china

Having China manufacture its cars in Europe seemed like a perfect plan. Until they were filled with Chinese workers

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Manufacture their electric cars in Europe so that they can sell them without tariffs. That was the promise of the European Union to Chinese manufacturers. The objective was to consolidate the electric car industry for Europe in Europe, closing the door to proposals from China at a much more attractive price. And the result is not what was expected. Manufacture in Europe. In October 2024, the European Union confirmed the tariffs to all the companies that bring their electric cars from China. Including European ones. With this measure that applies individually to each company (ensuring that not all have received the same benefits from the Chinese State) it was intended to attract factories to Europe. Why does an electric car have less autonomy than advertised? The strategy has gone well. First, because the Chinese State ordered to stop all investments in Europe that were in the negotiation phase, initially turning off the tap. Secondly, because it is not clear that the installed factories are giving great results in terms of employment. From China for Chinese. “There are currently manufacturers in Europe that assemble Chinese cars with Chinese components and Chinese personnel: this happens in Spain and Hungary. This is not right.” The words are from Stéphane Séjourné Vice President of Prosperity and Industrial Strategy of the European Commission, in an interview for the Italian newspaper La Stampa. In it he pointed out Spain and Hungary as the two hot spots. In this second country, BYD is building its first plant in Europe to produce electric cars. In Spain we have the Chery plant in Barcelona and, under construction, the CATL battery plant in Aragon. In all previous cases, criticism has multiplied because they are not impacting the area as expected. The Hungarian case. Séjourné refers to the plant that BYD has planned in Hungary. There, the Chinese company is building a factory that should produce 150,000 cars a year (with potential for 300,000 units) and employ 10,000 workers. However, the European Union is studying if the Chinese giant is receiving covert subsidies to carry it out, paralyzing its construction. In the early phases of the project, BYD has employed about 1,000 workers Chinese which has raised the suspicions of the European Commission as to whether there is really an intention to produce wealth on European soil. some of them They staged protests last summer by claiming that they had been fired just six months after joining despite receiving promises of large salaries upon arrival in Europe. BYD is at the center of controversy because the European Commission suspects that in the future Chinese workers may be the majority at the plant, since they would aspire to lower salaries. The company, yes, He already promised that he would employ local workers to advance vehicle production. The question is whether this first hiring of Chinese personnel responds to the start-up of the factory or the advancement of a way of acting that extends over time. The Spanish case. In Spain, two factories have concentrated China’s interest. The first to arrive was the one from Chery to Barcelona. There, the Chinese company has found that it already had the necessary machinery to remove cars from it since it responds to the occupation of the old Nissan plant. However, the plans are not meeting the expected deadlines. Chery is assembling kits of cars in Barcelona. That is, the car arrives in large pieces to Spain and is finished being assembled here, so the local impact is reduced. In this case we are not talking about employment but we are talking about the fact that the network of suppliers generated is minimal. The European Commission did not like this and, in fact, the electric Omoda 5 has been delayed in Barcelona because the regulators threaten to impose tariffs on them when they understand that the added value is zero. The other point of friction is that of CATL in Aragón. The Chinese battery producer announced an agreement with Stellantis to produce there the components that the automotive giant will use in its small cars. For now, we know that 2,000 Chinese employees will arrive and, again, the shadow of what impact the new factory will have on the local labor market is looming. According to T&Eit is not guaranteed that the CATL plant will guarantee long-term knowledge transfer. More pressures. In addition to the statements by European regulators, other voices have also raised their voices. France is one of the countries that is most under pressure to create a new category of cars to make electric vehicles cheaper. Their proposal is that they meet certain size requirements… but also that production be entirely European. These days, Josep María Recasens, president of Renault Spain, returned to the charge ensuring that “we cannot allow China to come to Europe to make four plates with wheels without added value.” In his statements he asked that Europe force Chinese companies to associate with European ones so that there is a transfer of knowledge as China itself demanded from Europe when its manufacturers began to produce on Asian soil. Photo | Official Lula on Wikimedia and BYD In Xataka | China is manufacturing many more cars than the world wants to buy. And that is a foretaste of serious problems.

China is already experiencing it

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Is it worth ordering three family pizzas to take advantage of a 3 for 2 promotion? The answer is: it depends. It depends on if you are ordering just for yourself or if you are going to share them with four or five friends, although my friends would say that three pizzas for five is not enough, but that is another story. Be that as it may, the logic is overwhelming: better price, more people among whom to divide the expense and payment for a single shipment. It makes sense. Now let’s raise this, but with all the neighbors on the block or colleagues in the office. The savings would be considerable, especially if everyone orders the same thing from the same site. Well, in China this is an increasingly popular trend. Context. He increased cost of living It is not something that affects only us. He house pricehe rising prices of consumer goodsthe stagnant wages and other factors that make your hair stand on end mean that you have to tighten your belt and take action. In China, where eating out is practically a religion, it is acceptable A menu costs between 20 and 30 yuan (two-four euros, more or less). Meituan delivery driver | Image: Meituan Inequality. The problem is that salary inequality is absolutely brutal, to the point that the average really tells us little. What they tell us the data is that the top 1% of China’s earners have a larger share of the country’s wealth than the top 50%. Or what is the same, if 100 people lived in China, only one person would have half of the wealth of the entire country. Therefore, it will not surprise anyone that with the average salary of 353,000 yuan per year, about 45,000 euros at the exchange rate, it is difficult to live in many places. Eat out. It is, as we said, something common in China. The question is: how can we make menus cheaper? Indeed, asking for a lot of the same thing from the same place. That idea is the one that applied Meituana Chinese shopping platform for consumer products and local retail services, to the delivery industry. 拼好饭. Or translated into the language of Cervantes, “group food delivery.” It is more or less the same premise that we proposed when eating this text: recommendations of popular dishes, group orders and a single delivery. This system It allows certain authorized establishments to prepare food in batches and for delivery people to make several deliveries in a single trip, since everyone is nearby and has ordered the same thing. Image | Meituan Coordinating. It requires more coordination and the food may take a little longer, but it allows you to save up to 50% on certain menus, as explained from Sinica Podcasts. “In central Guangzhou, a roast duck leg with rice usually costs 28.8 yuan if ordered individually, but drops to only 11.2 yuan with the group takeaway option,” they say. The cost of shipping represents up to 80% of the cost of the order, so adding dishes to the order dilutes the price for more people. and it works. It is clear that users are willing to wait a little longer for food if it is much cheaper. Meituan began testing this system in 2020 in poorer markets and by April 2023 had already established a department dedicated only to group orders focused on first-tier cities. Only in 2023, Meituan processed 1.16 billion group orders, which represented 6% of all orders. And in Spain? It is not a very widespread or popular thing, at least at the user level. Yes, it is possible to take advantage of promotions and share food to dilute the shipping and make the price per head better, but there is no proposal similar to the Chinese one. Companies like Uber do allow something similar, but it is focused on small groups of people or companies, not so much on large volumes. But perhaps it is a matter of time, especially in large capitals. Cover image | zhang kaiyv In Xataka | China has found a huge health problem in its kitchens: record per capita salt consumption

If with the Fujian it sat at the US table, the images of the next aircraft carrier place China in another dimension: the nuclear one

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Last week China announced its first 100% national aircraft carrier hitting the table and making it very clear what its naval aspirations are. Now the appearance of new images from the Dalian shipyard has revived one of the most significant naval movements of the 21st century: China’s advance towards an aircraft carrier that places it at an unknown level. The strategic leap. We are referring to what aims to be the first nuclear-powered one, provisionally known as Type 004. He visible discovery of a structure reminiscent of a reactor compartment (similar to those found on US supercarriers) suggests that Beijing is taking the definitive step towards a capability that until now only the United States and France have. The transition is not symbolic, but structural: A nuclear aircraft carrier offers virtually unlimited autonomy, massive electrical power for advanced sensors, and sustained ability to operate further from shore, an essential element for a China that aims to project power beyond its immediate periphery. The Fujian catapult. The recent entry into service from Fujianits first aircraft carrier with electromagnetic catapults had already marked a break with the It was STOBAR.but Type 004 represents a technological leap even greater by integrating nuclear propulsion with the most advanced launch ecosystem that the Chinese navy has. Even so, Chinese naval planning appears to bifurcate: as it builds this ambitious vessel, reports indicate who also works in another conventional aircraft carrier improved, a sign that Beijing wants a combination of mass and elite to accelerate its naval transformation. On new aircraft carrier under construction Comparative architecture. The reason why Type 004 arouses so much attention is that, in its designconcentrates the synthesis of global trends: a helmet inspired by the lines of the American Ford, EMALS catapults similar to the North American and French ones, and a deck capable of operating from J-35 stealth fighters even naval drones GJ-11 or airplanes AEW&C KJ-600. The satellite images reveal a deck under construction that will include two catapults in the port area (in addition to two in the bow), matching the layout of American ships and surpassing the capacity of Fujian itselfwhich only has a catapult in the oblique section. Extra ball. The vision of the program is clear: provide the Type 004 with a heaviest air wingvaried and technologically complex, optimized for sustained operations and for air and maritime space control roles beyond the Chinese coastline. The parallel development of a possible “Type 003A” conventional (cheaper, faster to produce and based on an already dominated architecture) demonstrates how China combines disruptive innovation with industrial iterationensuring sufficient volume to saturate any attempt at regional containment. If nuclearization provides range and resilience, the simultaneous construction of conventional ships ensures pace and fleet density. Unlimited energy. Plus: its function is not only to move aircraft further, but to serve as an energy platform for a set of emerging weapons that would transform naval warfare. Official voices, such as Professor Liang Fang of the National Defense University, they claim that the future Chinese nuclear class could carry directed energy weapons (including high-power laser weapons and the long-awaited electromagnetic cannon or rail gun). These weapons are not mere futuristic add-ons: they require colossal amounts of energy and an electrical stability that only a naval nuclear reactor can offer. He rail gunbased on the acceleration of metal projectiles to hypersonic speeds using electromagnetic fields, is a system that the United States abandoned due to costs and technological maturity, but that China continues to develop as part of its strategic disruption. And more. Its appeal lies in exit speedthe lack of explosive and the possibility of devastating kinetic impact at low cost per shot, although its electrical consumption is gigantic. The convergence between nuclear aircraft carriers and electromagnetic weapons aligns with the plans already outlined by figures such as Admiral Ma Weimingresponsible for the PLA’s electromagnetic program, and represents a clear attempt to turn a flagship into a technological node capable of challenging US naval dominance in emerging domains. The operational dimension. TWZ analysts recalled that the future Type 004 air wing combines aviation advanced manned and drones large in size, creating a hybrid system Designed for offensive projection and situational awareness over an extended range. The integration of stealth drones like the GJ-11, heavy AEW&C aircraft like the KJ-600, and fifth-generation J-35 fighters would allow China to adopt an operating model closer to the American one: extended air-to-air combat, persistent surveillance, distributed electronic warfare, and deep strike capability. Added to this are the new amphibious ships Type 076 (also equipped with electromagnetic catapults to launch drones) that would complement the aircraft carriers with saturation functions, regional air control and operations support directed towards Taiwan or the South China Sea. The result is, a priori, a navy that, although still inferior in number to the eleven American supercarriers, closes the gap with a unprecedented speed. China and the new balance. In summary, Type 004 symbolizes a decisive strategic shift: China is no longer just modernizing its fleet, but aspires to equal the autonomy, technological capability and global reach of US aircraft carriers by combining nuclear poweredelectromagnetic weapons, high energy lasers and a new generation embarked aviation. The visible integration of the reactor module in Dalian confirm that Beijing seeks to operate a type of super aircraft carrier capable of sustaining prolonged ocean missions and powering futuristic systems that could redefine naval warfare. At the same time, the parallel development of another conventional model demonstrates a dual strategy that seeks volume and sophistication at the same time, quickly reducing the gap with the US Navy. In other words, China is moving towards a maritime architecture based on abundant energy and dominion of the electromagnetic spectrum, a change that forces us to completely rethink the global competition for control of the seas. Image | x, x In Xataka | The Fujian is officially China’s largest power catapult: Beijing already has a button to challenge the US Navy In Xataka | China has just tested the … Read more

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

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“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 world keeps asking for more F-35 fighters, but China has turned off the tap to build them

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He F-35 Lightning IIthe fighter more expensive and complex never built, is going through a critical point in its history. In September 2025, a report of the United States Government Accountability Office (GAO) revealed that all deliveries in 2024 arrived late, accumulating an average of 238 days late. Now, a leak has revealed that delays can multiply, and China plays a fundamental role. The problem of the largest military program. They remembered a few months ago on Insider that the 2024 delays had one main cause: the stagnation of the Technology Refresh 3 technology package (TR-3), an essential hardware and software update on which the block 4 modernizationalready with an extra cost of 6,000 million dollars and five years behind schedule. The paradox was that, despite maintenance failures, deficiencies in availability and costs that already exceed 2 trillion dollars Throughout its service life, the F-35 remains the cornerstone of American and allied air defense. More than 2,500 units remain in the Pentagon’s planning, while the current fleet is barely “operational” half of the time. More money. Lockheed Martin, its prime contractor, continues to receive incentives even for late deliveriesin a program that no longer only faces technical delays, but a much more structural threat: global dependence on its supply chain. A global network. The F-35 is, by definition, a multinational aircraft. Of the more than 1,200 devices manufactured to date, about 42% of its components are produced outside the United States, in an industrial network that involves more than twenty countries. The United Kingdom, the only Tier 1 partner, manufactures in Lancashire the rear fuselages of all the F-35s in the world, as well as their tails, ejection seats and part of the electronic warfare system code. Italy and the Netherlands assemble structures and optical systems, while Australia, Canada, Norway or Denmark provide fuselage sections, wings or specialized electronics. Germany, Japan and Israel also contribute critical parts: from fuel tanks to helmet-mounted visors. This ecosystem, which combines thousands of suppliers under a single oversight, has made the F-35 the largest industrial cooperation project of defense of the planet. The small print. But, despite the geographical dispersion, total control The United States preserves it: the Department of Defense and Lockheed Martin jealously guard it the source codemaintenance keys, stealth algorithms and the ALIS logistics system, without which no country can operate the aircraft independently. Each export includes clauses that maneuvers are prohibited joint with Russian or Chinese systems and allow Washington to supervise every flight, every review and every software update. You hunt like hotcakes. By 2025, Lockheed Martin has opted to reverse the narrative of delays with a figure that reflects both ambition and vulnerability: manufacturing 200 fighters in a single yearone for each working day. In its third quarter earnings call, CEO Jim Taiclet announced that 143 units had already been delivered, with an order book valued at 179 billion dollars, the largest in the company’s history. The boom responds to the global increase in defense spending, with European countries accelerating its rearmament and new buyers (such as Finland or Japan) incorporating the F-35 as the central axis of their fleets. The plane has become a tool deterrence and cohesion between allies, a symbol of interoperability under the umbrella of Washington. But industrial success hides a strategic fragility: the complex network of components of the F-35 depends, directly or indirectly, on materials that almost entirely come from Chinafrom rare earth magnets to elements for critical sensors, servomotors and actuators. Beijing’s silent weapon. Through a Wall Street Journal exclusive We have learned that, while Lockheed Martin celebrated its best year for deliveries, China moved its own parts with surgical precision. Beijing announced the creation of a system of “validated end users” (VEU) to regulate the export of magnets and rare earth metals: essential materials for both F-35 fighters and submarines, drones or electric vehicles. The plan, presented as a measure of trade opening after the tariff truce between Xi Jinping and Donald Trump, in reality aims to exclude any company from the flow of exports. linked to the military complex United States. In other words, the companies that supply the F-35 (from engine manufacturers to aerospace subcontractors) will be blocked, while supplies to civilian industries are prioritized. Strategic deterrence. With this system, Beijing can formally fulfill its promise of liberalize tradewhile suffocating the critical chains of the North American defense sector. The VEU architecture, inspired by the United States’ own export control mechanisms, turns industrial policy into a deterrent instrument strategic. The bottleneck. Chinese control over rare earths (70% of the extraction and more than 90% of the world’s processing) places Washington before a structural dilemma: Your most advanced hunting depends on a monopolized resource by its main geopolitical rival. Although the White House seeks to diversify sources through agreements with countries such as Kazakhstan, Greenland or Ukraine, replacing Chinese capacity will take years. In recent months, Chinese magnet exports to the United States fell 29%which has already begun to affect engine and guidance system manufacturers. If Beijing strictly implements its new system, it would not only slow down F-35 production, but could temporarily interrupt the logistics chain for maintaining fleets already deployed. In that scenario, the program that symbolizes Western technological supremacy would be conditioned by dependence on a strategic enemy. The paradox of a fighter. The F-35 was born as an emblem of interoperability and technological masterybut its evolution shows that military superiority is no longer measured only in radars or missiles, but also in access to mineralschips and advanced materials. As the world’s most expensive plane is assembled from parts manufactured on three continents and with magnets processed in China, its story becomes a metaphor for the 21st century: a war of interdependencies where each fighter that takes off carries within it a dose of global vulnerability. Thus, while Lockheed Martin tries to maintain its record pace of production and the Pentagon reinforces its leadership narrative, the real battlefield is being fought in the mines, laboratories … Read more

Volkswagen has presented its “most intelligent car to date” in China. The trick is that Volkswagen hasn’t done it

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Volkswagen prepares the launch of the ID. UNYX 08an electric SUV developed together with the Chinese firm Xpeng that will hit the market in 2026. For years, Volkswagen enjoyed a large presence in China. However, currently, firms such as Xiaomi or BYD have overtaken them to the right with their proposals and technology. The German group has had no choice but join forces with the Chinese Xpeng to continue competing in this very competitive market. And the greatest exponent of this alliance is this same car of which we are going to tell you all the details. Strategy to come back in China. The German brand has lost positions in this market since 2020, when electric vehicles began their massive expansion in the country. Now it is trying to recover the lost ground against local manufacturers such as BYD and Geely through this technological alliance with Xpengwhich provides its G9 platform and its connectivity and driving assistance systems. Design speed. The ID. UNYX 08 was completed in 30 months, a time that according to Volkswagen It is more than 30% lower than usual. This acceleration responds to what the company calls “Chinese speed”, a concept that reflects its need to adapt to the pace of the local market. The German manufacturer affirms having managed to “fully integrate into China’s automotive ecosystem” thanks to local alliances and its own research and development capabilities. The figures of the new SUV. The vehicle measures 5 meters long, 1,954 meters wide and between 1,672 and 1,688 meters high, with a wheelbase of 3,030 meters. These dimensions exceed those of the Xpeng G9, the model on whose platform it was built. It will be available in two configurations: a 230 kW rear motor or dual motor with 140 kW front and 230 kW rear. will ride LFP batteries from CATL, with a range of more than 700 kilometers according to the CLTC cycle, and will support 800-volt fast charging. Technology at the service of the Chinese driver. The ID. UNYX 08 will incorporate L2++ level driving assistance with the capacity for autonomous operation “from parking to parking” both in the city and on highways. It will also have OTA (Over-the-Air) updates and an artificial intelligence assistant based on advanced language models. Volkswagen presents it as “its most intelligent model to date.” The plan to get back into the fight. This SUV is the first of the two models agreed between Volkswagen and Xpeng in 2023. It will be assembled in collaboration with Anhui Jianghuai Automobile Group, a partner with which Volkswagen created its first joint venture in China in 2017 dedicated exclusively to new energy vehicles. The ID family. UNYX, which already includes the 06 (a compact SUV) and the recently unveiled 07 (an electric sedan), thus expands into the medium-large SUV segment. What’s at stake. For Volkswagen, this launch represents much more than a new product: it is a litmus test on its ability to compete with Chinese manufacturers in its own territory. The Asian market has become the main battlefield of electromobility worldwide, and the German brand needs to demonstrate that it can offer cutting-edge technology without losing its identity. We’ll see if the ID. UNYX 08 convinces drivers in China. If you do so, it will set the course of your strategy in the country. In Xataka | The “made in China” business of the DGT’s V-16 beacons: homologating the same product 24 times and selling it under different brands

It is proof that China has won the robot vacuum war

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Already it was seen coming for a long time: iRobot is sinking and bankruptcy is knocking on the door. The one that pioneered robot vacuum cleaners has been going through difficulties for years and their current situation is critical: they have admitted that they barely have cash to operate and there are no more ways to earn income. It looks very bad. what has happened. iRobot has published the third quarter results of the year and paint a very gloomy scenario. Revenue was $145.8 million, down 33% in the United States, 13% in EMEA (Europe, Middle East and Africa) and 9% in Japan compared to the same period last year. The serious thing, according to its CEO, is that due to “market difficulties, production delays and unforeseen interruptions in shipments” the use of cash increased and right now they only have 24.8 million dollars and no additional source of income in sight. Why is it important. iRobot was the one who started the robot vacuum cleaner market in 2002 with the first Roomba model. In 2016 They were market leaders. with a share of 64%, but the emergence of more competitors meant that the pie began to be shared more and more, reducing its portion. iRobot reached its peak valuation in 2021 and from there it was downhill and without brakes. In 2022 Amazon threw her a lifeline and tried to buy herbut regulatory problems in the European Union they caused the agreement to end up being diluted. Its fall is not only important because it was the company that inaugurated the sector, which made us call robot vacuum cleaners ‘Roomba’, it is also confirmation that Chinese companies have conquered the sector. Possible bankruptcy. In a document addressed to the Securities and Exchange Commission Last October, the company warned of its critical situation and opened the door to bankruptcy as soon as December 1st. The reason is that it has a credit agreement with The Carlyle Group and has two key requirements: to demonstrate that the company can continue to operate and to maintain a minimum of core assets, something they cannot currently meet. The problem is that they have already received two extensions and the deadline is December 1. They need another extension or sell the company, but they have no buyer. What’s wrong with my Roomba. In statements to The VergeiRobot says the company continues its daily operations, including support for its products. However, if the company closes and the cloud stops working, it will mean that the Roombas will lose their online connectivity. That is, they cannot be controlled from the mobile phone with the app, but they will continue to work using the buttons. It’s already happened. Even if iRobot goes bankrupt, its cloud services may continue for a while, the question is for how long. This is what has happened with Neato vacuum cleaners. The company closed in 2023 and their cloud continued to function, until a couple of weeks ago when they announced that they turned it off permanently. Neato vacuum cleaners only work in manual mode and it is no longer possible to use the app to control the robot or create cleaning routines. Image | Xataka In Xataka | Dyson is late to the robot vacuum party. Your ace in the hole is an AI that identifies and removes difficult stains

The automobile industry in China has broken a new record, and sales in Europe have not been the only ones that have contributed

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The Chinese automobile industry has reached an export value of 798.39 billion yuan (about 96.9 billion euros) in the first ten months of 2025, according to data of the country’s General Customs Administration. It is about an increase of 14.3% compared to the same period of the previous year, and this is one more example of China being one of the main vehicle exporting powers in the world. And it is that besides Europethere are already other markets of great interest for the country. A sector that drives foreign trade. While China’s total merchandise exports grew by 6.2% In this period, the automotive sector almost tripled that rate of expansion. Mechanical and electrical products accounted for more than 60% of the country’s exports, with automobiles and semiconductors as the main drivers of this growth. In October alone, vehicle exports rose 34% year-on-year. The role of electric and hybrid. Behind these figures are brands such as BYD, SAIC and Chery, whose electrified models have conquered new markets in Southeast Asia, the Middle East and Latin America. Although the Customs Administration has not broken down the types of vehicles exported, sector data suggests that electric cars and plug-in hybrids are largely responsible for this boost. China is moving its production towards higher value-added segments, and the automobile is a key piece of that strategy. Who buys Chinese cars. ASEAN (Southeast Asia) remains China’s largest trading partner, with a total trade volume of 6.18 trillion yuan (up 9.1%), according to the General Administration of Customs. The European Union followswith 4.88 trillion yuan and a growth of 4.9%. The figures once again highlight how emerging regions and traditional European markets continue to absorb a good part of Chinese automobile production, although with different dynamics. The weight of private companies. Private Chinese companies have also played a determining role in this growth. According to the official dataaccounted for 21.28 trillion yuan in foreign trade (imports and exports combined) during the first ten months of the year, an increase of 7.2% year-on-year. And in addition to the companies that have state protection, there are also private companies that are experiencing great growth thanks to their international expansion. Warning signs on the horizon. Despite the good time, October has marked a turning pointas China’s total exports fell 0.8% year-on-year, the first setback in several months. Some analysts attribute this decline to an already very high comparison base, since 2024 was a record year. Also to fewer working days due to holidays and, above all, to weaker demand from the West. In fact, trade with the United States fell 15.9% in the first ten months of the year, according to the same source. What’s coming. Automobile exports are expected to close 2025 above 2024 levelsalthough probably at a more moderate pace. Demand from abroad is beginning to cool and trade restrictions in some markets, such as Europe, are tightening for China. Even so, the country’s automobile sector continues to demonstrate a capacity for growth greater than the rest of its manufacturing industry. It remains to be seen how long he can keep up the pace. Cover image | Michael Fortsch In Xataka | I have tried the BYD circuit in China: an underwater YangWang, a 29 meter dune and a car that turns by itself

China has a plan to repeat with cars what it already did with cell phones. And that plan has already begun

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It is more than likely that, wherever you look, see chinese technology. Maybe it’s your cell phone, your tablet or your television. You may be surprised that your microwave with a Japanese or American name is actually made by a chinese company. Or your refrigerator, air conditioning, whatever. China has conquered the world of technology and that, at this point, does not surprise anyone. Nor will it be surprising that the Asian giant wants to get involved to the kitchen (literally) and, in the case at hand, even our garage. Because yes, China has been promoting a plan since 2015 to lead several key technological industries (which is what it means to be the largest producer of batteries in the world) and one of those industries is the car. And we are already starting to see it. From the mobile phone to the washing machine and the car China understood very quickly that the future of cars was not in combustion, a market largely led by a well-established European industry. but in electricity. China took a shortcut. The state subsidized every stage of the chain, from mines and loading docks to battery factories and start-ups. We have the clearest example in BYD, which went from manufacturing mobile batteries to being the spearhead of the Chinese electric car. The Chinese market, however, is very saturated. Despite its huge population, there are 150 car brands in the country, so competition is fierce. Thus, China began to look outwards. And it went very well. In 2023, China surpassed Japan as the world’s leading car exporter and the next logical stop was Europe. The Chinese proposal was simple: offer technology, design and autonomy at a much lower price than local and Western proposals. Spain was the gateway with companies such as BYD, OMODA, JAECOO, XPENG and MG filling dealerships, something that translates into a considerable drop in average prices of 12%. In just a few years, the market share of these brands has skyrocketed from 2% to 7%, a figure that rises to 14% if we take plug-in hybrids into account. You still have time to get your tickets for the gala Xataka NordVPN Awards 2025 on November 20 in Madrid! Join us and discover the best technological products of the year in a free event full of gadgets, humor and surprises. Advice offered by the brand And how is that possible? Because China has something that Europe does not have: total control of the production chain. They extract, produce, manufacture and assemble. They can also access affordable financing, free land and subsidiary energy. Companies compete under exceptional conditions with each other, encouraging price cutting and innovation. Not even tariffs can stop China’s advance. China, in fact, has not trembled when it comes to open factories on our continent to manufacture from within and, in the process, sow the seed of a more or less silent conquest. This is just a preview of a much longer report that you can see at the video on these lines. In Xataka | I have ridden a 100% autonomous XPeng Mona in a Chinese city. Tesla and Europe have a problem

In China they are deploying metal firefighters. Maybe they are more useful than robo-waiters

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China is obsessed with robots to the point that has made its development a priority. That interest goes beyond humanoid robotsand if something is being tested in the Asian giant, it is that, perhaps, we should put more interest in the ‘robodogs‘that in the’robowaiters‘. It all comes from a video that went viral a few days ago in which we can see a quadruped robot in the style of Boston Dynamics Spot helping to extinguish a fire: The video spread across several networks with comments of the style of “we should apply this soon in the West” and, living in a country where every summer hectares are burned without controlI can only think about how the priorities in robotics should be more focused on these types of devices than on continuing to make demonstrations while someone controlling the robots with a controller. Let’s go with the robot in question. One of the many Chinese robotics companies is Unitreebut this one is not like the others: it is about the new Chinese technological gem. Its humanoid robots are taking giant steps, but the firefighter robot is the Unitree B2. It is a modular robot to which emergency and rescue teams can attach a water cannon, a backpack that receives the supply of liquid or foam and a series of nozzles to launch a pressurized jet or disperse the water, depending on the situation. Also modules to enter buildings and evaluate the level of gaseslocate floodlights or carry supplies in difficult terrain thanks to its load capacity and reinforced joints. But this goes beyond a specific model and, as we say, is part of China’s strategy in robot development. Steel firefighters and the difference in mentality compared to the US Whether they have more or less autonomy, these robots allow something key: do not expose firefighters in phases of the operation that may be dangerous. For example, in conditions where the wind can be another enemy, causing the fire to spread uncontrollably. Also, although the robot is seen in the open field in the video, this tool is most useful in fires in buildings that can collapse due to flames. Beyond the Unitree model, there is a company that has been developing this type of robots for years, such as CITIC (with a caterpillar model similar to that of other crews) or DEEP Robotics (with another quadruped robot, the X30). And they are devices that are not only designed to be deployed in emergency situations, but also to patrol in critical environments. One of those sectors is the petrochemical sector. Shandong Shenchi Chemical Group account with “inspector” robots that constantly patrol the hallways of the production workshops. They have sensors that allow you to anticipate a potential problem, such as leak sensors, as well as video, audio and temperature analysis systems. The data they collect is analyzed in real time to make decisions and, if something happens, they are the first to carry out containment efforts. Obviously, the ones that attract the most attention are the robot dogs. Firefighters in cities such as Qingdao, Changsha they already have these new companions in arms that do not replace humans, but rather complement them. They are weapons against fire, but thanks to cameras, sensors and antennas, they can transmit all kinds of information in real time to the operators so that they can decide what is the best way to proceed. And there are not only robots: there are also drones connected to water cannons and armed with missiles that disperse foam to appease the flames. While robodogs are the ones that climb stairs and do work ‘inside’ danger, drones can reach the upper floors of buildings more quickly. Apparently, this is a win-win for everyone. Firefighters have new tools that help them do their jobs more efficiently, exposing themselves less to some dangers. The companies that build them sell these robots and China continues to push the narrative that they are leading the development of these devices. and there is market: HE esteem that the segment of fire extinguishing robots in the country it was about 100 million dollars in 2024 and will double by 2030. Within the Government’s technological development programs, the priority development of robots and other high-performance equipment for immediate use is contemplated, incentivizing companies to carry out the relevant innovations. because here China has a very specific vision and very far from the Western one: robots have to get to work right now. We have already seen companies that are acting as last mile delivery drivers for businesses, ‘releasing’ their robots in the subwaysharing cars with humans until they reach their destination. Also guide robodogs to help blind people. Because yes, there are already military forces here with robot dogs, but just as before they had remote-controlled drones to defuse bombs, for example. And the approach is very similar to what we are seeing with the development of artificial intelligence: while the US continues to develop and developmaking AI a capital issue for the country in terms of technological supremacy, and being tremendously expensive, China encourages its companies to create a AI that can be marketed as soon as possible. My colleague Javier Pastor I was commenting on this a few weeks ago.: While the US seeks to achieve AGI – artificial general intelligence -, China wants AI to be used in everyday life. In the end, the Asian giant is not alone in this and Japan is also testing the use of robots to extinguish fires that would be of great help in many other corners of the world. Images | Unitree In Xataka | A new unstoppable police robot patrols in China: it identifies targets, launches nets, gas bombs and almost never rests

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