copy

Years ago we ridiculed China for copying Western mobile phones. The fact is that now they copy them… and improve them

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We Europeans have integrated into our culture that copying is something negative, an act of theft according to tech industry figures such as John Ive. In China, the culture of ‘shanzai’ It tells us the opposite: learning and replicating what the best teachers do is the best way to reach (or surpass) their level of knowledge. In China, the logic is different. The culture of ‘shanzhai’ It starts from a much more pragmatic premise: learning by replicating the best is the fastest—and most effective—way to reach their level, or even surpass it. For years, seeing Chinese brands copying giants like Apple was a source of ridicule on social networks. Until the country’s technological advance has made the outcome inevitable: copies that no longer only imitate, but also technically improve the products from which they are inspired. The Honor Magic 8 Pro…Air. Apple sets the conceptual pace for where industry trends will move. And, although Samsung was the first with its Galaxy Edge, the race to create increasingly thinner flagships has been started by Apple with its iPhone 17 Air. A model that It is not working very well on a commercial level.precisely because of the sacrifices that supposedly entail creating such a thin mobile phone. It only has one camera. It is the iPhone with the worst autonomy of the entire family iPhone 17 It is, in practical terms, inferior in some key aspects to a base iPhone The most talked about mobile phone this week is the Honor Magic 8 Pro Air, of which we have leaks through JD’s own pageand whose presentation date and part of the design are already confirmed by Honor itself. We will meet him on January 19 in China. Don’t take away my basics. “I’m willing to lose two cameras and suffer with the battery in exchange for a thinner phone.” Said nobody, ever. According to the information leaked, this Honor It has three cameras It has a 5,500mAh battery The rest of the specs will be those expected in any high range honor Power 2. The Honor Magic 8 Pro Air will not be the only Honor model “inspired” by Apple for this 2026. Recently, the company presented its Power 2a mid-range with just 8mm thickness and only 216 grams of weight. In addition to having specs that border on the first line, it is practically a humiliation in terms of battery for all its rivals: it has 10,000mAh, the same as the powerbanks that I have at home for my trips. It’s not a player thing. Xiaomi has even renamed its star flagship from Pro to “Pro Max”, in a model in which even the case of an iPhone 17 Pro Max fits almost perfectly. Differences with the Apple model? Battery… 7,500mAh. In less thickness. Screen with more peak brightness. Double the base memory. Three keys. China It is in one of the best moments to lead the smartphone race. The generational leap in batteries is leaving Western manufacturers behind. The maxim is clear: add all the hardware that fits in the body of the phone. A strategy focused on volume. Giants like Apple or Google need to hit the mark with their flagship model to make their mobile division profitable. Chinese manufacturers maintain their profitability thanks to broader catalogs, with dozens of models that cover all price ranges. A market of traditions. The data of Counterpoint in Q3 2025 They make one thing clear: the lack of technological innovation does not affect Samsung or Apple. The two leading companies maintain their position, followed by Xiaomi, which is already practically traditional in markets such as Europe. Despite this, China is demonstrating something key in a market that aspires to win in the coming years. He not only knows how to copy: he knows how to improve what already exists. In Xataka | China has a replica of 12 European cities with Parisian neighborhoods and part of the Alhambra. And it belongs to Huawei

“The challenge has been not to be a ‘copy paste’ of the competition”

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When you think of Motorola, what comes to mind? It is easy for pieces to appear that marked an era, from the StarTAC until the Razr V3or even that attempt to recover the premium experience with the 2019 foldable Razr. That legacy lives on, although it has not always been accompanied by a perception aligned with the brands that dominate the highest range. In recent years, Motorola has worked to translate that heritage into a contemporary premium identity, supported by design, materials and its own style. This duality between what Motorola represents today and what it aspires to be opens a natural question: how does the company interpret this moment? To answer it we spoke with Fabio Capocchivice president and general manager of Motorola for Europe, the Middle East and Africa within the Mobile Business Group, the unit that concentrates the brand’s smartphone strategy in the region. He assumed office in 2022 with the aim of accelerating its growth in an increasingly competitive market. He lives in Spain and has an extensive career in the technology sector, with stints at EPSON, ASUS and the Lenovo group. The Motorola Razr V3, the icon that defined the brand’s most premium era Before entering into its vision, it is worth stopping for a moment at the point where Motorola is beyond what we have expressed in the first lines of this text. The company reaches this stage with real growth, a more defined identity and a catalog that expresses better than ever who it wants to be. It is not the gigantic Motorola of the 2000s, but nor is it a brand that has lost focus. In 2024, the company’s shipments grew 24% year-on-year, according to Counterpoint Researchreaching its highest historical figure in smartphones. Even so, remains far from the global podiumdominated by Apple, Samsung and Xiaomi, and moves in single digit installments. The contrast with his past is evident. In the mid-2000s, in the era of the Razr, Motorola became the second largest mobile phone manufacturer in the world., with shares greater than 20% and only behind Nokia. Since 2014 it has been part of Lenovo, who bought it from Google for 2.91 billion dollars. Today it is no longer that giant, but a firm in the reinvention phase: smaller in share, but with sustained growth, a strong commitment to narrative lifestyle tech. Motorola is transforming, and the Edge 70 plays a key role in that process At the beginning of the interview, Fabio reviews the moment in which Motorola redefined its approach for Europe and for other territories where the brand wanted to advance. He explains that they detected that “something was missing” in the market: a proposal with its own identity, with recognizable values ​​and a defined DNA. From there, the intention was not to add to the usual dynamics of the sector, but to strengthen a clearer brand personality. That idea is condensed in a phrase that stands out in the conversation: “The challenge has been not to be a ‘copy paste’ of the competitionnot making a race on the technical specification.” From there, he explains that the priority has been “to try to talk about the end user, with a unique, very striking DNA”, with devices that are not defined only by numbers, but by the feeling of using something with its own character. The new Motorola Edge 70 | Photo: Xataka For Fabio, design is not an accessory element, but rather an aspect that has guided Motorola’s recent evolution. It speaks of a commitment to materials that generate different sensations, such as vegan leather, and of a chromatic work that they develop together with Pantone to identify colors that connect better with users. This effort seeks to express a more defined and coherent identity with what the brand wants to project today. “We have created a premium product and to be premium you have to have a premium aesthetic, it has to be in some way a little disruptive. In this sense we have created an incredibly light, thin product without any compromise. So with this product we want to put within a single product, and we want to see that every time we create a product, all our experience and all our DNA that we developed over the years, which is why it can be clearly identified as a Motorola DNA product, with an absolutely incredible technical sheet.” Fabio gives us to understand that the Motorola Edge 70 It should function as the meeting point between design and functionality. He explains that the brand was looking for a very light and very thin device that, even so, offered more battery than other reference models. The Edge 70, that we have been able to analyze in Xatakaintegrates a 4,800 mAh battery, one of the highlights of this ultra-thin mobile. That balance, he assures, is what allows the product to faithfully represent the direction that Motorola wants to consolidate at the top of its catalog. Fabio Capocchi, general director of Motorola for EMEA, with the new Edge 70 | Photo: Motorola Throughout the interview, Fabio insists that this launch is not born from an isolated decision, but from an accumulated process of design, engineering and brand vision. Describes the Edge 70 as the synthesis of those years of work and the involvement of the team. And when we ask him for a definition in a few words, he answers: “I believe that the Edge 70 for us represents our maximum effort to summarize within a product the last three years of development, which range from the design part, the technological part, but also the part of people’s passion (…) for such a fine design, but with a product that is cool to see (…) we have done miracles to change the design of the motherboard and, finally, which for me is the most important thing, is the passion that people are putting.” The Edge 70 represents Motorola’s most premium bet to date | Photo: Motorola Spain appears … Read more

Renault is already pushing for Europe to copy the Chinese model

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The statements have been as concise as they are clear: “You cannot come to Europe and build four plates with wheels and seats with little added value. What we have to do is commit them to teach us, to come with products with added value. We did not do it like that when we went to China, they should not do it when they come to Europe” The words are from Josep Maria Recasens, president of Renault Spain, and reflect in three sentences the situation that the industry is experiencing in Europe, its internal debates and its fears. Added value. This is what Recasens has demanded at the 1st Automotive Forum, organized by the Automotive Press Group to which it belongs. The Automotive Tribune. The president of Renault Spain, who is also the president of ANFAC (the manufacturers’ association in our country) has demanded that Europe force Chinese brands to associate with European ones so that they “teach us” how they make their products. In Recasens’ opinion, Europe is opening the door to Chinese brands, allowing them to build “four plates with wheels and seats with little added value.” It is a veiled statement that points to the Chinese factories that are settling in our country but that, however, plan to produce vehicles based on kits that already come pre-assembled from China. What do they teach us? When the president of Renault asks that the European Union force Chinese manufacturers “to teach us” it is for two reasons. The first is that China forced foreign manufacturers to partner with their local firms to produce on its soil. What did they earn? Obviously, knowledge. Just take a look at the MG4 Electric to understand the extent to which its partnership with Volkswagen has borne fruit. At the same time, foreign manufacturers could produce at a much lower price and had access to the largest market in the world. What, we assume, they did not imagine is that China was going to surpass the West. Yes, let them teach us. The second point referred to in “let them teach us” is evident: the president of Renault and Anfac recognizes that, at least in part, China is ahead. And the French company itself has gone to Shanghai to develop your Renault Twingoa car whose heart has been created internally in China in record time for the European industry. But there have also been curious situations such as Mazda has brought the Mazda 6e to Europea car developed by Changan in China that, given its success, they have decided to test on European soil with a groundbreaking price per size. And the warnings don’t end there. The industry has entered a fever to shorten deadlines and approaching the times of Chinese development. The consultants warn that, at the level of quality, there is no difference with the Europeans. Others warn Japanese firms that their extreme attention to detail and conservative evolutions they may have left them behind. In question. Recasens’ words also emphasize the misgivings that have arisen among European manufacturers seeing how Chinese companies are arriving on our soil. With the intention of stopping the arrival of Chinese electric cars at knockdown prices, Europe applied variable tariffs to each brand depending on the supposed help they have received from the Chinese Government in the form of soft loans or the transfer of land. The promise is that they would not pay if they manufactured in Europe. But the first factories are also in question. Chery opted for assemble car kits in Barcelona. That is, cars that arrive almost assembled from the other side of the world and to which the final touches are given in the Spanish city. Now, the European Union is studying whether or not the electric Omoda 5 has to pay tariffs by understanding that added value is not being created around the production of said car. But not only Chery. The Chery case was the first but it has not been the only one. Stéphane Séjourné, vice president for Prosperity and Industrial Strategy of the European Commission, has assured the Italian newspaper La Stampa that the institution also has the factory in its sights BYD in Hungary or the plans that CATL has in Europe (including those that has in Spain with Stellantis). According to Séjourné, “it is not right” that these companies are manufacturing their cars in Europe with Chinese components and Chinese employees, noting that their investment in creating a local network of suppliers is minimal. A good example is the CATL battery production plant in Aragón where it is expected that employ 2,000 Chinese employees. Photo | ANFAC and Renault In Xataka | Before opening its gigafactory, Zaragoza has a pending task: create a “chinatow” for 2,000 Chinese workers

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

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

After many years trying to copy the Falcon 9, Elon Musk believes there is a company about to achieve it

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It seems unlikely today that a startup can be 10 years ahead of the competition, but that is the case with SpaceX. Elon Musk’s aerospace company dominates the industry thanks to the Falcon 9, a rocket that has turned 15 years old and has been almost a decade landing vertically without any other orbital rocket having managed to repeat the feat. Until now. The Falcon 9 has company. A few days ago, Elon Musk broke his usual disdain about the rest of the industry to point out a specific contender. The Chinese company Landspace is not only close to matching the Falcon 9, Musk admitted.but it could end up surpassing it. The reason? Its new Zhuque-3 rocket, which combines the general architecture of the Falcon 9 with key elements of Starship, SpaceX’s most modern and experimental rocket. The gigantic Starship “is in another league,” Musk said. However, recognized that the Zhuque-3 could reach “Falcon 9 levels of reliability and launch rate” in about five years. This is the Zhuque-3 rocket. The big bet of LandSpace, one of the private companies most powerful in the Chinese aerospace industryis a two-stage launcher with a first stage capable of landing vertically for reuse. Although it has a very similar power to that of the Falcon 9 (with a payload capacity in its reusable configuration of 18.3 tons), it is built in stainless steel instead of aluminum, and burns methane and liquid oxygen instead of kerosene, the same material and the same fuel as Starship. Landspace is just the first. If Zhuque-3 manages to successfully take off and land in the coming weeks, Landspace will be the first company to close the enormous distance that separates the industry from SpaceX (with permission from Blue Origin’s New Glenn, a larger and heavier rocket, which also hopes to take off and land successfully in November). These two will be followed by other models such as the CZ-12A from the Chinese state company CASC and the Tianlong-3 from the Chinese startup Space Pioneer. Next will come the Hyperbola 3 from iSpace, the Pallas 1 from Galactic Energy and the Gravity 2 from OrienSpace. All Chinese companies, driven by the liberalization of the space industry promoted by Beijing in 2014. Copy what works, then improve. Public incentives, such as very low-interest loans, only tell part of the story. If Chinese companies are on the verge of having their Falcon 9, it is because of their philosophy of first copying what works and then iterating until they improve on their Western rivals. Elon Musk’s recognition is, perhaps, the clearest sign that the race has changed. It’s no longer a question of whether someone will copy the Falcon 9, but rather who will be the first to surpass it using, ironically, SpaceX’s own ideas for its next generation of rockets. In Xataka | The race to become “China’s SpaceX”: who’s who in its private space launch sector

In its race to make advanced chips, China has tried to copy ASML. It’s going wrong

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China continues to make extraordinary progress when it comes to manufacturing its own advanced chips, but it still has a big problem: it does not currently have manufacturing equipment. extreme ultraviolet photolithography (UVE) own. Of course is working in the development of this technology, and one of the strategies it is following to overcome this challenge is unique… and almost obvious. Reverse engineering. In his 2010 book ‘Copycats’ Professor Oded Shenkar argued that it is often the case that imitators end up triumphing over innovators. Although in the West the view is the opposite, in China there is a positive view of copying and reverse engineering processes are an important tool to copy technologies. That is what the country has supposedly tried, as indicated in The National Interest (TNI). From producing for the world to producing for themselves. Already we review the conclusions from the book ‘Apple in China’, which is a perfect example of how by delegating production to China, Western companies have ended up contributing to the country’s development and its specialization. The trade war has logically made China now seek its independence in the face of the vetoes it is suffering from developing its own technological solutions. From UVP to UVE. There has already been significant progress in this area, and recently we counted as a Chinese manufacturer already has a prototype of a UVP machine (deep ultraviolet) for the creation of relatively advanced chips. If there is a crucial challenge to be able to create these even more advanced chips, it is power. have UVE photolithography machinesbut having that first problem solved is important to make the leap to EUV technology. And this is where something unique has been discovered. Let’s see how it works inside. As revealed in TNI, it has been revealed that China has been “caught” trying to reverse engineer a machine ASML UVP Photolithography. Not so much to mass produce these machines, sources indicate, but because Chinese technicians are trying to learn how they work in order to replicate them and, from them, develop more advanced machines and chips. It’s not broken just because. However, it seems that when disassembling one of these ASML systems, Chinese technicians damaged it. That made them notify the official ASML technicians to solve the problem. When they arrived, they discovered that the machine had not simply broken, but that the Chinese had tried to dismantle it and then reassemble it. ASML’s de facto monopoly. ASML’s UVE photolithography machines are considered the most complex and advanced in the world, and the truth is that today the Dutch company has a de facto monopoly with such systems. It is these machines that allow access to the production of the most advanced chips – such as those used in NVIDIA’s modern AI accelerators – and have become the true bottleneck of the semiconductor industry. Beyond the damaged machine. The incident reveals two crucial points. The first, Beijing’s extreme urgency to be able to control chip production from start to finish. The second is that the challenge of creating these machines goes beyond mere hardware copying: lithography systems require extraordinary technical mastery of components such as precision optics or materials science. Too many obstacles? China may have brilliant engineers, but ASML machines also have a highly specialized supply chain which undoubtedly makes it difficult for such a machine to be built entirely in China. A good example is Zeiss SMTthe German company that supplies the ultra-precision optical systems and mirrors needed for UVE and advanced UVP photolithography systems. A long way to go. This supposed problem reveals the difficulties that China is going through in order to have machines with advanced photolithographic technologies. At Nikkei Asia They were already talking in July about how complex it is to achieve a “Chinese ASML.” In this analysis they cited Didier Scemama, director of hardware research at BofA Global Research, who estimated that China still has years to achieve something like this. “It may take 5, 10, 15 years, we don’t know. Will it be competitive with what ASML does? It’s highly unlikely, but it will be good enough for China.” Image | Zeiss In Xataka | Holland has just declared war on China in the most important battle of the century: control of semiconductors

Of all that Madrid’s Metro could copy of Tokyo, he has opted for the craziest: “Embujadores”

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The Madrid Metro congested, it is crowded and there is no more soul. It is what is lived every morning and the images have been getting worse over the years. With half a city raised by the works, the situation has been complicated (even) more in the Madrid suburban. Solution: “Pushers”. 120 people. That is the number of traigators that Metro de Madrid has deployed to manage and redirect the volume of passengers that tries to find a hole in the wagons of the Madrid lines, they explain in eldiario.es. The goal is to alert travelers that they are trying to clench in a vehicle when the same train still has a free gap to cover. Obviously, passengers have not taken to describe these employees as “pushers”, referring to Japanese personnel who in the Tokyo subway constraint passengers with strength of the wagons during the wagons during the peak hours. Oshiyas. EITHER “EMPJORADORES”in Spanish. Men, suit and white gloves. And less common than we think. It is a simple, effective, not very orthodox but key job for a suburban that moves some 8.3 million passengers daily. The Oshiyas They are responsible for pushing travelers in the subway. They do it without contemplations, compressing passengers to the last loophole before closing the doors. They take care, in fact, that a briefcase does not hinder the maneuver or closing the doors themselves. Yes indeed, Not all stations They have their pushers. His work is concentrated early in the morning and, to attend the “show”, you have to move to one of the main stations of the city such as Ueno, Shinjuku or Okachimachi. Managing. The “pushers” of the Madrid Metro are very different. Because they change the suit, the hat and the white gloves for a yellow vest with the company of the company. But above all because they don’t really push. Or not, at least, as is done in the subway stations of the Japanese city. In this case, these workers push passengers to move to an area of ​​the subway carrier a little more busy. Do not squeeze people by force but passengers do do their best to occupy until the last loophole. These “pushers” are something like “space managers.” Click on the image to go to the original tweet Click on the image to go to the original tweet It is not the first time. As they point out in the digital medium, it is not the first time that these workers appear in the Madrid suburban. The company provides for the use of this type of personnel in exceptional circumstances such as football or large concerts, but only in the stations close to the enclosure. Already in 2017 the term “pushers” became common in the conversations of those who took public transport early in the morning. So The world He explained that the workers could “play in the back to help (passengers) to get on the car.” On that occasion they were on Line 4 due to the works on Line 8 and the workers were also known as “plates.” A gymnkana. Madrid has become in recent months a Cumulus of works and conditions that, obviously, have had their impact on the volume of suburban travelers. At the moment, the capital has works that affect shot traffic in the northern part of La Castellana, in the M-30 as it passes through sales and at the entrance of the A-5. This last work directly affects the buses that come from Móstoles, Alcorcón and other nearby towns, leaving passengers at the four -wind station where They are distributed between nearby and the subway. But, in addition, the partial closure of Metro Line 6, one of the busiest in the city since it is part of a wide ring that surrounds the entire center of it is added. In total, there are 120 people that Metro has deployed for this task. “They are technicians or line bosses, among whose functions this is,” they point out from the company to eldiario.es. Reinforcement? Obviously, seeing the images, The reinforcements in the Madrid Metro They have focused the political and social debate. What we know is that line 5 and 10 saw their frequency increased by 9% on the occasion of the works of the A-5 (adding to the nearby reinforcements and the special bus services). Subsequently, new reinforcements were secured in both lines (of 14% and 11%, respectively) with the closure of line 6. In line 1, the reinforcement is 14%, on line 3 of 13%and in line 2 of 6%. Likewise, in lines 4, 8 and 12 they have also added more trains to the usual frequencies. The doubt, therefore, is whether they are enough. The images of travelers in the middle of peak is more firewood for the political debate in a city that tries to live with the works daily. Photo | Erell Ceridwen and Raúl Hernández González In Xataka | There is a competition to tour the 274 Madrid Metro stations in the shortest possible time. And new record is already sought

Copy China and stuff them a combustion engine

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The small electric car has a pure physical problem: the batteries are small. And that limitation defines everything. Define so many things that, precisely, make the best option to decide for an electric car in the least attractive to the general public. Because a too small battery forces too important restrictions. Solution: Embute a combustion engine. And the next to do it is Hyundai. That? Yeah, Hyundai has confirmed A presentation for investors that in 2027 will have an electrical model of extended autonomy. A REEV or, what is the same, a completely electric car that uses the combustion engine as a way of assisting the car when it runs out of electricity. What differentiates it from a PHEV? The PHEV are plug -in hybrids They can adopt different schemes. The most logical thing is to have a car with an electric autonomy of more than 50 kilometers that prioritizes this aspect within the city and behaves like a hybrid to use (“to the Toyota”) outside it. The plug -in hybrid, in addition, usually combines its electric motor and the combustion to, relevant, increase the power of the set. Traditionally they have been cars that in hybrid mode prioritized the combustion engine on the electric and had that “kick” of the electric in case of trouble. That is, it was the electric one that supported gasoline. Things are changing. But in recent years, the combustion car scheme, hybrid, plug and electric hybrid has changed. This is because the borders between these four technologies have been diluted. The obligation to have A hybrid car of more than 80 kilometers of autonomy To collect the disappeared help to purchase in Germany has helped the plug -in hybrids increase their battery more and more. And has also resulted in various solutions. Renault, for example, has a scheme where the car can act as series hybrid or parallel. What does this mean? To simplify things a lot, the combustion engine can move the wheels but can also act as an electric generator that feeds the battery and it is the latter that sends electricity to the electric motors that end up moving the wheels. This last option has two main advantages. The first is that the touch of the vehicle is very similar to that of an electric car, with a softness of this technology. The second is that the engine works in the most efficient rank of revolutions, which allows it to get a higher fuel performance. What is a Reev? In the background, it is a plug -in hybrid. But to understand it you have to scratch a little further. The ultimate goal of an extended autonomy electric is to use it as if it were an electricity the vast majority of the time. The combustion engine is only there to help so its power is usually low. It is an emergency tool. The advantage for a small electric electric is that the car can be used in completely electric mode every day. The combustion engine does not come into operation, it only remains hidden under the hood. The case may, the client can leave the city without fear of autonomy. The most efficient thing is to load the car and use it as an electric but if necessary, gasoline is there to act as a generator. This is the case, for example, of Mazda MX-30. In this case, the car uses a rotating engine for a vehicle designed by and to be used as an electric. The newspaper is not only an eccentricity of Mazda, it also allows the Japanese company to mount a Really Powerful Motor (74 hp) For a minimum space, adding very little weight and with hardly any vibrations. All these aspects are differential in a rotating engine. Arriving from Asia. Mazda’s case is not unique. In Europe we have seen it with the BMW I3 RexFor example. But there is a clear trend from Asian manufacturers to produce extended autonomy electric. To Mazda and now to Hyundai, You have to add Leapmotor To give only one example. And it is that among the Chinese manufacturers is usual See extended electrical autonomy versions. It is a very attractive solution for those who aspire to use the car in its vast majority of the time in city but need to count on the assurance that they can go beyond. By references, there are numerous in the market. There are options for Li Auto, Aito or Changan (the company that has produced the Mazda 6e). It has even been rumored that one of the next Xiaomi models could come with this technology. Why is it especially interesting? The electric car, as we said, has a serious problem with size. If you just want the car to move through the city and assume it that getting it out of there can be A small torture even though in few occasionsthe electric is the perfect option: without noise, without vibrations, an instant couple and a ridiculous consumption. But who is looking for a small and cheap car, the battery is the main impediment to reduce the price or, if necessary, to have sufficient autonomy to, if necessary, to have that “electric car for everything”. With an extended autonomy electric, Hyundai ensures that it can have a lower cost car and with the same performance as an equivalent electric one but with half of its battery. Thus, in fact, he has demonstrated it in a presentation with images such as those that can be consulted in Insideevs. Europe? The big question is if we will see this version in Europe. At the moment, we know that Hyundai has opted for this option for the American market and, in fact, has been in New York where he has made his presentation. The presentation letter is clear: autonomy of 900 kilometers. You have to understand that in the United States The recharge network is poorer and less dense that the European, which is further … Read more

Copy an idea of Elon Musk

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Tiktok is a platform that, well used, can be really entertaining and until we learn something. The problem is that for each piece of useful, original and developed content there are many others With half truths, disinformation, Myths sold as realities, Urban legends and statements based on “Source: Comic Sans”. This content may not have bad intentions and be published from ignorance and ignorance, but that does not mean that it can lead to misunderstandings. The Tiktok solution? Be inspired by X. Foot notes. That would be the literal translation of Footnotesthe new function that Tiktok has launched in the United States. It is a data verification system through collective collaboration, or what is the same, the equivalent in Tiktok a X -community notesbefore Twitter. 23 Twitter tricks – This social network is completely dominated! This will see the notes at the foot of Tiktok | Image: Tiktok And what is it? Suppose we find a video of a user who states that the earth is flat because one day he went to the beach, He looked forward and couldn’t see the curvature. With this new function, anyone could explain why this argument does not have any meaning and link to any scientific publication, wikipedia or article as a source. In the case of something more controversial or than more interpretation, users could explain the subject, give more context, etc. Tiktok will use what is known as “Bridging-Based Ranking“, that is, a system that rewards consensus. The note that will be display There is not much discussionbut in more gray issues (politics, events …) there may be a variety of opinions and there is no absolute truth. The idea of Footnotes is, in some way, add context and information respecting the diversity of opinions when proceeding. Users must sign up for a program to add notes. By adding them, they will have to say the reason why a note deserves, add a comment and put a link to a “reliable source” | Image: Tiktok Who watches the watchman. With one estimate Of 34 million videos uploaded to day, Tiktok is aware that moderating so much content already such a scale is complex. If we add to that the notes of the community, the thing goes more. Thus, Tiktok says that “we will use a combination of automated and human moderation to help detect and eliminate footnotes that breach the standards.” Users can also report the notes they consider harmful. At the moment, only in the United States. According to Erica Ruzic, director of integrity and authenticity of Tiktok products “we have chosen the US market because it is large enough to have a content ecosystem that can support this type of test.” There is no intention to launch them in the global market, at least for the moment, although from Tiktok they will evaluate the test and analyze whether it is worth launching it in other markets. It is, at least, curious that Tiktok has chosen the United States for this test. Tiktok should have left the US market at the beginning of the year having refused to sell their local operations, but Donald Trump has been granted extensions Waiting for a solution. At the moment, everything indicates that Bytedance is working on a version of Tiktok by and for the United States, but nothing is known about it. Disinformation in Tiktok. The Chinese platform has been several times in the eye of the hurricane. One of the most striking and recent cases was the alleged Russian interference in the Romanian electionscase that is being investigated by the European Union and that forced to cancel and repeat the elections. Although the platform has mechanisms and commitments to curb misinformation, the reality is complex. The efforts, however, must go in that direction. According to the last European Parliament Youth Survey From the European Union, 42% of young people between 16 and 30 use Tiktok, Instagram and YouTube to access news about politics or social. If we add that, according to the Reuters Digital Institute News Report of 2024 (PDF), 27% of Tiktok users have trouble identifying deceptive content, we get a dangerous cocktail. Cover image | Collabstr in Unspash

A copy of the most lethal roller weapon

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It is no secret that war in Ukraine has raised To drones as Combat tools Of the contests of the new century. And among all models, the Iranian Shahed that Russia It has multiplied With its own version it stands out above the rest. The United States has been trying to catch up in this sector, so it has just presented the non -manned device that will make a shuttle change to that paradigm shift. And yes, it looks a lot like Ukraine. Shaheds acceleration. It We count this week. Russian state television showed shocking images of An industrial complex where Kamikaze Shahed-136 drones are manufactured, designed by Iran and assembled at an industrial scale By Russia. According to estimates by German general Christian Freuding, the rate of production has multiplied by ten in one year, until allowing the possibility of launching More than 700 units In one night. At that rate, Moscow could reach the 2,000 daily releases before the end of the year. An unprecedented effort that illustrates a military doctrine based not on precision, but on saturation, which has forced the United States to seriously contemplate its own entry into the war of low cost and mass production drones. Tomahawks vs Shaheds. And here came the main problem. American military doctrine has traditionally focused on high -tech platforms such as Tomahawk cruise missile: a precision projectile with a scope of more than 1,500 kilometerssubsonic speed and a 450 kilos war head. But with a cost of almost two million Of dollars per unit, its massive use becomes prohibitive. In contrast, Russian Shahed drones, although slow and with more modest explosive loads, cost just $ 35,000 and can be launched in swarms. Even if 90% are demolished, as happened July 12 In Ukraine, the remaining volume is still able to saturate defenses and cause damage. The logic of “when the amount becomes quality” has gained ground. The difference in operational costs, rather than in benefits, is redefining the rules of modern combat. Lucas Lucas, the US model. Faced with this reality, and with Trump pressing (demanded a drone combat “like shahed, but for $ 40,000, no 41 million”), the pentagon has Presented the Lucas system (Low-Cost Uncrewed Combat Attack System). We are, in essence, before An American clone of Shahed, although Lucas also points to a FLM-136 varianta drone produced by the small Spektreworks company in Arizona, whose original purpose was to serve as a air training target. Despite its aspect similar to that of Shahed, its operational capabilities are something below: It weighs half, loads less explosive and has a lower reach. In addition, it lacks a production line comparable to the Russian, which hinders its viability for a massive deployment. His true cost per unit is still unknown, although he is presumably lower than the Tomahawk, but possibly much higher than the Iranian standard. JB 2 Loon V 1 Back at the 2gm. The idea of copying enemy weapons to produce them in mass is not new to the United States. During World War II, El País designed the JB-2 “Loon”a replica of German Missile V-1conceived to be launched from aircraft carriers and bombard Japan No risk pilots. Although the plan was abandoned after Japanese surrender, he left a lesson on the strategic power of serial production. Today, voices Like Palmer Luckey’sfounder AndurilThey advocate returning to that volume approach: producing thousands of cheap drones, such as Your barracuda modelto saturate the enemy. However, these products were not present in the recent Pentagon exhibitionwhich suggests that the institutional commitment to this approach is not yet firm. Ukraine as a test bank. Meanwhile, Ukraine has adopted the logic of volume with remarkable efficacy. The country plans to launch 30,000 attack drones against Russia in 2025, Combining models sophisticated with low -cost solutions assembled with plastic tubes and civil components. Its hybrid and pragmatic approach is redefining expectations about air power in asymmetric conflicts. Faced with this dynamic, the United States Find laggingboth in industrial capacity and in strategic mentality, still trapped between the paradigm of high expensive precision and the reality of a war that rewards replicable simplicity. Scale revolution. In the background, something we have coming counting These months. The appearance of drone swarms Cheap and effective It is transforming contemporary air war, demanding traditional powers a deep review of their weapons systems and defense industries. While the pentagon has reacted with initiatives Like Lucasits limited performance and origin as training drone indicates more a symbolic response than a real solution to the challenge raised by Russia and Iran. In this new scenario, where the cost and scale are decisive, Washington must decide whether he is willing to leave his elitist precision war model in favor of An adapted strategy to the fighting of the 21st century, even if it is copying, as already done in the wars of the twentieth century. Otherwise, it will continue Arriving late to a contest that is already fought in swarms. Image | US Navy, x In Xataka | A huge secret factory is tilting the balance in the Ukraine War. Russia is multiplying a relentless army In Xataka | It is not that the war is asymmetric, is that Russia is attacking with thermobárica and Ukraine with pellet shaheds with pellets

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