electric

Stellantis has lost 22 billion euros with the electric car. Their hope to solve it is called Zaragoza

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Stellantis embarked on a path of rapid and aggressive transition to the electric car. Along the way, it merged models on the same platform, wanted to convert brands to zero emissions and lost the identity of some of them. The result is 20 billion euros of real and expected losses. Now, part of his future is at stake in Zaragoza with a Chinese car. Saragossa. The news was almost a not news because Stellantis, through the mouth of its CEO Automotive Newshad already confirmed that it would manufacture Leapmotor’s Chinese cars in Spain. By then, with a CATL factory in the middle of construction and already manufacturing Stellantis small electric cars, Zaragoza seemed the best placed city, ahead of Madrid and Vigo. Last week, Filosa himself reconfirmed what was already known but expanded the information with some nuances as stated in The Aragon Newspaper. The car will be manufactured in Zaragoza and will not be alone. And the company has awarded Spain the production of up to four completely electric Chinese models. It will, therefore, be the reconversion of Figueruelas. The Stellantis situation. Although the investments were already confirmed, the last presentation of results could have raised some doubts. Then Stellantis confirmed that the electric car would have a negative impact of 22,000 million euros in your accounts. This does not mean, exactly, that it loses that money, but it is the readjustment that amounts to the cancellation of two new factories, the compensatory payment to suppliers, the money invested in new developments and the money that will no longer enter the company’s coffers. All of this is a consequence of a project led by Carlos Tavares, former CEO of the company, which has failed. The Portuguese wanted to accompany the conversion to all-electric too quickly and with a very aggressive cost adjustment. The result has been too much product at dealerships that very few have bought and models little differentiated from each other with a total loss of identity between companies. Good news (1). Firstly, because the arrival of Leapmotor in Zaragoza represents support for the electric transition in Figueruelas. The factory will be in charge of producing one of the first purely Chinese electric cars to arrive in Europe, a key step to be able to sell them without tariffs. But this also guarantees two things. The first is the opening of a new assembly line because they cannot use exactly the same one as for the Opel Corsa, Peugeot 208 and Lancia Ypsilon electric that Figueruelas produces at the moment. The second is that it increases pressure on the production of batteries that CATL will set up nearby, giving greater support to the project. It remains to be seen if the other three Stellantis models will also roll out of their doors.. Good news (2). The second part of the announcement is interesting in that the Leapmotor B10, the first car to be assembled in Zaragoza, is different from the three mentioned above and that in itself is a reason for joy for Zaragoza. And it is that the Stellantis urban electric cars have not been working well in the market. Everything indicates that, in the future, these electric vehicles will have to receive the embrace of the European customer but at the moment it is not being like thatwhich raised questions about long-term production with a plant that could operate at half gas. The Lepmotor B10 is a car that Stellantis has hopes for because it is different. It has much more striking interiors, adjusted to the huge screens that the industry has demanded in recent years. And it has purely Chinese software and development, so Stellantis can play with the price because its investments have been minimal. The company has the power to distribute the car outside of China but the development, investments and sales within China have been left to Leapmotor itself. Strengths and weaknesses. Stellantis’ decision to produce in Spain reminds us the strength that our country has gained in Europe as a productive alternative to advance electric cars. Either because labor is cheaper than in countries like Germany or France, or because energy is also cheaper, Chery or Stellantis, with Leapmotor, have decided that they will manufacture on our soil. Spain has the advantage of a well-established industry that needs reconversion. The problem is that, for the moment, it has focused on the assembly of small cars (as also happens in Martorell) which are the ones that are having the most problems to sell them or, if necessary, for the brand to make a profit from them. It would be interesting for our country to expand its presence in the development of vehicles and not only focus its industry on their production. Therefore, it is good news that Chery also bets on our country for its new R&D&i space. Photo | In Xataka | Volkswagen’s cheap electric car is manufactured in Spain: this is the new megaconstruction that makes it possible

Taiwan has almost as many motorcycles as inhabitants and a major challenge: converting them into electric ones

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Taiwan has two records if we talk about mobility. It is the first country in the world in motorcycles per inhabitant. And it is the first country in the world in number of vehicles per inhabitant, as long as we remove from the equation San Marino, Guernsey (autonomous islands off the coast of Normandy that respond to the United Kingdom), the autonomous state of Jersey and Andorra, all of them spaces where, let’s say, they are used as monetary refuges. According to the data As collected by the statistics group within the United Nations, Taiwan has 999 registered vehicles per 1,000 inhabitants. But that data hides another record: almost 600 of those vehicles are motorcycles. This means that Taiwan, with its almost 24 million inhabitants, therefore has another almost 24 million vehicles. And the most recent data says that it also has more than 14 million motorcycles. The data reaches its extreme in Taipei, the capital, where there is a number slightly higher than the national average with 65 motorcycles per 100 inhabitants. Is it a lot? It’s a lot. To give us an idea, in Spain there are around 95 motorcycles (53 of them are mopeds) per 1,000 inhabitants, according to data from the European Union. The country with the most registered motorcycles is Greece, which reaches 251 motorcycles (150 of them are mopeds) per 1,000 inhabitants. A figure that doubles (by far) the Asian country. This congestion of motorcycles represents a problem for the State in environmental matters. And they want to change it by jumping to the electric motorcycle. A most ambitious challenge According to data from the Taiwan Ministry of Transportation and CommunicationsIn 2024, 14.6 million motorcycles will be counted. They are, therefore, a substantial part of the country’s carbon emissions. 55% of those recorded in Taiwan are produced by transportation. With the aim of converting the fully electric vehicle fleet by 2050the country has set various objectives ahead. The most ambitious is to prohibit the sale of non-electric motorcycles from 2040. Previously, the State has launched a campaign for customers to opt for this technology. To do this, they explain in Motorpassionthe State is giving huge sums of money for the purchase of electric vehicles. Any electric vehicle, whether motorcycle, car or truck, is taken into account in its plans to help with the purchase. But it is in the former where the discounts are most juicy because they can reach 3,300 Taiwanese dollars (NT$), about 95 euros in direct exchange, in a country where a motorcycle is around 900 euros. Those looking to change a car do have greater incentives, with discounts of up to NT$16,000 (about 460 euros). Although the state is putting pressure for motorists and drivers to change their vehicles, the results are being somewhat discreet. These subsidies have been active for three years and between 2022 and 2025 they have managed to remove from the market (to reach the maximum aid you have to scrap another combustion vehicle) just over 120,000 vehicles, adding all types of types and sizes. A figure that pales only with motorcycle sales, since each year about 700,000 vehicles of this type are registered on the market. That is, in three years the sum of motorcycles, cars and trucks replaced It barely exceeds total scooter sales by 5% in the same period of time. Getting the motorcycle market to switch to the electric market is key for the country. Not only because still the cheapest way to get aroundalso because it is key when it comes to reduce dependency that the country has from foreign oil. Having mobility that depends largely on renewable energies produced in the country itself is a significant step in its relations with the outside world. Photo | Faye Yu In Xataka | The first commercially ready solid state battery is here. And an electric motorcycle is going to take it

The owner of Volvo and partner of Renault will also sell Chinese electric cars in our country

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It is possible that if you are not very up to date with the automobile market, the word Geely may not be very familiar to you. Yes, it is more likely that Lotus will tell you something else. And you surely know Smart and Volvo. Any of them, any of those companies that were once European, are owned by Geely, one of the largest Chinese automotive groups in the country. Now, the company lands in Spain with its own brand. Yes, Geely in addition to owning a portfolio with up to 16 brands Under his direction, he also has his own car company. So that we understand it quickly and easily, just as the Volkswagen Group has the Volkswagen brand or as Renault owns Dacia but, of course, sells cars under the Renault brand. Geely, therefore, will arrive in our country with two electrified models. Its presence, as is evident from the first and mentioned brands, is already palpable in Spain but now it will have its own vehicles on the street, with its distribution network separate from any other company and with two SUVs that point to the present and future of the brand. Geely arrives in Spain To have a general photograph of Geely and know what is behind this new brand, the first thing you should know is that in 2024 they became the first Chinese manufacturer to establish itself as one of the 10 most important automotive companies in the world. Shortly after, the brand has been surpassed by the enormous muscle of BYD but In 2025 it managed to put 3.02 million on the market of cars counting only the companies born under its umbrella (without adding Volvo or Smart). With the latter he reached the 4.12 million units sold and was positioned as the ninth largest automotive group in the world, exceeding 2024 sales by 800,000 units. For its arrival in Spain, the company has announced two vehicles. Geely E5 He Geely E5 It is an electric SUV with 160 kW (218 HP) and a maximum range of 475 kilometers according to the WLTP cycle. It will be available with two battery sizes (60.22 kWh and 68.79 kWh) developed in-house. In the press release, Geely does not confirm the total peak power and only mentions that it will go from 30 to 80% autonomy in 20 minutes. Geely Starray EM-i On the other hand, the Geely Starray EM-i It is a plug-in hybrid with a combined power of 262 HP where the greatest weight of its dynamics falls on the electric motor that reaches 160 kW (218 HP). It also has two battery options (18.4 kWh and 29.8 kWh) that increase the total range of the set up to 943 kilometers in the mixed cycle. At the moment, Geely does not specify its autonomy in fully electric mode. It is to be hoped that, little by little, we will learn more details about these two new models, especially in their commitment to software and digital functions focused on the user. We do know that this latest plug-in hybridization system has been developed in the heart of Horse, the joint venture that Geely maintains with Renault to continue looking for solutions focused on combustion engines. Regarding its distribution, Geely says that it is developing a network of nationwide dealers “supported by partners with extensive experience and deep knowledge of the local market.” It is to be expected, therefore, that at least in the first months and years its distribution will be supported by the large groups that have been supporting brands such as BYD or the Chery Group. And the Chinese companies are making a strong investment in dealerships to give customer confidence. At the moment, the Chinese company has not set a specific date for us to see these cars on the street but it does set a deadline of “the first half of 2026”, so in the next four months we should have all the details. It must be taken into account that Geely is making clear efforts to expand its market with its own brands. We recently learned that is interested in entering the United Statesdespite the fact that the geopolitical context is complicated. It has also been rumored that it could occupy part of the Ford plant in Almussafes. Movement is key in an ultra-competitive Chinese market that is slowing down and Spain has shown interest in the firms arriving from this country, especially among entry-level vehicles and plug-in hybrids. Photo | Geely In Xataka | MG, BYD, Lynk&Co, Omoda: who’s who of Chinese car manufacturers in Spain

Kia needed an electric Sportage on the market. The Kia EV5 is an (almost) perfect bet for the European family

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Kia has been building one of the most interesting ranges of electric cars on the market for years. The EV family has managed to establish itself as one of the most attractive and risky options. From the Kia EV6 and its particular design to the most rational EV3 and the monstrous EV9. Now, the company has placed the EV5 on the market, one of the most rational proposals and necessary for your current offer. South Koreans needed a car that would perform the functions of the Kia Sportage, one of their best-selling models, with completely electric technology. And his proposal is as solvent as it is rational and attractive. Kia EV5 technical sheet New Kia EV5 Body type five-seater SUV Measurements and weight 4,610 meters long, 1,875 meters wide and 1,680 meters high. Wheelbase of 2,750 meters. 1800 kg weight. Trunk 566 liters with the sum of the front and rear trunk. Maximum power 160 kW (217 HP) and 295 Nm. WLTP consumption 16.9 kWh/100 km DGT environmental distinctive Zero emissions. Driving aids (ADAS) Mandatory by the European Union. Others Triple screen: 12.3-inch instrument panel 12.3-inch central screen 5-inch climate control screen Android Auto and Apple Car Play compatibility. Wireless mobile phone charging. Harman Kardon sound system as option. Electric hybrid. No. Plug-in hybrid. No. Electric Yeah. 81.4 kWh battery with 530 km of WLTP autonomy Versions with double motor (all-wheel drive) and a more powerful GT option will arrive. Price and release Now available With 81.4 kWh battery from 46,070 euros before aid (from 39,490 euros with discounts and aid) Why does an electric car have less autonomy than advertised? Balance is the word We could say explain the Kia EV5 with a football simile. The Kia EV5 is like a sober doorman. If you don’t like football, a goalkeeper sober He is the one who flees from eccentricities, the one who turns spectacular saves into simple saves. And a stop is just the final result of a very in-depth previous exercise, of strenuous training to be strong in the legs and extensive knowledge to position oneself in the right place at the right time. Whether the stop is complicated because it is attached to the lower corner of one of the posts or to give security to the team by taking the ball in a lateral center. Can an eccentric goalkeeper be good? Yes. And very good indeed. There are goalkeepers who earn their fame for stops that seem impossible, for having reflexes typical of the animal world. But it is no less true that many of these saves are only the result of having made a bad previous decision, of reaching the ball in a hurry for the simple fact of being worse positioned under the goal. Something like this happens with the Kia EV5. It is not a spectacular car in any sense. But almost everything is done grating at a very high level. It’s not eccentric, it’s not surprising. But it is a good electric car. A very interesting option if you are looking for a good family car as the only vehicle at home. And the Kia EV5 does not have the imprint and footprint of the EV9. Nor is it committed to that monolithic aspect of the EV3 that makes it so particular and that polarizes opinions about its design so much. This intermediate option seems like a kind of softened version of both cars without losing that muscular appearance, playing with straight and very pronounced edges. Its appearance, in fact, makes it appear larger. Its 4.61 meters seem to be more when you have it in front of you for the first time. We are, however, at figures very much to the taste of the European customer, who in this type of car largely opts for vehicles slightly larger than four and a half meters. With a wheelbase of 2.75 meters, the space for the rear seats is very good and maintains a trunk that, adding a front space in which little more than the charging cables can fit, reaches 566 liters. In the front area, it maintains the aesthetics and layout that has been accompanying the brand’s latest launches. The instrument panel and the central screen are embraced by the same frame, with a third digital space that unites both surfaces. All of this is supported on a kind of very clean horizontal desktop with touch buttons on the surface. On the steering wheel and the central area we have a multitude of physical buttons with some details that we liked. The instrument panel is displayed on a widely configurable 12.3-inch screen in its central area. In it we can find graphics of all kinds, from consumption to navigation or what the infotainment system is playing. Above the view we have a clear Head-Up Display with precise information for driving. The central screen, compatible with Android Auto and Apple CarPlayit is also 12.3 inches. Here, the possibilities are very wide and it has interesting solutions, such as a vertically sliding widget that supports the information displayed by the browser. However, I have two problems. The first is that it has so many shortcuts and so many functions to customize that it forces you to overcome a certain learning curve to be clear where each function is. I, who hadn’t gotten into a Kia for a while, had to spend some time finding, for example, the consumption data. My second problem is in the representation of the icons and shortcuts. The black background is useful to avoid confusing the driver but I think there is a lack of contrast in the icons. I, at least, have had some difficulty reading them clearly. I would have to test the car further to see if this can be fixed by, for example, increasing the screen brightness. Between both screens there is a third space in which the air conditioning is controlled. It seems like a good one to me. We have the basic … Read more

A company has filled a neighborhood with sidewalk outlets to charge electric cars. Their results are contradictory

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In 2022, a German company called Rheinmetall proposed a new charging solution: put outlets on the sidewalks. Trying to find solutions for those who wanted to jump to an electric or plug-in hybrid car but did not have a garage, the company proposed a system to charge on the same street, without having to go to an electric station. Three years later: we have the results. A pilot test. After receiving approval from the authorities, the company began a pilot in 2024 in central Cologne and Lindenthala residential neighborhood of the city characterized by its low and individual houses. Neighborhood where, by the way, you will find the status of the local soccer team. The idea is simple, you park on the sidewalk and on the ground, on the curb, you find a plug hidden in a cover. You scan a code printed on it and connect the car with your own charging cable for AC use. As if it were any other charging point, both ends are joined and when the payment is completed, it is passed through the use of a mobile application. The results. In general terms, the results have been good. According to the company, a total of 2,800 charging cycles were carried out in the pilot test in one year. On average, the cars recharged 18 kWh, which in the city means more than 100 kilometers of autonomy for an electric car and between 80 and 100 kilometers on the highway (depending on its efficiency). They point out that each day the plug has been used an average of twice a day and that its availability has been 99%, so there have hardly been any breakdowns. The figure is good if we compare it with the European and Spanish average. In our country, public outlets They are only used 1.5 times a day and, on average, each charger is only busy between 30 and 120 minutes a day in Europe. Customer opinion. The company has conducted a survey of users who have offered their point of view to the system. It included the score given by the drivers (five points maximum) and some notes, complaints or recommendations made by customers. In total, the system has obtained 4.38 points out of five. But, above all, they have received very positive evaluations among customers over 60 years old, who value the simplicity of the system. In addition, they highlight that the plugs have not been damaged by water and that vandalism or uncivil acts (such as not picking up pet excrement) have not been found to have been a problem when recharging. A curious solution is that the cover that hides the plug has been designed to open with a small push of the charging cable, allowing the customer to lift said cover without having to touch it with their hand. Good idea, with some cracks. They point out in forumelectriccars that one of the main problems with this type of charging points is the cost of the plug. Each one of them, which has refrigeration and air conditioning to improve charging, costs 5,000 euros, so it is a bad idea compared to a traditional home charger. Furthermore, if you want to get the most out of the system, it would be necessary to reserve space for these charging points on the street, so there is no difference with any other public charging point unless the street is filled with plugs. That is, as happens with public outlets that are not located at a gas station, the parking space is reduced to reserve spaces that are not always occupied. Other proposals. Public charging is one of the great challenges that the electric car represents. One of its advantages is to leave the house with a charged car or, at least, take advantage of its parking lot to fill its batteries since alternating current is slow and most of the time a car is stopped. The most obvious proposal is the electric stations, with a huge number of high-power plugs available. another is fill shopping and leisure centers with chargerssince a visit to fully recharge the battery can take days or weeks (depending on daily trips) without plugging in our car. With an average of 50 kilometers per day, a car that drives 500 kilometers of autonomy in the city has 10 days to go without plugging the car back in, just three days a month. But if we want to bring public charging to the city streets, Portugal, United Kingdom either Netherlands have been experimenting with public outlets on streetlights. The system is as simple as including sockets on the curbs but with the difference that the socket comes from a street lamp and does not require installation on the ground. The paradox of slow recharging. The problem with this type of recharge is that slow charging takes hours and hours with the car plugged in. If a socket charges our car at 7.4 kW of power, it will be necessary to spend about 10 hours to completely fill the battery of a 60 kWh vehicle, a small size that is on the border between those who want the car for an urban environment and those who want to dare to travel with him. Those refills They are interesting if the price is low But they require that, to get the most out of it, we have to leave the car parked there for an entire working day or an entire night. The system, therefore, is certainly inefficient in terms of servicing more than one car. To charge at this power, the data says that most electric car drivers charge at home. Outside of it, the customer usually chooses to recharge at higher powers. For example, a 50 kW plug can now fully charge a car in less than three hours, which is the time we spend watching a movie at the cinema. And on a trip, the most practical thing is usually to look for … Read more

That’s why a 10,000-ton electric megaship has just debuted

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When we talk about megaprojects, we know very well that Chinese companies are very committed to surprising us in terms of dimensions and capabilities. In this case the protagonist is the Ning Yuan Dian Kuna 10,000-ton all-electric container ship that the shipyard presents as the largest vessel of its type in the world. The ship set sail on February 1 from Jiangxi province and has been conducting trials in waters near Shanghai until a few days ago. Below these lines we tell you what is special about it. An electrical giant in figures. The ship measures 127.8 meters in length, 21.6 meters in width and 10.5 meters in depth. It has the capacity to transport 740 TEU containers (units about six meters long) and can reach a maximum speed of 11.5 knots. According to details Marine Insight, the project has been built by Jiangxi Jiangxin Shipbuilding and is designed to operate with zero emissions both during navigation and during loading maneuvers in port. The technology that drives it. The propulsion system is based on ten battery containers with a total capacity of up to 19,000 kWh, which power two permanent magnet motors of 875 kW each. From The Maritime Executive they explain that the batteries can be recharged through high-voltage connections on shore or quickly exchanged for already charged units, a cutting-edge replacement system that reduces waiting times in port. In addition, the ship incorporates photovoltaic panels to generate additional energy during its operations. Autonomous navigation on board. According to the media, the Ning Yuan Dian Kun integrates autonomous navigation systems that allow route planning, automatic collision avoidance, and unmanned operation in open waters. From Electrive share that the ship has “real-time monitoring of the environment, visual perception in any weather condition and unmanned operation functions.” These systems allow the boat to alternate between different navigation modes according to needs. What’s special about it. China seeks to establish a replicable model for zero-carbon short sea shipping. The Ning Yuan Dian Kun project was included in the national list of Advanced Green and Low Carbon Technology Demonstration Projects in 2025, with the aim of developing a scalable solution for coastal transportation. This is not the first attempt in China, since in 2024, the country had already launched the Greenwater 01 on the Yangtze River, a 120-meter-long electric container ship with batteries of up to 80,000 kWh. Between the lines. The tests have been used to evaluate the performance of the propulsion system in different conditions, the real autonomy of the batteries and the reliability of the autonomous systems. If the trials are a success, everything indicates that the ship will enter commercial service for the company, Ningbo Ocean Shipping Co., covering feeding routes linked to the port of Ningbo-Zhoushan, one of the busiest in the world. On the other hand, it should be noted that there is already a second confirmed sister ship, the Ning Yuan Dian Peng, and that it will follow in the footsteps of this first one. Decarbonization underway. If it ends up being demonstrated with this type of projects that electrification is viable on a commercial scale in maritime cargo transport, that the model ends up working economically and can be replicated on other routes, could mark a turning point in an industry responsible for around 2% of global CO₂ emissions, according to data from Statista. Maritime transport has historically been one of the most difficult sectors to decarbonize, so it could end up being an important step towards this goal. Images | PeopleDaily In Xataka | Africa has more than 30,000 kilometers of coastline and one country has managed to control them without anyone noticing: China

Mazda has a plug-in hybrid perfect for Europe. The problem is that for Europe it is electric and pays tariffs like an electric

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If I had to define this story with one word, I would have no doubt: bizarre. To get an idea of ​​the mess, let’s go with a few strokes that we will break down little by little: Mazda has a Chinese electric car that actually has a combustion engine The European Union has lifted tariffs on Chinese electric cars and Mazda has to pay 30% for each one it imports into Europe The European Union does not impose tariffs on Chinese cars with combustion engines. This exception is being used by Chinese brands to gain market share in Europe. Mazda does have to pay tariffs for that electric car that, in reality, has a combustion engine even though the European Union does not impose additional tariffs on Chinese cars with combustion engines. Yes, my head is spinning too. Let’s try to explain it. The history of tariffs To explain a story, Manolito Gafotas was clear: let’s go to the beginning of time. In October 2024after months warning and after some negotiations with China, the European Union raised some additional tariffs to Chinese electric cars that were already paying 10% per car sold in Europe. These tariffs take into account the alleged state aid that China has given to each brand and the willingness of each brand to collaborate. That is, not all pay the same. These taxes were placed on all electric cars that came from China, regardless of the brand that imported them. This is key because all the European brands that bring their cars from China they also have to pay given that, except Teslano foreign brand manufactures its cars in China without being linked to a local automaker. Changan, which is the brand that concerns us here, has to pay 20% additional tariffs that are added to the 10% basic tariffs. That is, for each car sold in Europe, it has to pay an extra cost of 30% on its value. This Chinese company is associated with Mazda, who uses the base of its Deepal cars to bring the Mazda 6e and the next Mazda CX-6e. The first of them we have already been able to drive it in Xataka And, as we told you, it is a car that carries some of the inconveniences of its Chinese origin but whose main attraction is the price. This association It has allowed Mazda a very important step. The company is a small company so investments have to be very well directed and, seeing the embrace that the electric car is receiving in Europe, they have done the math and were not interested in paying for the full development of their own car. But, yes, they have to comply with European emissions standards if they do not want to be fined heavily. One option is to pay the fine. The second is reduce its emissions level below 93.6 gr/k of CO2almost a chimera for a brand where electrification is the exception. The third, and most likely, is to be part of a pool with companies like Tesla to buy their emissions credits. The Mazda 6e and the Mazda CX-6e is very good news for the company since it puts two electric cars on the market at a very low cost for them and a very high profit. For each electric unit sold, the reduction in emissions is substantial and even if they remain above the limit they will have to pay less for those emissions credits. An electric that is not (at all) electric But, in addition to these two aces, Mazda had a third ace up its sleeve. Your saloon Also sold in China as Extended Range Electric (EREV). That is, we are talking about an electric car with 200 kilometers of electric range supported by a combustion engine. In this case, a 1.5 four-cylinder engine that acts as an electrical generator. He extended range electric It is a solution that Mazda itself uses in a car of its own development, the MX-30 REVand it is the option that is proposed to be able to carry out a new sports car replacing the legendary MX-5. The EREV has the advantage of being able to travel hundreds of kilometers in completely electric mode with the appropriate battery and, if necessary, draw on the combustion engine. Mazda’s intention is to improve it in its entirely models with a rotary engine. Thus, the motor hardly takes up any space and adds very little weight to an assembly that will inevitably be weighed down by the weight of the battery, what is happening within the Japanese company itself. But are we talking about a plug-in hybrid? In practice, yes. The car uses the combustion engine as an electrical generator. Thus, it operates at the most efficient rpm in most situations, providing electricity to the battery and that electricity is sent to the electric motors, which are what actually drive the wheels. The advantage is that you have an electric car for everyday lifewith a safety net on long trips and, despite everything, the immediate torque and smoothness of an electric vehicle. The solution in fact, seems like one of the most logical options with the tightening of the European Union’s emissions conditions. And most Chinese plug-in hybrid cars already work this way on most occasions to lower their consumption. But at Mazda they send a message: It will be difficult to see this version in Europe. And there is a technical detail that differentiates a plug-in hybrid from an extended-range electric car. The European Union makes a distinction between the two that does not focus on whether or not it has a gasoline engine, it focuses on what energy propels the wheels. That is, the Mazda 6e EREV is considered electric because its combustion engine never drives the wheels, always works as a series hybrid. Many Chinese cars prioritize this way of working but they are considered plug-in hybrids because, very specifically, their technology does allow the combustion engine to directly … Read more

Electric car battery makers are retooling to make batteries… for AI data centers

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In the United States there are a slowdown in the electric vehicle industry, which has caused more and more manufacturers in the sector to convert their business. According to account Financial Times, ten North American factories that produced batteries for electric cars are allocating a good part of their production to energy storage systems for AI data centers. It is the latest industry to readjust around artificial intelligence. The change of course. The media shares data from the consulting firm CRU, which states that these ten plants have canceled enough capacity to produce batteries for 2 million electric vehicles. Of these, seven will focus primarily on the energy storage systems (ESS) market. Among the names involved are Ford, which is converting a factory in Kentucky, and Stellantis along with its partner Samsung SDI, which are converting production lines at its Indiana plant. General Motors is also considering producing its own energy storage batteries, according to declared its head of batteries, Kurt Kelty, to the Financial Times. Why data centers need batteries. Data centers that process AI models require uninterrupted power supply to protect against blackouts or voltage fluctuations. With the construction boom of these centers in the United States, storage batteries have become a critical component of infrastructure. This opens up an alternative revenue stream for automotive companies struggling with electric vehicles. The Tesla example. It is worth taking a look at the numbers of Elon Musk’s company, since in addition to producing vehicles it also manufactures energy storage systems such as Megapack and Powerwall. In this sense, its battery business is turning out to be tremendously profitable, since the company reported income for energy and storage of $12.8 billion in its last quarter, a growth of 27% year-on-year. In 2021, that figure barely reached 2.8 billion. Meanwhile, its revenue from electric vehicle sales has fallen 9% to $64 billion. Political context difficult. Just like account FT, Since the Trump administration eliminated tax incentives for electric vehicle buyers put in place during the Biden era and lowered emissions standards, the electric vehicle market in the United States has seen a slowdown. This has led BloombergNEF to revise its forecast downwards: from expecting electric vehicles to represent 48% of total car sales in 2030, they now project only 27%. Electric vehicles currently account for about 8% of new car sales in the United States. The aid that is maintained. As well as mention In the middle, although these subsidies have been eliminated, the administration retains generous incentives for battery manufacturers: a production credit of $35 per kilowatt-hour and a 30% tax credit for investments in energy storage. In addition, tariffs on Chinese storage batteries are around 60%, allowing manufacturers to produce in the United States at prices close to parity with Asian imports. Between the lines. It is also worth highlighting important nuances. CRU’s Sam Adham counted to FT that battery manufacturers will not necessarily pass on what they save on costs to their customers (they may increase their margins, for what). In addition, according to the FT, the Korean companies that lead the production of storage batteries in the United States have less experience with the lithium iron phosphate technology used by these systems, compared to their Chinese rivals. It is not a total reconversion, for now. Wood Mackenzie’s data suggest that electric vehicles will continue to absorb a greater proportion of battery installations than energy storage until the end of 2030. “If there is a rebound in demand for electric vehicles, companies that have switched to storage systems could be left behind,” said Milan Thakore, an analyst at the consultancy. More sectors than They pivot towards AI. From the Semafor newsletter, also they mention another very interesting sector that is beginning to convert its business towards AI: cryptocurrency miners. And according to Morgan Stanley, facilities dedicated to cryptocurrency mining are seeing a more profitable business in the creation of data centers for AI. The economics of cryptocurrency mining have gotten worse and worse since the reward is lower, and converting these facilities into infrastructure for artificial intelligence is much more profitable. According to the calculations Morgan Stanley, transforming all bitcoin mining facilities in the United States could reduce the electrical capacity deficit for data centers by between 10 and 15 gigawatts. Cover image | CHUTTERSNAP and İsmail Enes Ayhan In Xataka | If AI is the “weapon” of the future, the US is already investing 25% of all world military spending in it

The new Ferrari Luce is much more than Ferrari’s first electric car. It is a desperate cry to find a new audience

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We thought of 2026 as the year in which we would see Ferrari’s first electric car. Boom. As of February 9, we already know the first details of its interior. The company itself has made them public in what is the first of the many appetizers that they will provide us before knowing the final bite. At the moment we already have its name, its interior and a bomb: the design of the cabin has been carried out by Jony Ivewho led Apple design until his departure in 2019. He Ferrari Lucewhich will be the company’s first electric car, has been seen with an interior that breaks with the entire collective imagination of what a Ferrari should be and, at the same time, draws on its history. Why an electric Ferrari? We have been talking about Ferrari’s first electric car for more than five years. Do you remember what life was like before 2020? The electric car seemed like the future, brands were striving to make the leap to zero emissions and the European Union warned that in 2035 we would not have a single car on sale with a combustion engine. Five years later, regulators have accepted that cars with combustion engines can be sold. Of course, the common mortals will not touch them. Or, at least, we will not be able to go to the dealership and order one because the real demands regarding emissions dictate, right now, that if a brand does not want to pay fines it will have to sell many (very many) electric cars for each pure combustion car. And that leaves two paths: either the brand sells those electric vehicles or it puts cars on the market that are expensive enough for the customer to pay the fine and continue to get an economic return from them. Come on, what Combustion cars will be a thing for the rich. But this change in regulation comes late for most brands. Because almost all of them had launched a 100-meter dash race to have their electric cars ready as soon as possible. This career has come hand in hand with enormous investments that, except in very specific cases, were no longer worth stopping. One of them is Ferrari. The brand has needed to move forward with Luce, its first electric car. A car that will not only take advantage of the advantages of electric motors. The first thing its interior tells us is that the Ferrari Luce will be much more than a sports car. It is one of the most important cars in its history. And Ferrari wants to make it a before and after. Ferrari Luce interior Much more than an electric Ferrari In its first electrified car, the Ferrari LaFerrari, the Maranello company sent a clear message: its first electrically powered car was going to be the most cutting-edge and wildest Ferrari ever built. With its first fully electrified car, the first to be sold without an exhaust pipe, Ferrari sends another clear message: techie customer, customer who wants to be fashionable, we are here. It is no coincidence that the cabin of This Ferrari Luce was designed by Jony Ive. Whoever was the head of design at Apple is considered one of the legends of industrial design, with decisions in which he clearly opted for form over functionality. The beautiful over the practical. The Ferrari Luce is everything we could expect since the relationship between Ive and those from Maranello is known. The cabin plays with a neo-retro design, with a steering wheel that recalls the simplicity of the extreme sportiness of a Ferrari F40 or an interior where the buttons have been replaced by aviation-style keys. There are just a few buttons on the center console to raise and lower the windows or lock them. A kind of joystick acts as a gear shift lever. Ferrari Luce gear selector Detail of the central screen button panel The interior of the Luce does not forget that a Ferrari is a sports car with paddles behind the steering wheel rim. But the small islands that shelter the selection positions here forget about the most sporting details to prioritize more day-to-day functions. And this is important. It still has a manettino to select the driving mode but it has a second lever to select what, we assume, will be the degree of power delivery to extend the battery’s autonomy. We have a direct button to control the wipers and another to, we suppose, deactivate the beeps of the wipers. ADAS systems. The turn signals, on what look like touch surfaces but I’ve explained to Top Gear which are physical, are integrated into the spokes of the steering wheel itself instead of having physical buttons and routes as in the brand’s latest models. But, of course, what draws the most attention are its two screens. We have long accepted an instrument cluster and a central screen for a Ferrari. What we did not imagine is that the main screen would be the absolute queen of the cabin with its 10.12 inches and a mobile solution at the bottom that balances between genius and purist horror. The handle is pure Ive design. The graphics displayed by Ferrari are so reminiscent of Apple that one would almost think they have embraced CarPlay Ultra. And at the same time, its 12.86-inch OLED instrument cluster screen is displayed as it would in a classic Ferrari, with its clocks well separated and extraordinary clarity for reading. The whole set is a sample of where Ferrari is right now. The company could have chosen to put an electric car in the body of a combustion Ferrari. Instead he has embraced another proposal: if I can’t convince you to jump to an electric car, I will look for new customers. Although those from Maranello have cars that are more or less usable on a daily basis, until now their proposals have always been consistent. racing Inside, a clear reminder that … Read more

China is telling us what a future full of electric cars looks like. And we already know which are the most reliable brands

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The conquest of China in the automobile industry global has made us increasingly pay attention to the country’s manufacturers and the models that are coming out every year. China leads in new energy vehiclesalthough the reliability of their cars has always been questioned. The latest report Quality test launched by the analysis firm LandRoads offers us a very interesting perspective, as it studies the models that have initially caused the least problems since their purchase. In this aspect, the ranking places the Xiaomi SU7 as the most reliable large sedan, while the Tesla Model 3 dominates among the midsize models. Below these lines we tell you all the details. What is the ranking about?. LandRoads has published its annual report on quality in electric and plug-in hybrid vehicles in the Chinese market, analyzing 6,950 incidents reported by users. According to the report, 3,687 were quality problems and 3,263 were design-related. In the overall ranking by brand, AITO tops the list with a quality risk index of 123 points, followed by Mercedes-Benz (126) and Tesla (146). Image: ChinaEVHome. Source: LandRoads Why does it matter? The Chinese electric vehicle market is immersed in a frenetic race to incorporate more technology and functions. However, the study gives us clues that not all manufacturers are facing this battle completely well. The three main problems reported were noise (24.6% of complaints), exterior components (18%) and failures in intelligent systems (17.3%). Together they represent more than 60% of incidents, pointing out the critical points where the industry needs to improve. Categories. Highlights of the report indicate that: In medium-large sedans and above, the Xiaomi SU7 wins with an index of 108 points, well ahead of the Stelato S9 (218) and the IM L6 (237), according to LandRoads data. In midsize and compact sedans, the Tesla Model 3 leads with 104 points, followed by the Nio Firefly, BMW i3, Geely Galaxy Xingyuan and BYD Seal 06 GT. Among large SUVs, the top three spots go to AITO models: the M9 (88 points), M8 (98) and M7 (135), with the Li Auto L8 and Voyah FREE completing the top five. In medium and compact SUVs, the Avatr 07 stands out (92 points), ahead of the BYD Sealion 05 EV, Yuan UP, Tesla Model Y and Yuan Plus. In MPVs, the Voyah Dreamer records the best result with 192 points. Balance. The report also points out a phenomenon he calls a “high-equipment, high-risk concentration zone.” And according to LandRoads, as some manufacturers rapidly accumulate new features, the maturity and stability of the systems does not advance at the same pace, amplifying the risk of vehicle quality. According to the study, AITO, Xiaomi, NIO, Zeekr, Li Auto and Voyah have managed to maintain low risk rates despite offering high levels of equipment. More mature electronic architectures, better coordination with suppliers and exhaustive validation systems in all types of scenarios come into play here. Looking long term. LandRoads concludes in its study that the electric vehicle industry is moving from simply adding features and functions to the integration capacity and long-term stability of all these novel systems. Furthermore, seeing Aito above manufacturers like Mercedes or Tesla gives us clues about the transition we are experiencing and the ability of Chinese manufacturers to produce a product that lives up to it. Cover image | aboodi vesakaran and Aito In Xataka | Aid for electric cars is complicated: the Auto+ Plan comes with less money, more demands and a key question to resolve

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