china

China finally has a competitive desktop processor. Its problem is that it is six years behind Intel

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China has your own alternative to processors for PCs, servers and data centers made by Intel, AMD and other companies. Loongson is one of the few Chinese companies that can manufacture advanced microprocessors. We have been following it for several years because in the current climate of geopolitical tension it has acquired more relevance than ever, and there is no doubt that its cruising speed is high. At the end of December 2022 this company launched its CPU 3A5000 32 corea general-purpose processor with LoongArch microarchitecture implemented by this company on the MIPS architecture. And in February 2024 it presented its LS3C6000 server processor, a CPU with DragonChain technology that could be scaled up to 64 cores. Its latest milestone is not the presentation of a new chip. The reason why we have decided to talk to you again about this Chinese company is that just a week ago it confirmed that it has distributed more than one million units of its flagship desktop processor, which represents a milestone in China’s efforts to build a self-sufficient semiconductor industry. The 3A6000 CPU has been designed and manufactured entirely in China Loongson implements its processors on the MIPS architecture, but the microarchitecture of these chips has been expressly designed by engineers at the Chinese Academy of Sciences. By not using x86-64 or ARM architectures, this company has been able to continue refining its designs without being conditioned by US sanctions. Be that as it may, Loongson is dedicated to the design of microprocessors, but does not have the capacity to manufacture them itself. China recently had no alternative to US-made CPUs SMIC takes care of this (Semiconductor Manufacturing International Corp), what is the largest semiconductor manufacturer from China, in the same way that TSMC produces the integrated circuits designed by AMD, Apple, NVIDIA or Qualcomm. According to the publication Fast Technology, the third generation of Loongson chipsto which the 3A6600, 3B6600 and 3C6600 CPUs belong, has a performance comparable to that of the 12th Intel Core and 13th generation. Curiously, according to Fast Technology, the 3B6600 model in particular is the one that rivals these Intel CPUs and comparable AMD proposals. In fact, according to SCMP Loongson herself has acknowledged that the performance of her desktop processors is comparable to that of Intel chips launched around 2020. Six years is a long time in this sector, but it is important that we do not overlook that China recently did not have any alternative to US-made CPUs. This achievement by Loongson is part of Beijing’s effort to channel resources to reduce China’s dependence on foreign semiconductor technology. However, this strategy has been accelerated in response to restrictive export controls Americans who limit China’s access to advanced chips, integrated circuit design software and next-generation semiconductor manufacturing services. It will be interesting to see if Loongson finally catches up with Intel and AMD. Image | TSMC More information | SCMP In Xataka | China takes off in quantum computers: it already has the first dual-core and 200 qubits on the planet ready

China was supposed to be behind in chip-making equipment. Now its engraving technology is the standard and even TSMC uses it

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Gerald Yin Zhiyao is the president and CEO of AMEC (Advanced Micro-Fabrication Equipment China), one of the largest chinese companies specialized in the design and production of the equipment involved in manufacturing integrated circuits. During a roundtable held at the end of July 2024 this veteran executive maintained that Chinese chip manufacturing equipment was at that time between 5 and 10 years behind its most advanced competitors in terms of quality and reliability. Yin Zhiyao is one of China’s leading experts in semiconductor production equipment manufacturing. He has not hesitated on several occasions to publicly adopt a critical stance when assessing the degree of development of the Chinese chip manufacturing machine industry, which is why his statements tend to be interesting to say the least. And the one he did last Sunday on Chinese state television, and which has been picked up by SCMPit was. According to Yin ZhiyaoAMEC’s ​​plasma etching technology has established itself as a standard in the integrated circuit industry and has been adopted by its major international rivals. In fact, according to the founder of AMEC, TSMC, the Taiwanese company that leads the chip manufacturing marketuses some of its machines in its production chain. It may seem like bravado, but it doesn’t have to be. It makes sense for TSMC to use semiconductor processing machines designed and manufactured by AMEC. What China has and what it doesn’t have Much of the sanctions deployed by the US Government seeks to put out of reach of Chinese companies the most advanced chip manufacturing equipment available on the market. In this scenario Yin Zhiyao holds something very reasonable: the US bans have accelerated the development of China’s semiconductor industry. In fact, at the end of 2023 the Xi Jinping Administration handed over to its main companies that are dedicated to the manufacture of semiconductor production equipment no less than 41 billion dollars. Photolithography and etching are two different stages that are repeated dozens of times during chip manufacturing Despite this effort, China still does not have extreme ultraviolet photolithography (UVE), which are suitable for manufacturing cutting-edge chips. At least not in large scale production. What it does have, as the head of AMEC states, are the engraving machines (etching) involved in the production of advanced integrated circuits. These devices are responsible for removing material from the exposed areas in order to physically sculpt the circuits on the silicon wafer. In this context, it is important that we keep in mind that photolithography and etching are two different and consecutive stages that are repeated dozens of times during chip manufacturing. Photolithography aims to transfer the geometric pattern that describes the circuit from a mask or template to the surface of the silicon wafer using extreme ultraviolet light. This is the stage that ASML machines on the edge nodes solve. Immediately after, the engraving process takes place, which can be wet or plasma. This last variant bombards the surface of the silicon wafer with an ionized gas that produces a plasma. This is precisely the process carried out by AMEC machines. Image | TSMC More information | SCMP In Xataka | China has responded to the US with a milestone: it already has an AI model capable of running on GPUs with different architectures

22% of the electric cars we buy in Europe are produced in China. It’s just the tip of the iceberg

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One in five electric cars purchased in Europe are Chinese. Chinese of origin, but it does not mean that their manufacturers are Chinese. However, it is a fact that does not explain the entire story. Chinese companies continue to gain ground in Europe and tariffs are clearly not slowing down their expansion. 22%. The data is brought Benchmark Mineral Intelligence in a report explaining how much ground Chinese manufacturers are gaining in Europe. According to them, 22% of the electric cars that have been purchased in Europe between January and April 2026 come from China. The figure is striking because it grows compared to the 19% that was registered last year. But, above all, because it grows by 27% compared to the same period in 2025. In the first four months, 400,000 electric cars from China were sold in Europe. Chinese and non-Chinese. As we said, the data includes all the electric cars that we have bought in Europe arriving from China. This is relevant because the European Union imposed tariffs to the cars that came from there alleging that the Chinese manufacturers are financially doped and that they do not compete on equal terms. But those trade barriers They also prevailed over European manufacturers who bring their cars from China. Tesla also suffers from it with every Tesla Model 3 sold in Europe. The consequences of these policies have been especially harmful for Seat SAwith a Cupra Tavascan that has barely been sold and that has had to eat the tariffs to be able to have a competitive price. Duty? As we pointed out, the European Union already imposed a 10% tariff on all cars that arrive from China to our market. Defending that many of the brands that came to play on price, They imposed new specific trade barriers for each brandpunishing more those who, in their opinion, had received the most aid from the State or had collaborated the least with the investigation. Rodhium Group shows that they have had a limited deterrent effect over time. When they were lifted in October 2024, China had exported 44,000 electric cars to Europe in a single month. Immediately, the figure plummeted but in February the same sales level was reached again in Europe. But, in addition, the number of plug-in hybrids has skyrocketed. While the sale of purely combustion cars from China has grown, the plug-in hybrid has experienced brutal growth, going from 7,000 units in October 2024 (when the tariffs were applied) to 26,000 units in February 2026. Among the best sellers. In addition to these general market figures, some Chinese manufacturers have managed to make a breakthrough in the markets where they have the most hope. They collect in Autovista24 that BYD was the fourth company in Europe that sold the most electric cars between January and March 2026. Its market share in this space reached 6.8% and is only surpassed by Volkswagen, BMW and Tesla (the latter with 7.3% and BMW with 7.4%). BYD is also, of course, the one that is growing the most, marking 154.7% more sales than last year in the same period. Among the 10 best-selling electric cars in Europe, the Leapmotor T03 It also sneaks into the list. If we look at plug-in hybrids, BYD has the best-selling model. The BYD Seal U is the car with this mechanic that has placed the most units on the market between January and March 2026 with 21,494 units. He is followed by Jaecoo 7 with 17,434 units. And BYD manages to place Atto 2 as the tenth best-selling plug-in hybrid in Europe. The market share. In global terms, S&P Global points out that in 2025 the market share of Chinese manufacturers in Europe was 5.8%. But Automotive News points out that last March, when Chinese manufacturers broke their export record to Europe in terms of volume, the market share already shot up to 9.41%. If we talk about quota, the record from December 2025 (9.48%) still stands. The vast majority of analysts assure that these figures will continue to grow over the years. In S&P Global They believe that by 2035 the market share of Chinese manufacturers will reach 15.5%. Because? What we are seeing, according to analysts, is the tip of the iceberg. BYD is a good reflection of how China has discovered a loophole through which to enter Europe. The brand came with the idea of ​​bringing only electric cars, it tried the BYD Seal U in its plug-in hybrid version and has discovered that it is a success. The Chery Group has not hesitated to bet on this technology. Geely has also come up with a plug-in hybrid upon arrival. And the same thing happens with Deepal, from Changan. These cars have no tariffs and it allows them to gain market share because they can push their prices much higher. In addition, it allows them to give a relatively easy exit to cars that are overproduced for the Chinese marketwhich has slowed down and is beginning to see itself unable to assimilate more growth in its sales. Without forgetting that more and more companies are looking for produce in Europe or Türkiye to skip tariffs. BYD will manufacture in Hungary and in this last country. The Group Chery already operates in Barcelona. Leapmotor will also do it in Spain and everything indicates that the number of models will increase destined for our country. Xpeng already uses factories in Austria. And one fact: S&P Global It anticipates that 44% of the Chinese cars we buy in 2035 will be manufactured in Europe or Türkiye. Photo | In Xataka | The plug-in hybrid is China’s Trojan horse: we looked at the electric car and its great weapon was the combustion engine

China just gave them a much more ambitious mission

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Every time we ask something of an AI, the scene seems almost invisible: we type a sentence, receive a response, and move on. But behind that apparent lightness there are buildings full of servers, cooling systems running tirelessly, and an electricity demand that does not stop growing. The cloud, no matter how much we call it a cloud, has ground, cables, heat and consumption. And precisely for this reason an idea that not so long ago sounded like a strange experiment is beginning to make sense: removing part of that infrastructure from land and taking it to the sea. China is already taking it to the commercial field. MERICS notes that the country has presented the first commercial underwater data center in Hainan and a module powered by offshore wind energy in Shanghai, two movements that point in the same direction: to see if this architecture can stop being a technical oddity and become a usable piece within its digital deployment. The novelty is not only in submerging servers, but in presenting them as a possible response to three tensions that already weigh on the AI ​​infrastructure: energy, cooling and land. Hainan is the first piece of that leap. Pilot testing of the Hainan underwater data center began in 2023, first with storage services for the island’s free trade port and telecom operators, before expanding to cloud and AI companies. The project does not play in the league of large terrestrial data centers, but it does have sufficient scale to stop being a simple model: each cabin is located 35 meters under water, has 24 racks and can house up to 500 servers. Its value is precisely there: demonstrating that China is trying to turn an experimental idea into real commercial infrastructure. Shanghai as an energy showcase. If Hainan represents the commercial leap, Shanghai adds the piece that makes the story more ambitious: direct integration with offshore wind energy. This project is facing Lingang, where CGTN places an underwater platform already operational and directly connected to a nearby offshore wind farm. The total planned investment is 1.6 billion yuan, about 235 million dollars according to that source, and the installation is based on a pilot phase of 2.3 MW, while the complete project is planned to reach 24 MW. Refrigerate without fighting against the environment. That is the technical promise that explains much of the interest in these underwater data centers. The Chinese state media recalls that terrestrial facilities can dedicate up to 40% of their electricity to cooling, a problem that is especially visible when we talk about increasingly dense racks. Under the sea, the idea changes: take advantage of water as a natural heat sink. In Shanghai, for example, the average sea temperature is around 15 degrees Celsius. The other half of the equation is energy. The Shanghai center is connected by a photoelectric composite cable to a 200 MW offshore wind farm, with more than 50 turbines, and more than 95% of its electricity comes from renewable energy. If the project reaches full scale, it is estimated that it could save 61 million kWh per year and significantly reduce its carbon emissions. There are challenges too. MERICS warns that these data centers pose significant challenges: sealing modules, dealing with seawater corrosion, operating in a high-pressure environment, and assuming that maintenance may require bringing entire modules to the surface. This is no secret. Accessing submerged hardware in the event of a failure is one of the most sensitive points. Microsoft had already tried the path. The best known antecedent is Project Natickan initiative with which Microsoft submerged a data center off the Orkney Islands, in Scotland, and recovered it in 2020 after two years of operation underwater. The test served to demonstrate that the idea could work technically.but it did not end up becoming a commercial line. Reading is not a magic solution. As we can see, China is trying another way of dividing up the pieces of the problem. Hainan shows attempt to bring underwater data centers into commercial arena; Shanghai adds a broader ambition, connecting them with offshore wind energy and directing them towards increasingly demanding loads. Undersea data centers seemed like a technological oddity. Now, at least in China, they are beginning to look like an industrial bet with a much more ambitious mission. Images | Shanghai Hailanyun Technology In Xataka | There is a battle to have the AI ​​model that programs best. And a good, pretty and very cheap rival has appeared in it: Cursor

The joint mission between Europe and China is already in space. The really important thing comes now

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Finally, despite the postponement last April, SMILE has been launched successfully. The mission that unites China and Europe To study how the solar winds interact with the Earth’s magnetosphere, it departed from the Kurú Space Port, in French Guiana, at 03:52 GMT (05:52, Spanish peninsular time). He has at least 3 years of work ahead of him, but before starting his work he must take some preliminary steps. Journey to final orbit. During the first 25 days of the mission, SMILE You must start your engines 11 times. This will allow it to gradually lengthen its orbit around the Earth’s poles, until reaching 121,000 km above the North Pole and 5,000 km above the South Pole. Once in its final orbit, around June 13, it will be time to tune up all its instruments. The final deployment. Remotely, from Earth, mission engineers will check that all SMILE instruments are working properly. For that, some must change their conformation. Specifically, it will be necessary to deploy the magnetometer arm and open the X-ray camera shutter and the UV camera cover. Each of these points is essential for the proper development of the mission. The first images. Once the experiments have been verified, SMILE will begin its work. The first images will be sent to Earth for analysis three months later. The mission. SMILE will study the interaction of solar activity with the shield that the Earth uses to protect itself from it. Although other missions have carried out similar tasks, it will be the first time that global images of this interaction have been taken, both in X-rays and ultraviolet. This will give us better knowledge than we currently have about solar storms and how they affect our planet. And not only They draw us beautiful auroras in the sky. They can also affect telecommunications, sometimes worryingly. It is important to understand them and know how to predict, as far as possible, the harmful effects they could cause. At least three years. The nominal duration of the mission will be 3 years. This means that it is designed to achieve your main objectives in this time. The economic investment of the European and Chinese space agencies has focused on guaranteeing this duration. However, that does not mean that within three years the ship will be deorbited or that all its instruments will be turned off. If it continues to function properly, its useful life could be greatly extended. The case of Cluster. Cluster it was a mission ESA whose objective was also to measure the Earth’s magnetic environment. In a way, it could be considered a predecessor of SMILE. It was launched in 2000 and remained active until 2024. However, Its nominal duration was initially 2 years. Once the retirement date arrived, it was found that Cluster was completely fit, so it was decided to invest in it for much longer. Maybe something similar will happen with SMILE. For now, we will have to go step by step. To begin with, it must reach its operational orbit. Once there, the magic begins. Or rather: science. Image | THAT In Xataka | The Webb and Hubble telescopes simultaneously observed Jupiter’s auroras. The problem is that they didn’t see the same thing

In 2008 China was installing metro stations in the middle of nowhere. In 2026 we have discovered how naive we were

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Last year it moved a video which showed that, when it comes to building construction, China looks far ahead of those sacred five-year plans. In fact, something fascinating happens in Beijing: you can find an empty subway entrance where there is no development, a wasteland. The reality is different, because if you return to the same place a few years later, the photo is completely different. Yes, China is an expert in long-term planning. For decades to come. The Chinese urban expansion of the last twenty years has consolidated a structural feature: infrastructure (particularly the metro) is built before the city exists that will do. This deliberate advancement produces a phase visible “empty”: stations buried in open fields, access through weeds without streets or commerce, deep deserted platforms under soils without residents. However, for the Chinese State this phase is not a failure but a transitory state within a horizon of 10–20 years where infrastructure precedes to induce and anchor the development that will come. The called “ghost cities” (from Lanzhou New Area to Xiongan) are less a symptom of error than an intermediate frame of a long temporal script that assumes that urbanization is safe even though its sequence is asymmetrical: first the subway, then the people. Station as a lever. The data from a Wuhan study show that the simple fact of having a metro nearby sharply increases the value of commercial premises within a radius of up to 400 meterseven if there is no city around yet: the line works as a future proof that can be monetized. On a large scale, since 2008 the State launched a wave of new cities and networks (thousands of kilometers of metro in a few years) that reduced congestion and attracted investment. But this anticipated layout was not always accompanied by schools, hospitals or good last-mile connections, which stopped people from leaving the saturated centers and extended the phase in which the new areas seem empty. The infrastructure came first… and the city took longer to appear. First there was the stop, and then Chongqing The Chongqing case. Possibly the most publicized. Caojiawan (the “nowhere station”) condensed the thesis in image: hidden accesses among weeds without streets or residents, surveillance of the viral world, and employees recognizing minimal use “for now” with the central argument of planning: the lane anticipated the neighborhood. Chongqing reinforces the pattern with its deep engineering (Hongtudimore than 60 meters and extension to more than 94), the extreme intermodal connection and the overinvestment in topology before demand. At the city scale, the same pattern runs through its network of viaducts and lines: radically anticipated infrastructure to induce future urban trajectories. Lanzhou New Area Map Ghost cities as a phase. Lanzhou New Area (with razed mountains, free zones, artificial lakes and replicas of monuments) first went through years of silence and then through a slow awakening, with the arrival of people in dribs and drabs, although there are still doubts about the figures. Urban planners who have followed its evolution maintain that calling a “ghost city” is to confuse a phase with the final destination: these projects are conceived for 15–20 yearsnot to be judged at 3–5. In other words, the State does not build for the present, but for the moment when transportation connects, density closes and the population crosses a certain threshold. From that perspective, the initial emptiness does not clash with the bet, it is simply part of the planned schedule. Between ambition and sustainability. Bloomberg recalled a while ago that the model has a cost: most meters they are not profitablethey increase the debt of local governments and there is a risk of building more than necessary in medium-sized cities. The national authority first relaxed the requirements (asking for less population to authorize lines) and then tightened them again and stopped projects, realizing that what helps create value can also sink finances. Various analysts have pointed out that in many places the subway was chosen “out of inertia”, when solutions such as a good bus system with a reserved platform could have provided almost the same with much less debt. The dilemma is no longer whether there will be extensive networks (because they already exist) but whetherat what point to invest in advance it stops being a gamble and becomes a burden. From building to operating. Once built the physical networkthe main problem is no longer digging tunnels but making that work well. There are a large number of stations with a single entrance that get stuck, long and poorly resolved transfers, lack of large connection points between lines and absence of tracks prepared for fast trains to overtake slow ones, because these decisions were not thought out from the beginning. The same logic of “first we build and then we’ll see” now causes circulation problemssecurity, accessibility and response to extreme rains as shown by the Zhengzhou case. They counted in The Guardian that to go from “building fast” to “running well” it is necessary to redesign with the traveler’s experience in mind, not just that of the construction engineer. The temporary strategy. In short, China has turned into a norm an idea that inverts the usual order in the West: the subway is not built because there is already a city, but so that the city ​​exists after. The station tickets today empty are, in their logic, the first material step of future neighborhoods, within a plan that assumes long deadlines and accepts periods of emptiness as part of the price of forcing urbanization. The risk is in the financial cost and in going from “building” to “making it work”, but the advantage is be able to capture value and shape the city in advance. What to today’s eyes seems like an unproductive excess, on a twenty-year scale is only the first phase. A version of this article was published in November 2025 Image | Luke PusateriLanzhou Government Bulletin System, Unusual Places In Xataka | There are skyscrapers so monstrously tall … Read more

The most advanced ship China has ever built doesn’t know if it’s an aircraft carrier or an assault ship. And that’s exactly what makes it dangerous

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Some time ago we knew the existence of the Type 076a warship very suitable to take the recognition of the most advanced that China has ever built. After completing his training maneuvers, he recently was seen crossing the South China Seaquite turbulent waters from a geopolitical and military point of view. And of course, having a 40,000-ton giant there does not go unnoticed. Your own category. The Sichuan is technically an amphibious assault ship, designed to transport troops, armored vehicles and all types of vessels. But to call it just that would be an understatement. With a full-length flight deck, a double-island superstructure and, above all, an electromagnetic catapult Capable of launching conventional fixed-wing aircraft, this ship also functions as a light aircraft carrier. In this way, you could say that the Type 076 is in a category of its own. It is a category of its own, a hybrid between an assault ship and an aircraft carrier that can operate fighters like the J-35the latest generation Chinese stealth, as well as drones and helicopters. Its length is around 260 meters and can house up to 1,000 navy soldiers. Your catapult. Most of the amphibious ships that exist in the world can carry aircraft, yes, but only those with the ability to take off vertically or over very short distances, such as the American F-35B. The Sichuan does not have this limitation, since its electromagnetic catapult, between 100 and 130 meters in length, is of the same generation as that of the aircraft carrier. Fujian and equivalent to the technology that the United States has developed for its latest superaircraft carriers. This gives it unparalleled versatility for a ship of its type and a much greater operating margin in terms of load, range and armament of its aircraft. Electrified. The Sichuan propulsion system it’s electric. Of course, to power it, two 21 MW gas turbines need to be combined with six 6 MW diesel generators, which gives a total power of about 78 MW. This design is used both to power the propulsion motors and also to manage the energy peaks demanded by the electromagnetic catapult. This type of engine has several advantages over conventional diesel, including faster starting, greater operational flexibility, less vibrations and a smaller underwater acoustic footprint, making it more difficult to detect. Testing in the most tense place in the world. The Chinese Navy confirmed At the end of April, the Sichuan had set sail for the South China Sea to carry out its first tests in waters other than those of its base. Zhang Junshe, military expert, counted to the Global Times that it is “rapid and efficient progress” that brings the Sichuan closer to its official commissioning. The previous tests that we reported on last year were carried out in waters near Shanghai, where they evaluated the stability of the propulsion system and electrical systems. Now, in the South China Sea, it is time for something more demanding: complex climatic and maritime conditions, high humidity and variable waves, an environment that will help them validate flight operations, amphibious maneuvers and test the performance of their combat systems in real conditions. A whole birthday has come together. The Sichuan reached the South China Sea at the same time that the United States, the Philippines, Japan, Australia, Canada, France and New Zealand began the Balikatan maneuvers, a set of military exercises that are carried out annually and involve nearly 19,000 soldiers, according to Admiral Samuel Paparo, head of the US Indo-Pacific Command, before the Senate Armed Services Committee. In addition, the Chinese aircraft carrier Liaoning He also headed towards the same sea those days. And of course, in the face of such deployment, there are many who think that China is carrying out a calculated show of force in waters that it claims for the most part as its own, and where precisely it has open territorial disputes with the Philippines, Vietnam, Malaysia and other countries in the region. What comes next. Once these tests in the South China Sea are completed, the tests should include integrated operations with embarked fighters, helicopters and amphibious forces. When all test cycles are complete, the Sichuan will be ready to enter service with operational combat capability. Junshe counted told the Global Times that the ship’s construction speed is “considered fast” and reflects China’s increasing maturity in building large warships. Cover image | Xinhua In Xataka | China is manufacturing missiles at an unprecedented speed. And the final objective is not Taiwan, it is another island 3,000 km away

Without state aid, China feared that electric sales would plummet. Until the Hormuz crisis arrived

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It seemed that the market was retreating but, perhaps, what it was doing was taking a breath to come back much stronger. Never before in China have plug-in and electric hybrids, known as “new energy” cars, had so much weight. Last April, a new record was broken that only confirms where the future of its industry lies. Record. 61.4% of the cars sold in China last April they were “new energy” vehicles. This is the category used by the Chinese State to talk about plug-in and electric vehicles. Its market penetration is the highest in the country’s history. The figure is almost 10% higher than last year, despite the fact that sales have fallen. This means that gasoline-powered vehicles have collapsed and that the customer is already beginning to massively accept the plug-in vehicle as the car of the future. a collapse. It is the word they use in CarNewsChina to refer to the drop in sales of internal combustion cars. And, according to data provided by the China Passenger Car Association (CPCA), the sale of combustion cars has plummeted by 37% compared to the previous year and 33% compared to the month of March. Media like Jiemian They point to a clear cause of this trend: the price of oil. Last April, sales of cars with internal combustion engines were reduced by 530,000 units. The drop is undoubtedly influenced by a rise in the price of gasoline. The State has tried by all means to mitigate the impact on the consumer and the industry. In their market planning, the extra cost at the pump has been cushioned but, as they point out in Reutersgasoline and diesel are close to reaching all-time highs. Thank goodness. In Reuters They assure that China is the country that is best saving the oil crisis due to its diversified purchases but also due to the intensive use of electric cars. According to the Chinese media 36krIn 2024, China was already saving more than 400,000 barrels of oil per day thanks to its electric cars and represented a saving of 12% of its imports of this product. They explain that, although crude oil imports increased in 2025, this was due to an acceleration in the industry but electric cars helped mitigate the impact on purchases. Relief is key given the constant interruptions in regular supply of the countries near Hormuz. And it is that China has Russia as its main supplier but Saudi Arabia follows as second. A powerful track. So far this year, overall car sales in China have declined and especially “new energy” cars have been in the spotlight. Without the support of the State with purchase aidits sales have fallen by 17% but indications are that the oil crisis is helping the market rebound. In April, the drop in these cars was 6.8% while global sales fell 21.5%, both data compared to the same period of the previous year. In the first 10 days of Maysales of these cars have decreased by 13% compared to last year but have grown by 27% compared to the first 10 days of last April. Without state aid, car sales in China have fallen, underscoring the country’s historic problem in encourage family consumption. However, it does make it clear to us that the slowdown between plug-in hybrids and electric vehicles is being less than that of the rest of the technologies despite the fact that the State has stopped pushing. A backup. The movement towards electric vehicles is an endorsement of the policies of the Chinese state. With the economy managed with five-year plans, China has been building a base for more than two decades to be dominant with the Chinese electric car. He attracted knowledge by giving up landhas built a solid foundation in the supply chain and now Their brands already dominate the local marketthe largest in the world. But they have also given a lesson that is beginning to be seen outside their borders: the electric car is a good tool to alleviate the complications of the oil market. On a day-to-day basis, the savings by charging an electric car at low power are very high. If the price of gasoline rises, the savings skyrocket. Beyond China. Aware of this, China has put the turbo into its exports. BYD (which only sells plug-in vehicles) has broken a new shipment record. They are at the perfect time to enter the market with their low ranges but also offering electric cars at very competitive prices. Especially among plug-in hybrids. At the moment, most of the sales of Chinese cars in Europe are low-end cars with combustion engines. This already helps them penetrate the market, gain share and begin to be seen by new potential clients. But, also, its plug-in hybrids do not pay tariffs. This is allowing them to compete on price with Europeans and in countries like Spain, where it is considered the main purchasing value for a large part of the market, it is key. For example, a fact: so far this year, five of the 10 best-selling plug-in hybrid cars in Spain they are Chinese. Photo | INC and BYD In Xataka | An electric car is 54% cheaper to maintain than a combustion car. And it may not compensate because the data has a trick

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

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