain it gives loans above 3% which, however, remains relatively low for our country’s market. However, the company has been offering similar loans before and, right now, In Germany a 0% interest offer is available. Other solutions. Very low interest loans are not Tesla’s only move in China. Aware that the Model 3 has little sales at the moment, GigaShanghai’s exports have skyrocketed so far this year. So much so that global sales, internal sales and those outside Chinese borders, they have grown 36% last April. This means that, clearly, Tesla is trying to move the focus of its target audience. The company has encountered the problem that in China the customer has turned to the local product that usually offers more for less money. The solution is to push the European market, which is now receiving the first units of the Basic Tesla Model 3. less margin. The problem for the company is that it can no longer push the price as hard as before. Before the massive embrace of the Chinese car in its local market and new models began to arrive in the European market, Tesla played as it wanted with demand rising and falling prices. Today those days are over and, what is worse for the company, Your profit margins cannot respond as before. As the price has fallen, the margin has narrowed, losing ability to continue moving in the market. This explains why the voices calling for smaller and more affordable versions of their cars are heard louder. A ship that, given what has been seen, Elon Musk’s company has not been able to bring to fruition. Photo | Priscilla Du Preez and Sou Jest In Xataka | Elon Musk called the $25,000 Tesla an “absurd idea.” Now you need it to compete in China

Europe and China are at risk in the race for the first gravitational wave observatory in space

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Terrestrial gravitational wave detectors, such as the famous LIGO, have made very interesting discoveries in the last decade. However, there is a great consensus that it would be very useful to detect this cosmic phenomenon directly from space. For this reason, some space agencies are already getting to work to launch their own projects. One of them is the Taiji mission, of the Chinese Academy of Sciences, with which, in fact, a great step forward has just been taken. Everything ready for Taiji 2. The Taiji mission consists of three phases. The first was already launched in 2019. For the second, a piece called the full-function interferometer optical core had to be tested. The tests carried out on Earth have gone perfectlyso it is considered that the second phase could be launched as soon as possible. In fact, its launch It was initially scheduled in 2024but it has been suffering delays. Luckily, it seems that now all the pieces are ready. Three ships in total. The Taiji mission is made up of three ships, strategically placed in space millions of kilometers away. They will all be connected to each other through laser interferometry, so that slight changes in these distances that could be associated with gravitational waves can be detected. The first phase of the mission, in which the interferometry system was analyzed, was launched in 2019. It is expected to send the second part as soon as possible, in which the first two ships will be put into space. As for the third, in principle the established calendar places its launch in the 2030s. Better in space than on Earth. Gravitational waves are waves produced in space-time as a result of a catastrophic event. These types of events could be, for example, the merger of neutron stars or the collision of black holes. When this occurs, space-time experiences a disturbance similar to that produced when a stone is thrown into a pond. Those are gravitational waves. The terrestrial observatories, like LIGOthey can detect them, but they have a small limitation. And there could be confusion with seismic noise and other terrestrial interference. In space, that problem disappears. Taiji to the rescue. According to the tests that have been carried out on Earth and the analyzes of the interferometry system that have already been carried out in space with Taiji-1, this mission is capable of greatly reducing interference. Furthermore, the optical core that has just been tested is capable of detecting disturbances on the order of picometers. That is, on Earth you can discern displacements equivalent to one ten-thousandth of the diameter of a human hair. Although those distances would change under spatial conditions, it is still highly accurate. Therefore, it is expected to detect even gravitational waves caused by intermediate mass black holes. Other similar missions. The European Space Agency It also has its own mission aimed at detecting gravitational waves in space. This is LISAa project with which it is planned to do something similar: launch three ships connected by laser interferometry into space. In this case, the launch of all ships is scheduled for 2035, so China could have some advantage. Of course, until the complete triangle is in space, the mission cannot be considered completed. Perhaps Europe will be able to overtake the Asian country. Image | NOIRLab In Xataka | What happens if you fall into a black hole, explained simply in an overwhelming NASA simulation

China and Nvidia star in the “great technological divorce” of 2026. A bureaucratic hell that is erasing it from the market

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Talking about Nvidia is talking about artificial intelligence glue. The GPU giant has invested millions financing cocompanies like OpenAI or Anthropicbut along the way has not forgotten startups or to make purchases for strengthen your position in the market. The problem is that it is missing out on a potential $50 billion market: China. Because Nvidia is eager to enter China, but it is trapped between bureaucracy, the Trump Government, Xi Jinping’s Government, and the smuggling of its graphics cards. The great divorce. In a very short time, Nvidia has gone from dominating the Chinese GPU market for artificial intelligence to losing it completely. The restrictions of the Trump Administration and the intensification of the trade war between the powers left Nvidia out of the game. Either it would adapt its GPUs and create less capable versions of those it sold in the West or it would not be able to sell in China. For a time, Nvidia was selling the H20 to adapt to the new rules, but it is something that has taken its toll. As AI needs demanded more powerful GPUs and own chinese industry with Huawei, Cambricon and Moore Threads was developed, Nvidia was being left out of the game. Official quota. In the middle of last year, Nvidia CEO Jensen Huang pressed Donald Trump to see reason: it was better for Nvidia to be able to enter China both to make money and to slow the accelerated development of the domestic industry, one that Western restrictions had given wings to. In the end, the US gave in previous tariffs of 25% and one condition: all GPU orders from Chinese companies to Nvidia would be reviewed one by one. There is a problem: the US body in charge of reviewing these export licenses has decreased by 20% in recent months, which is causing delays of months when it comes to fulfilling an order. From when a Chinese company asks for Nvidia GPUs until they are given an answer, the ‘chinese dragons‘They have already released some product. The result? Huang points out that Nvidia has gone from being a leader in China to have a 0% quotapainting the situation as a true drama and pointing directly to the strategies of both China and, above all, the United States as the cause of his company falling into the offside of the large Asian market. Furthermore, it is China itself that encourages its companies to, to the extent possible, use Chinese hardware that they is developing at accelerated rates. “Official” fee. But the fact that Huang claims that his market share in China is 0% does not mean that there are no GPUs for AI in China because it seems that there are H100, H200 and even B200 due to something very simple: smuggling. Despite the proprietary technological solutions they are developing, it is evident that a large part of the AI ​​industry is built with Nvidia GPUs and that implies that the tools are very well optimized for them. There are several occasions in which Nvidia AI chip smuggling networks have been reported, with modest seizures on occasions (just tens of millions of dollars) and somewhat larger seizures on others (hundreds of millions in a few months). Chinese companies obtain these chips through indirect routes from Hong Kong and Singapore and, although Nvidia tries to trace the origin, the clandestine flow and opaque chains make the task complex. trapped. Someone is lining their pockets and that someone is not Nvidia. And the problem is that Huang’s pressure had an effect, but the solution they gave him is not as agile as the market needs. Returning to the issue of bureaucracythe United States Office of Industry and Security, which is responsible for reviewing these export licenses, reduced its workforce by 19% in 2024. Specifically, those who develop standards linked to the semiconductor industry and review licenses have decreased by 20%. The result is an average of 76 days to resolve export requests, something that is extending so far this year and which is disastrous news for both Nvidia and others deeply involved in the AI ​​segment, such as AMD. From China, things are not much better, since companies must make it very clear why they need Nvidia AI chips and cannot meet their objectives using national alternatives. Jensen, almost excluded. In any case, it is evident that Huang does not like to be missing the AI ​​party in China, in the same way that he is going to miss the new trip of Donald Trump and other executives to a summit between Trump and Xi Jingping that will be held between the 13th and 15th of this month. Or so it seemed. This is an event in which conversations will focus on agriculture and commercial aviation, so a priori Jensen didn’t have much in mind. But of course, alongside Trump are CEOs like Elon Musk, Cristiano Amon or Tim Cook, among others. And, although it seemed that he was not invited, as we see in South China Morning PostIn a message from Trump on his social network, it was confirmed that Huang will finally accompany him on the trip. In the end, it’s about money. Jensen Huang doesn’t want China to have the best chips because He wants to save those for the United States.but it is a very large market in which Nvidia can offer chips strategically: it makes money while making companies opt for its product instead of that of the Chinese companies themselves. In Xataka | Nvidia’s superpower is not having money, it is making everyone work for it: Foxconn is the latest to join

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