clear

BYD CEO is clear about why the company is losing steam in China

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Wang Chuanfu, president and CEO of BYD, has publicly acknowledged for the first time the reason behind the company’s sales decline in the Chinese market. During an extraordinary shareholders meeting held on December 5 in Shenzhen, the CEO bluntly admitted that the manufacturer has lost the technological advantage that differentiated it from the competition. According to local media, Wang said that they had lost that ‘wow factor’ in the domestic market, in reference to the impact that their innovations previously generated. The underlying problem. The local media China Securities Journal collected the statements of the head of BYD, who stated that the drop responds to two main factors. On the one hand, he admits that BYD’s technological advantage is no longer as pronounced as in previous years, which has reduced the surprise effect of its products in the market. On the other hand, the CEO acknowledged that unresolved practical problems persist, such as the slow charging speed of its vehicles in low temperature environments, a critical aspect for users in certain regions of China. The numbers confirm the trend. In November 2025, BYD sold 480,186 new energy vehiclesthe highest monthly figure of the year, but which represented a decrease of 5.25% compared to the same month in 2024. It is the third consecutive month of year-on-year decline. Domestic sales were particularly weak, at 348,300 units, a drop of 26.81% year-on-year. In contrast, exports exceeded 100,000 units per month for the first time, reaching 131,700an increase of 297% that has become the company’s main growth engine. We have already seen how they have broken into Europe. For BYD and the rest of the Chinese manufacturers, it is important to continue consolidating their foreign business for two main reasons: to continue feeding their factories and to increase their profit margins in the face of a China that seems to live in a constant price war. The competition tightens. Chinese manufacturers such as Geely, Changan and Chery They have intensified their offensive with efficient hybrid and more affordable electric models, eroding their market share. Furthermore, the homogenization of products in the industry has made it difficult for BYD to stand out like before. In September 2025, SAIC Motor even temporarily surpassed BYD in monthly sales, according to they counted from CarNewsChina. BYD’s response. Wang Chuanfu hinted that the company is preparing “heavy technologies” that will be announced soon, although it did not offer details. The CEO stressed that BYD’s strength lies in its team of approximately 120,000 engineers, who will be key to regaining technological leadership. The company plans to intensify its investment in electrification and smart technologies over the next two to three years. Self-criticism included. Wang also made an exercise in self-criticism by admitting that favorable market conditions in previous years generated a certain complacency in the areas of marketing and merchandising, as they point out from CnEVPost. And now what. BYD revised its global sales target for 2025 downward, from 5.5 million vehicles to approximately 4.6 million. Between January and November, the company accumulated 4,182 million units soldwhich represents 90.9% of the adjusted objective and a growth of 11.3% year-on-year. Figures that contrast with the spectacular expansion rates of previous years: 218% in 2021, 209% in 2022, 62% in 2023 and 41% in 2024. Stella Li, its vice president, already warned us during the Xataka Awards gala We will soon have very interesting news from the manufacturer. So we can only wait to see what the firm’s strategy will be to alleviate the effect of competition. In Xataka | The world’s rare earth reserves, laid out in this graph showing the brutal dominance of a single country

direct aid for the purchase of electric cars with doubts to clear up

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New year, new help. That is what the Government has presented with the Auto Plus Plana project that replaces the MOVES III Plan and the discomfort with which the consumer has encountered until now if he wanted to receive aid to buy an electric or plug-in hybrid car. The aid plan is part of the Spain Auto 2030 Plana broader and more ambitious project in which 300 million euros in aid are also contemplated to promote the installation of charging points and the confirmation that another 580 million euros will be available to launch industrial activities with the PERTE VEC designed to promote the production of vehicles and automotive-related components in our country. Regarding aid, the Government will make up to 400 million euros available to buyers starting next January 1, 2026. It will do so with direct intervention in them, so this time the budget will not go through the Autonomous Communities, one of the main criticisms that consumers and manufacturers have been making for some time. What can we expect from the new Auto Plus Plan With almost two years of delay, it seems that we finally have a date for the electric car buyer in Spain to receive a discount just at the time of formalizing the purchase of the vehicle. And it is that in February 2024the Government committed to having this new deal available in the next aid package to be approved. In December of that year, without reaching an agreement, the Executive confirmed that MOVES III Plan funds were expanded with the same conditions as until now. In January 2025 the scare came: the omnibus decree that contemplated aid fell and the funds with him. days later would be reactivated with a new vote in the Congress of Deputies. Now, the Government assures that from January 1, 2026buyers of an electric car will have the funds available at the time of purchase. That is, at the promotional price they can discount the help they should receive for buying an electric or plug-in hybrid car. The presentation has not mentioned what the discounts will be, which, until now, are the following: Electric cars and plug-in hybrids with 90 or more kilometers of autonomy: 4,500 euros guaranteed discount and an additional 2,500 euros if a car that is more than seven years old is scrapped. Plug-in hybrid cars with more than 30 and less than 90 kilometers of autonomy: 2,500 euros guaranteed discount and an additional 2,500 euros if a car that is more than seven years old is scrapped. It has also not been confirmed if these aids will be available for kilometer 0 and pre-owned cars, a modification that applies from 2023. Or the price ceiling to which these aids are applied, which, until now, has been 45,000 euros before the application of VAT. What is certain is that the funds will not be transferred to the Autonomous Communities, such as It had been happening with the successive MOVES Plan. In that case, each region received some funds, which caused a buyer to find that their Autonomous Community lacked them and in other cases there was availability. But, also, bureaucratic obstacles are eliminated that required documentation to be presented in each region in a different way (in some areas it was mandatory for the beneficiary to present it and in others it was allowed for the concessionaire to manage it). Likewise, waiting times to receive aid should be completely eliminated, in some cases reaching 18 months and which have taken manufacturers to advance aid to the buyer with credits of up to 7,000 euros at 0% that had to be returned as part of a last installment or an intermediate installment after 18 months. Photo | European Union on Wikimedia 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

Porsche is approaching a turning point in its history with the electric 718. And they are very clear on who to look at: Hyundai

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In September 2019, Porsche finally presented the Taycanits first fully electric car. Well, we should better say something like “the first electric car of the modern era of Porsche“Be that as it may, the truth is that the car was a meteorite in the sports car industry. With the Porsche Taycan, the Germans had a statement of intent on their hands. With him they showed that their pulse was not going to tremble with that launch an electric car on the market no matter how much tradition and history it had behind it. Furthermore, they showed that they were one step ahead of the competition. With that electric car they could achieve scandalous figures… and dizzying sensations. Although we could expect modest sales, the truth is that the car achieved the embrace of the public and a very high volume of purchases. The cruising pace encouraged the company to think that yes, they had a market to exploit. Together with the strategy of a business group that is governed by European emissions regulations, it seemed clear that the majority of Porsche cars They would end up being electric sooner or later. The question is whether the Porsche Taycan distorted the strategy to be followed. The great success of a flagship model, exotic and far ahead of the rest of the market, did not have to anticipate a generalized embrace of this technology in all the company’s cars. The electric Porsche Macan, that once offered a V6 in one of the brand’s entry cars, it seems a good example of how not all Porsche customers are the same. Because a good part of the customers who opted for the Macan wanted to get closer to the sensations typical of Porsche at the price their pocketbook allows. These sensations have to do, in part, with that V6 heart that we mentioned before. And it is even more pronounced among those looking for a Porsche 718. While the Porsche Macan can be understood as a gateway to the brand, the Porsche 718 is understood as a gateway to “the Porsche experience”. Their customers don’t just want a Porsche, they want to enjoy the sensations that a central engine provides and the sound of a boxer engine. The latter is something that cannot be matched with an electric car, but the brand is convinced that it can simulate or equal the rest of the incentives that the Porsche 718 currently offers. And to achieve this they have looked to Hyundai. Hyundai as a reference Unlike most brands, which have limited themselves to jumping into electric cars by offering more and more powerful versions, Hyundai has done in-depth work with its cars to offer a truly passionate electric car. Or, at least, they have made an attempt to achieve it, which is much more than most brands. This strategy is part of the Hyundai Ioniq 5N. The first “electric N” was already born with a clear sporting vocation. Not only because of the jet of its 650 HP of poweralso for the sound of its soundtrack and a careful simulation of gear changes. The result has been so good that Porsche itself recognizes that the sports car has inspired them in the development of its next electric Porsche 718. a car that should simulate the sensations of a central engine placing the batteries behind the driver and thus shift the weight balance of the car to resemble what it now feels like with a mid-engine combustion engine. But the German company needs to put other incentives on the table. To questions from the Australian media DriveFrank Moser, responsible for the 718 and 911 ranges, has made clear the influence of the South Korean model. “We have learned a lot (talking about the Hyundai Ioniq 5 N). I have driven it several times. They have done it very, very well.” In his statements, Moser assures that the car was “developer”. He says that in one of these tests he notified Andreas Preuninger, responsible for the most radical area of ​​his sports cars, that he would come to pick him up at the controls of the South Korean car. Preuninger’s response was not encouraging, “leave me alone, I don’t want to see any of that.” However, he says that when he pressed the button that unleashes all the power and sportiness of the Ioniq 5 N, his partner was clearly surprised. One of the aspects that most surprised the Germans was the simulation of the sound and the gear change. Hyundai has done a great campaign highlighting the latter since it incorporates a mode that turns the vehicle into a sequential shift car. The idea is that despite being electric, the car does not always have the same thrust, taking away part of the torque that is available in the rev range in which it would supposedly be working. Toyota seems to be working on something similar and Honda incorporates the same mode into the new Prelude. In the absence of testing these innovations, what is certain is that Hyundai’s simulated gear change has received good reviews. In Top Gear They defined it as “quite funny.” “My more cynical disposition wanted to laugh at the Ioniq 5 N and its disguised gearbox. I wanted to say it was stupid and sad, and a waste of time. But in all honesty, I enjoyed it. Me impressed. It’s there if you want it. If you don’t, choose one of the quiet driving modes,” Ollie Kew noted in his article. Photo | Hyundai and Porsche In Xataka | China has turned the electric car market into a crazy race. And Porsche pays for it with billion-dollar losses

Matt Kiatipis is the viral street basketball sensation. What no one is clear about is if it is really basketball

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If you are interested in sports content on social networks, it is very possible that your algorithmic paths have crossed at some point with Matt Kiatipisbetter known as MK, a street basketball player who is injecting an aggressiveness into his videos that many see it as the antithesis of the sporting spirit. We delve into the phenomenon and what it contributes to the abundant content of this type on social networks. Who is MK? Matt Kiatipis accumulates 3 million followers on TikTokwhere matches are recorded basketballusually one on one (although not exclusively) where extreme physical contact is the norm. This content creator, calling himself “1V1 KING”, has turned street confrontations into a viral spectacle that divide opinions: while some defend the authenticity of the streetball more aggressive, others claim that their videos they glorify conflict and they betray the fundamentals of basketball. How it works. Kiatipis follows a formula: one-on-one confrontations on street courts around the world, from Toronto to Greece, passing through Brazil, Italy or Spain, where it has been recently. In them, intense physical contact is combined with aggressive verbal disrespect towards opponents. His videos, which have amassed 120 million likes, show pushing, elbowing and body defenses that would rarely be allowed in regulated basketball games. The moneys. The Canadian has converted this format in a complete business: training program, merchandising themed by country, sponsorships from brands like YoungLA and AirVert… And the project ISOa match league with global franchise aspirations. And all embedded in an amazingly familiar business model (brother records, father edits, sister manages networks) that allows him to maintain total control over his image. Is this basketball? The division is sharp. Critics point out that Kiatipis’ videos normalize unsportsmanlike behavior: constant pushing, defensive grabbing, elbowing without penalty, and use of the body that in the NBA would constitute an immediate personal foul. According to the Spanish Basketball Federation, physical contact that disadvantages the player with the ball is punishable, but in streetball The rules vary from court to court. Street basketball has historically operated under unwritten codes where each player calls his own fouls. MK’s defenders argue precisely that: that it respects the tradition of streetball more physical, where spectacle and authenticity matter more than the regulations. The debate transcends sports and asks what “real basketball” means in the era of immediate content, where attention needs to be continually drawn. The streetball phenomenon. MK’s appeal has deep roots in American urban basketball culture. Mythical fields like Rucker Park in Harlem (where stars such as Julius Erving or Kevin Durant once played) or Venice Beach in Los Angeles established in the seventies the cult of individual spectacle, one-on-one duels and the absence of referees. But it was the phenomenon of the sports footwear and equipment brand AND1 (1998-2008) who turned violent streetball into a television business: as a sponsorship, street players like “Hot Sauce” and “The Professor” toured the United States challenging local players in matches that were broadcast on ESPN. The mixtapes with the meetings sold more than 200,000 copies in three weeks. But even then detractors emerged. Critics at the time already warned that AND1 “polluted the purity of the game.” The difference with Kiatipis lies in the platform: where AND1 needed ESPN to reach its audience, MK only requires TikTok. Now aggressiveness and testosterone are not only on the surface, but also within the reach of millions of followers. In Xataka | Michael Jordan’s mansion was so luxurious that no one could buy it. After 12 years it has found a mysterious buyer

If the question is how to keep an empire together, the ancient Wari were clear: with psychedelic beer

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Archaeologists have found a key to better understand the Waria pre-Inca civilization that flourished among the 6th and 11th centuries AD and expanded throughout much of what is now Peru and areas of Argentina and Chile. The most curious thing is that the findings do not tell us about its architecture, military practices, social structure or economy, but about something apparently much simpler but crucial for the prosperity of the empire: the love of its bosses for psychedelic beer. Psychedelic beer? Exact. The concept is not new. We know that thousands of years ago The Egyptians already made cocktails with wine and hallucinogens (among other ingredients) and the hobby of the cultures pre-Inca cultures by psychoactive plants or the use of psychotropic substances in pre-Columbian Mesoamerican societies. The curious thing about the Wari is not so much what drugs they used but who did it and (above all) why. Its use would not be limited to priests in rituals, but would be used for political purposes. “We see this type of hallucinogen use as a different context than previous civilizations, which seem to have jealously reserved the use of hallucinogens for a select few, or the late Inca Empire that emphasized mass consumption of beer but did not use psychotropic substances such as vilca,” explains Professor Matthew Biwerwho in 2022 already published with other colleagues a study on the subject based on excavations in Quilcapampa (Peru). What did they consume? A mixture of chicha and vilca. To be more precise, an alcoholic drink made from the berries of the plant. Schinus molle and a psychedelic called Anadenanthera colubrina. Archaeologists are aware for a long time that the consumption of this last substance (vilca) dates back to at least 4,000 years ago, especially through pipes or inhaled such as monkfish. This is suggested by remains located in the Inca Cave, an Argentine site. In the Wari site of Quilcapampa, however, archaeologists have found vilca seeds near remains of chicha made with Schinus mollewhich leads them to think that the Wari not only consumed it with the help of pipes, but that they mixed it with chicha to drink it in psychedelic cocktails. Why is it important? Among other things, these concoctions served Wari leaders to show their power. By offering the mixture to their guests they were not only showing off their hospitality, they were also offering a luxury that was not available to everyone. Archaeologists located remains of vilca in Quilcampampa, but in reality the plant grows at hundreds of kilometers from there, in Ayacucho and Cusco. “The Wari added vilca to chicha to impress guests at their feasts, who could not repeat the experience. This created a relationship of debt between the Wari and their guests, probably from the surrounding region,” pointed out Professor Matthew Biwer years ago, when he published his first research. Was it useful for something else? Yes. And that’s what’s really interesting about a new study Posted by Jacob Keer and Justin Jennings in Magazine of American Archeologywhere they focus on another function of the psychedelic concoction based on chicha and vilca. According to their analysis, the cocktail helped the Wari leaders to consolidate their power. As? Organizing communal celebrations in which drinks were offered, fraternization feasts that were held in almost closed patios. “Except for a small patch of sky, they were isolated from the rest of the world in a high-walled interior space,” they relate researchers in your article. “This was the place where they spent hours together, drinking, eating, talking and praying. The hours that the participants spent together must have represented an unforgettable collective experience that forged strong bonds between those who attended.” What was it for? To strengthen ties. These feasts served Wari leaders to force alliances and consolidate their power. And not only because of the staging. Researchers have studied the effects that the psychedelic concoction may have had on attendees, increasing their empathy, facilitating the creation of long-term bonds and smoothing out rough edges in an expanding empire. “Although archaeologists are paying increasing attention to the role of psychedelics in past societies, they devote little time to their long-term psychological effects. One of these effects is neuroplasticity, which can lead to long-lasting prosocial feelings,” the study points outwhich highlights that the “glow” after consuming vilca (an effect that lasted for days) could help unify communities, “playing a fundamental role in the Wari government.” The combination of vilca and beer would in fact help to partially reduce the psychedelic effects, but prolong them over time. Do you all agree? The researchers suggest that people who consumed the psychedelic cocktail showed “greater openness and empathy”, an advantageous attitude in an empire in which “people who had been strangers or even enemies” coexisted. However, not everyone sees it equally clearly. Live Science recently interviewed to several experts, outside the study, who do not hide their skepticism. Among other reasons because they do not see enough evidence that the Wari mixed vilca and beer. It is true that remains were found nearby and there was no trace of pipes or any other indication that the vilca was consumed in the traditional way, but they are missing overwhelming evidence, such as ceramic fragments that preserve both compounds. Images | Wikipedia In Xataka | The Incas did not need writing to forge an empire. And we are closer to solving the key object in your organization

The DGT is clear that the future is the V-16 beacon… or the V-16 beacon

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On January 1, 2026 comes one of the most profound changes that Traffic regulations have experienced in our country in recent years. In just over a month, the way of signaling a breakdown or accident will completely change on our roads with the V-16 beacons connected. A system that has raised controversy but about which Traffic already warns: there is no turning back. “It is clear”. Nor will there be any extension. This is what Pere Navarro, director of the DGT, has warned about in the presentation of the Dekra 2025 Road Safety Report at the Mapfre Foundation headquarters, as stated Hybrids and Electrics. Regarding the possibility of not taking them, Navarro has assured that “there are no excuses or extensions. It is clear to everyone, right?” At that same event, the director of the DGT also recalled that the decision has been approved since 2021 and that this change should not catch anyone by surprise. 2021… The truth is that Navarro is not telling the whole truth when he assures that the exclusive use of the V-16 beacon was approved in 2021. In practice, this is the case and, in fact, it is already This possibility was discussed in 2020 when it was rumored that it would be mandatory a little earlier, in 2024. But Navarro’s statement is a half-truth. Because at the time we did not know that, in the end, the only approved lights would be those that can be connected with DGT 3.0. That regulatory change came in 2023. Now everyone who bought a beacon at that time has to spend the money again because your device is not valid. The reasons. For this change, the DGT has been arguing for years that putting triangles on the road is too dangerous. On the contrary, they have defended the use of the beacon by emphasizing the possibility of installing it on the roof of the car without having to leave the vehicle, just by sticking your arm out the window. To reaffirm this, Tráfico defends that on average Around 20 people were dying a year “after getting out of the vehicle” on the road. However, their data does not specify whether this refers to opening the door and getting out of the car, for example, or if the accident occurred when installing the triangles. It must be remembered that installing the beacon does not exempt passengers from standing outside the car. From 2023this operation must be carried out if there is a place away from traffic where you can wait for the emergency services. If it does not exist, that is when the passenger has to wait inside the car with the seat belt fastened. They do not convince. At least to some associations and road safety experts. To questions from Xatakathe Unified Association of Civil Guards (AUGC) assured that dangerous situations had already occurred with the use of the V-16 beacon as the only warning element on the road. José Lagunar, road safety expert at Auto FM shared concerns, pointing out similar reasons in both cases. The main fears of critics with the measure are related to the low visibility of the device in daytime conditions but also to the duration of 30 minutes (minimum required by the DGT) that the device must be in operation, pointing out that if the arrival of emergencies or a tow truck takes longer than expected we will be sold out on the road, without the possibility of using any other device. And they can fine you. Both for ignoring the beacon and for not carrying it in the glove compartment of the car or, directly, putting in the emergency triangles. In any of these cases, an agent could fine us at least 80 euros (it is considered a minor infraction) for not wearing the appropriate equipment to mark an obstacle on the road or not marking it correctly. Despite everything, the AUGC recommended continue carrying the triangles in the car (something that is not a reason for a fine). The experts consulted by Xataka They remind us of the importance of being able to warn of a breakdown where the connected V-16 beacon is not effective, such as on a secondary road where changes in grade or sharp curves are more common. Photo | DGT 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

At Microsoft they are clear that Windows will end up being an agentic operating system. Users have jumped on him

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Microsoft has big plans for Windows and, how could it be otherwise in these times, artificial intelligence is in those plans. The president of Windows has boasted about the next evolution of Windows to an agentic system, but the response from the community has been clear: no. what has happened. They tell it in Windows Central. Pavan Davuluri, current president of the Windows division, has made a post on X in which it states that “Windows is evolving into an agentic operating system, connecting devices, the cloud and AI to drive intelligent productivity and ensure secure work from anywhere.” The news will be announced on November 19, when the Microsoft Ignite event will be held. The answer. “Enough of this nonsense. Nobody wants this. You live in a Twitter bubble where AI will create a ton of wealth and you will die unless you adopt it now,” he says the answer with the most likes. It is not the only one, the majority of users agree that they do not want an agentic system, some ironize that the evolution of Windows is to make users go to Linux and Mac. The positive comments are in the minority, it seems clear that the majority does not want an authentic operating system. Talk to your PC. Recently Microsoft released “Hey Copilot”; Not only is it integrating AI, they also want us to use voice. The problem with this is that experience tells us that We don’t feel like talking to our PC. The figures make clear that we are more accustomed to doing voice searches on mobile phones than on PCs, with 77% compared to 38% of users who speak with PCs. One reason for this is that we use the PC in places where there are more people and we cannot take it to a corner to do the search, but everyone can listen to us. General discontent. The effort to integrate AI into the operating system is not the only reason for rejection by the community. One of the most criticized points recently is that Microsoft forces that you can only use Windows 11 with an online account. The reason is obvious: trying to sell us services like OneDrive and Microsoft 365. Users also reproach Microsoft for first solving the problems. stability issues and constant updates. Decline. Windows continues to dominate the desktop operating system market, but Statcounter data They say there has been a decline. In September Windows had a 70.81% market share and in October the figure fell to 66.25%. We know where those users have gone: the drop coincides with a rebound in MacOS, which went from 8.33% in September to 14.07% in October. There have been other months with similar changes and it is not a very large variation, but perhaps those who talk about migrating to other systems are not so misguided. Image |Windows in Unsplash In Xataka | The unexpected return of Windows 7: it reaches almost 10% of the market when Microsoft prepares to retire Windows 10

Five years ago, Airbus promised a zero-emission aircraft. Now it’s not so clear

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The transport sector has been fighting for some years against a great enemy: its own CO₂ emissions. According to the European Environment Agency, this sector was the responsible of approximately 30% of emissions. And, of the total of these emissions, civil aviation represented 13.4%. The answer? The electrification in the case of land transportsomething that has been evolving at a good pace. In the case of commercial aviation, electricity was not opted for, but for hydrogen. The European Airbus was one of the companies that first jumped into the pool with a commitment to achieve the decarbonization goals with which the European Union seems to be very committed. Your proposal: hydrogen-powered zero-emission aircraft. That was the proposal in 2020 with a view to being achieved by 2035, and the prototypes of some companies they seemed hopeful. However, hydrogen has not done as well as many expected and the consequences are there: where it said “I say”, it says “Diego”, and now Airbus is not so clear that your zero-emission plane arrives on schedule. Airbus, its “green” plane and the turnaround of the industry Airbus’s proposal was extremely ambitious, since its hydrogen-powered aircraft would mark the greatest aeronautical revolution since the appearance of the jet engine. The idea was have hydrogen planes in the air by 2035for which presented three concepts: A turbofan for 200 passengers and 3,704 kilometers of range. A turbofan mixed wing model also for 200 passengers and 3,704 autonomy. A turboprop for 100 passengers and 1,852 kilometers of range. Its roadmap included the design of gas turbines with fuel injectors for hydrogen combustion to occur, but also models with completely electric systems powered by hydrogen fuel cells. They invested 1.7 billion dollars in the projectbut things began to go wrong both for Airbus and for the hydrogen industry as a vehicle “engine.” Germany is a good example of the difficulties of hydrogen as a fuel, at least for private vehicles. By the end of 2024, the main hydrogen station operator began to close facilities because there was no demand. The German Association of Energy and Water Industries itself revealed in a report that planned storage projects were significantly behind projected demand. For the private car, it seems that electrification has won the game, but in other types of vehicles such as trucks, buses or airplanes themselves, this fuel seemed to continue to be a valid option. At the beginning of this year, however, Reuters reported that Airbus was having problems obtaining green hydrogen. There is many types of hydrogen and their colors indicate how they have been obtained. What the sector needs is the so-called green hydrogen, which is produced thanks to renewable energies such as solar or wind. It is a process that needs a lot of investment and the company’s CEO doubted that enough could be produced to make commercial flights with hydrogen aircraft profitable. They did not shelve the project and, in fact, at the Airbus 2025 Summit reaffirmed their engagement, but soon after it seems they thought better of it. As we read in The Wall Street Journalthe company cut the budget allocated to green hydrogen airplane research by a quarter. Citing “technical challenges,” the company has reassigned staff other departments and the engineers responsible for the project appear to have gone back to the planning table. It is not a “never will arrive”, but it does seem to represent a slowdown in the plans that would imply that they would not arrive with that plane by 2035. In fact, in TWSJ they comment that Airbus defends that the money has not been thrown away and that delaying the project will allow the technology to be perfected. “Our destiny has not changed, but we need to adjust to reality to get there,” commented Bruno Fichefeux, head of future aeronautics programs. But it is not only Airbus that has taken a turn in its green policy. At the beginning of this year we saw that large oil companies began to stop or cut investment in their renewable energy programs to refocus on fossil fuel production. In this case it is not because the technology is green, but because there is an entity that has appeared on the board that requires large amounts of energy immediately: the data centers for AI training. Returning to hydrogen aircraft, although Airbus has put the brakes on its strategy, assuming a delay of five yearsthere are other companies that had a similar roadmap. For example, ZeroAviawhat’s next committed with hydrogen-powered flight and that has several models programmed in its roadmap, with 200-seat aircraft by 2040. Images | ZeroAviaAirbus In Xataka | The plan to clean the air by capturing CO₂ has just received a blow of reality: the Earth does not have as much space as we thought

‘GTA 6’ is the most anticipated game, but it is not clear if it is so untouchable as to emerge unscathed from the continuous delays

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Rockstar has dropped a new bomb that, like before in the pastmakes the video game industry shake: GTA VI will not arrive in spring 2026 as planned. The most anticipated game of the decade is delayed until November 19, 2026, adding six more months to the wait. That is, one year from this moment. Reactions of discontent from fans have not been long in coming, but beyond the digital noise, an uncomfortable question arises: can Rockstar afford these continuous delays without its reputation, its finances or its dominant position being affected? Are they really that untouchable? Keep winning. Rockstar continues to have a privileged position. Take-Two Interactive, its parent company, reported in November 2024 about net profits of $1.96 billionits best fiscal second quarter in history. The reason? A video game released in 2013 that continues to sell as if it were a novelty: ‘GTA V’ has exceeded 220 million copies soldconsolidating itself as the second best-selling video game of all time, only behind Minecraft. The entire saga has sold more than 425 million units. They are not simple numbers. These monstrous sales are the only excuse Rockstar needs to operate under its own rules. While other studios live game by game, Rockstar swims in a pool of money generated by a game that is more than a decade old. And it goes further: ‘GTA Online’, the multiplayer component of GTA V, does not stop giving benefits with constant updates and microtransactions. This economic reality confirms that Rockstar does not need to rush: there are no investors or producers demanding immediate results, and they can take all the time in the world. Some financial cracks. However, if we closely examine this invulnerability we can find some flaws. The stock market has sent alarm signals with each delay: Take-Two shares have fallen up to 18% after the announcement of the last delay to November 2026, before stabilizing. In the first delay to May 2026, shares fell 10%going from $235.17 to approximately $211 – billions of dollars in market value evaporating in minutes. Problems in the offices. And to this is added that last week we learned that the studio had laid off between 30 and 40 employees in its offices in the United Kingdom and Canada. The IWGB union accused the company of union bustingdescribing an increasingly tense work environment. The team, after so much delay, is working under monumental pressure. The news of these layoffs comes at a critical time in development. Are they a symptom of a management that, despite its financial muscle, is beginning to show cracks in its work model? Delays have a human cost in the form of tyrannical days and burned out professionals, not very pleasant details that have already appeared in the past in Rockstar’s history. The earthquake. Each new delay is like a very heavy stone falling into a peaceful lake and generating shock waves that affect very distant launches. For example, games like ‘The Elder Scrolls VI’, ‘Fable’, the next ‘Assassin’s Creed’ or the new ‘Mass Effect’ still do not have a release date, all waiting for Rockstar to make a move, and now they find themselves with a dilemma: the first half of the year was better for them, which until today was a forbidden zone. Now what: bring the launch forward a few months or go to 2027? (Remember that we are not talking here about calendar whims, but rather possible losses of millions of dollars). This is the total absorption power of the Rockstar game market. Untouchable, but not invulnerable. This new delay leaves Rockstar in a peculiar position: no one doubts that ‘GTA VI’ is going to be a successbut date cancellation after date cancellation, the image of the game and the company itself are eroding. If we add to that that we are experiencing turbulent times in the industry, where the exorbitant budgets and the pace of hardware releases are absolutely broken, we can come to a conclusion: Rockstar and its ‘GTA’ are untouchable, but to what extent can they allow themselves to continue going indefinitely free of the industry and the public? In Xataka | The ghost of video games at 100 euros is closer than ever. And the owners of ‘GTA VI’ know it

A guy has been studying the diets of the oldest people in the world for years and is clear about what a good breakfast is.

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Dan “Longevity” Buettner is a controversial guy. He was the one who popularized the idea that five specific regions (Sardinia, Okinawa, Icaria, Nicoya and Loma Linda) had two things in common: a very high longevity and a diet with particular characteristics. Over time, the idea of ​​blue zones has been harshly criticized and rightly so. However, studying what people over a hundred years old were like, what habits they had and how they ate, has given us very interesting reflections. The importance of breakfast is one of them. We already know that breakfast is not the most important meal of the day. Although, of course, that doesn’t mean we can neglect it. Therefore, in a recent videoBuettner has given some recommendations. “The breakfasts of people who live longer do not include sugary cereals or greasy bacon,” he explained. On the contrary, the best breakfasts can be defined by three characteristics: it’s salty, it’s simple, and it’s rich in fiber. And it makes sense. For example, the evidence supporting fiber consumption. A diet with between 25 and 29 grams of fiber per day is associated with a reduced risk of cardiovascular disease, type 2 diabetes and even “all-cause mortality.” This is especially recommended in Spain where dietary surveys show the majority of the population below the recommendations. Something similar happens with “simplicity.” It’s not that more elaborate breakfasts are problematic per se. The fact is that the current rhythms of life make it easier for us not to complicate our lives and the “quick breakfasts” that the market offers are usually accumulate very high amounts of sugar (and salt). If we do not find simple and healthy alternatives, the drift will lead us to worse solutions from a nutritional point of view. Just the kind of things that “shorten” our lives. And then? Buttner makes some suggestions, of course: things like beans with rice, bread with avocado or even minestrone. That is, except perhaps the avocado (and thanks to the millennials), all the options are proposals that are somewhat far away from us – culturally speaking. However, breakfasts with legumes, whole grains and vegetables are not impossible. On the contrary, there are things “very much ours”, like tomato toast, that with a little care, would work as a scandal. What is clear is that, beyond Buttner, the available nutritional evidence is clear: we have to abandon cookies, cereals and other sweet breakfasts and adopt cheap, satiating and fiber-rich options. It doesn’t matter if it’s avocado and hummus or tomato, bread and olive oil. The important thing, as always, is to be more aware of what we eat. Image | Leti Kugler | Mae Mu In Xataka | Eating late in the morning is a bad idea. Now science knows better why

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