European

The mayor of Lisbon has turned it into a magnet for European startups

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Carlos Moedas does not feel like a conventional politician. The current mayor of Lisbon and former European Commissioner for Innovation recently insisted in which his training as an engineer marked his management. The idea: less rhetoric and more structural solutions. And it certainly seems to carry out this proposal, because it is leading a transformation that seeks to position the Portuguese capital not only as a tourist destination, but as one of the most relevant technological nodes in Europe. unicorn factory. The nerve center of this transformation is the call Unicorn Factorya hub of innovation that was launched in 2022 and that has become the flagship project of its mandate. Since its creation, this initiative has multiplied its size by five, and today it already houses thematic divisions specialized in cutting-edge sectors such as AI, blockchainhealth or green technologies dedicated to the agricultural field. The success is tangible: 17 “unicorn” companies (valued at more than $1 billion) have moved their operations to the Portuguese capital. Attracting startups. Moedas explained in comments to Financial Times how the real challenge of Lisbon is not to see companies born, but to help them grow. The project attracted 300 companies in 2025, a figure that represents notable growth from 250 the previous year. Among them there are companies with founders from the US, Brazil, or Denmark. Favorable conditions. To attract these startups Moedas has used several levers. The first is to sell Lisbon for what it is: a safe capital with a great quality of life. The second is to highlight that the tax regime for qualified immigrants is advantageous, and there are also tax credits for R&D, which of course is a strong argument for companies that consume a lot of resources in those initial phases and can thus receive aid in this process. But. The road, Moedas openly acknowledges, is not without potholes. Portuguese bureaucracy remains complex – the same thing happens in Spain – and that can deter entrepreneurs. The mayor of Lisbon states in the interview that a good part of his time is spent talking on the phone with foreign founders and helping them overcome these bureaucratic barriers. “Politicians do not create jobs, the markets create them,” he repeats: their job is to facilitate, not hinder, or at least that is the message. Competence. Although the activity is notable, there are founders of companies who know that the market is raffling them off. María Ribeiro Soares, from Immersiv Studios, warned of the difficulty retaining talent compared to markets with higher wages such as the United Kingdom or Germany. The other venture capital. There is another peculiarity in this entrepreneurship market. Lisbon startup founders have realized that while traditional venture capital is cautious, the so-called family offices are very willing to bet on these projects. These investors, often experienced, high-net-worth former founders, provide funding but also advice. Lisbon is not alone. The rise of Lisbon as a technological node is also accompanied by other Portuguese innovation centers such as Braga and Porto, where, for example, the biotechnology sector flourishes. There is also a direct connection with universities oriented to this market, and in that northern region of Portugal alone there are already some 1,200 startups with a combined valuation of close to 9 billion euros, according to the FT. The other great challenge. Portugal’s efforts to attract external talent have led to the arrival of numerous digital nomads, but this has had a counterproductive effect: it is causing an exodus among young Portuguese. They cannot access a housing market adapted to the pockets of those nomads, who charge triple. Rental prices have skyrocketed, and that has created tension that the mayor must manage. Image | EU2017EE Estonian Presidency | Aayush Gupta In Xataka | Portugal’s radical proposal to stop touristification: an underwater cable that connects with the US

Huawei arrived at MWC as if the European blockade attempt had not happened. And he left as one of the great protagonists

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There are images that summarize geopolitical tension better than any official document. One of them occurred in Barcelona during the last Mobile World Congress. While several European capitals debate how to reduce the presence of suppliers considered high risk in telecommunications networks, Huawei appeared at the sector’s largest fair with a presence that is difficult to ignore. The Chinese company arrived at the event with one of the most visible spaces in the venue and left as one of the most notable presences at the congress, a scene that helps to understand the current relationship between Europe and the technology giant. The image. When touring the pavilions of the Barcelona exhibition center, it was quickly understood the weight that Huawei had decided to exhibit. As Politico tells itthe company installed one of the largest exhibition spaces at the event and located it in one of the busiest areas of the complex, a location usually reserved for the most powerful actors in the industry. During the days of the fair, that stand became a constant crossing point for executives, operators and analysts who toured the congress. Prominence also on the agenda. Beyond its deployment within the venue, Huawei also took up space in the official MWC programming. Company executives participated in different sessions of the congress and the company was among the actors present in the debates on network infrastructures and technological evolution of the sector. That role was reinforced with a recognition at the Global Mobile Awardsthe awards that are presented every year during the event. The award for one of its network infrastructure developments served as a reminder that, despite the political climate surrounding the company in part of Europe, its technological weight within the industry remains relevant. The European contrast. The scene left by the MWC contrasts with the political climate that has surrounded Huawei in part of Europe for several years. The European Commission has been toughening its discourse for some time on suppliers considered high risk in critical telecommunications infrastructure and has encouraged Member States to reduce their dependence on them. In parallel, several European countries have taken measures to limit or withdraw their technology from sensitive networks, especially in the deployment of 5G, with decisions in countries such as Germany, which has prompted the withdrawal of Chinese components in critical parts of the networkor Sweden, that banned Huawei from its 5G networks. The result is a fragmented map in which regulatory pressure coexists with a more complex industrial reality. Spain has not been immune to the European debate on Huawei either, although its evolution has followed a less abrupt path than in other countries. The Government has not decreed a formal ban, but the company’s role in critical infrastructure has been progressively decreasing. In the deployment of 5G, the large operators have been replacing their technology in the network corethe part that manages user communications and data. The result is an intermediate scenario: Huawei is still present in the technological ecosystem, but its weight in the most sensitive points of the networks has been significantly reduced. A resilience already known. The Barcelona scene fits a pattern that Huawei has been repeating for years. Following the sanctions imposed by the United States in 2019, many analysts assumed that the company would be relegated to a secondary role in the global technology industry. However, the company quickly refocused its strategy: strengthened its domestic market in China, developed its own chips and opted for an independent software ecosystem after losing access to Google services. This adaptation process allowed the company to remain present in numerous segments of the sector, even in markets where its position had been weakened. The image that Huawei left at the MWC. We can interpret it as a moment within a longer story. For years, different actors have tried to stop the advance of the Chinese giant in the global technology industry. However, the company has continued to reorganize its strategy and maintain a presence in the sector. What happened in Barcelona suggests that this process is far from over. Quite the opposite: we are watching a new stage unfold in real time. Images | Huawei In Xataka | The US has decided to shoot itself in the foot and destroy one of the best AI companies in the country

The European Commission did not like how Spain has imposed the V16 beacon. That has potential consequences.

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The V16 beacon has generated all a wave of criticismboth because of its obligation, and because their capabilities and legislation around it. In this last aspect, the European Commission has confirmed that Spain did not follow the mandatory notification procedure before imposing the connected beacon. From here, the consequences can range from a formal infringement procedure to Spanish courts refusing to apply the rule. It is mandatory, but Brussels has a different opinion. Since January 1, 2026, drivers in Spain are required to carry a V16 beacon connected that, in the event of a breakdown or accident, allows the DGT to geolocate the vehicle. Just like account the executive vice-president of the European Commission, Stéphane Séjourné, in response to the parliamentary question of the PP MEP Dolors Montserrat, this obligation was established by two royal decrees: the 159/2021 and the 1030/2022. The problem is that, according to Séjourné, neither of them was communicated to Brussels before their adoption, something that European legislation expressly requires. Why does that matter? There is a European directive, 2015/1535which obliges Member States to notify the European Commission of any draft technical regulation before approving it. The objective is that both the Commission and the rest of the EU countries can analyze it and detect if it could cause problems for trade or contradict community law. If a State does so, it has a waiting period of three months before being able to adopt the standard. And Séjourné suggests that Spain would have skipped this step entirely. What the Commission has said. The executive vice president of the European Commission confirmed in its response expressly that the Spanish royal decrees “have not been notified in accordance with the procedure of Directive (EU) 2015/1535”. Furthermore, it also warns that, if a Member State fails to comply with this obligation, the Commission “may open a formal infringement procedure under the article 258 of the Treaty on the Functioning of the EU”. lJudges may not apply the rule. Beyond the sanctions that the alleged infringement may entail, the Commission recalls that the Court of Justice of the EU has already established in its jurisprudence that “national courts must refuse to apply technical regulations that have not been properly notified.” In other words: if you as a Spanish driver They fine you for not carrying the V16 beacon You could, in theory, challenge that sanction by alleging precisely this failure to notify. Minterior market Brussels also warns of another aspect. As the use of danger signaling devices is not harmonized at the European level, each State can regulate according to its traffic regulations. But when very specific technical requirements are imposed on what that device must be like, as is the case with the beacon and its mandatory connectivity, Séjourné warns that this can “become a restriction on free trade within the internal market”, something that would violate article 34 of the TFEU. And now what. The issue, like many others in the country, has become another debate of political colors. Montserrat has demanded the Government to “immediately clarify this situation and act with transparency.” In the absence of knowing more details about it, it seems that we will have to wait to find out if the beacon may end up causing more problems than necessary. Cover image | Guillaume Perigois and DGT In Xataka | The RAM crisis has put the future of smartphones, consoles and computers in check. And the cars are not going to escape either

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

the European anti-F-35 vanishes

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Europe has been promising for years that, this time, it will take the definitive leap towards a real military autonomywith its own projects capable of competing with the great powers and reducing external dependencies. But sometimes great strategic dreams are not broken by lack of ambition, but by something much more difficult to harmonize: very different interests, priorities and visions under the same flag. The dream of the great European fighter. we have been counting. He Future Combat Air System It was born as the great commitment of France, Germany and Spain to develop a sixth-generation fighter capable of competing with the F-35 and the emerging models of China and Russia, integrating, among other technologies, advanced stealth, artificial intelligence, swarms of drones or a digital combat cloud. It was clearly the symbol of European strategic autonomy and the most ambitious attempt to overcome the industrial fragmentation of the continent, where several models of previous generation combat aircraft coexist while other powers advance with more integrated and technologically superior platforms. Trapped between two giants. But what should be cooperation is turned into rivalry. Dassault, backed by Paris, demanded absolute leadership of the development of the central aircraft, while Airbus (supported by Berlin and with Spanish participation) defended a balanced distribution. The dispute over who controls design and contracts has been eroding political trust and has delayed key decisionsto the point that the very pillar of the common fighter could be derailed, even if other parts of the system survive. The technical clash that separates Berlin from Paris. The visible trigger is the divergence on the plane’s profile. From the sidewalk in France you look for a device with nuclear capacity and suitable to operate from aircraft carriers, consistent with its strategic doctrine and its autonomous deterrence. It happens that from the sidewalk of Germany the perspective It’s very different. Berlin maintains that the Bundeswehr does not need such capabilities “right now” and questions whether it makes sense to design a single aircraft for such different requirements. The discussion is no longer marginal: it is structural, because it forces us to decide between a common model or two different variants. Word of Merz. In an interview with the German political podcast “Machtwechsel”, Chancellor Friedrich Merz stated that the impasse reflects fundamentally different military needs, much more than political ones. “This is not a political dispute. We have a real problem with the requirements profile. And if we cannot resolve it, we cannot maintain the project,” he declared. Not only that. “The French need a nuclear-capable aircraft and an aircraft carrier in the next generation. The Bundeswehr does not need it for now. France wants to build just one and adapt it to its own specifications. But that is not the aircraft we need. There are other countries in Europe, Spain at least, but also others interested in talking to us about it, Merz settled. Germany opens another door. Chancellor Friedrich Merz has gone further by publicly stating that if the disagreement is not resolved, and it does not appear that it will be, Germany could look for other partners in Europe and even reconsider whether it will need a manned fighter in two decades. In fact, Berlin has already compromised purchase of more F-35s Americans to cover their role in NATO’s nuclear deterrent, reducing their dependence on FCAS and weakening the political urgency of keeping the program intact. The finishing touch to the Spanish dream. For Spain, the FCAS was much more than an airplane: it represented decades of industrial workload, technological consolidation and a way to not depend exclusively of US platforms in the future. The German ambivalence It directly hits that strategy, because without the financial and political weight of Berlin the project loses critical mass and credibility. If the common hunt is fragmented or abandoned, Spain will be faced with an uncomfortable dilemma that has slipped in recent weeks: assuming a secondary role in a reduced version, seeking new alliances or even ending up strengthening its integration with systems such as the F-35, with the consequent impact on industrial sovereignty and strategic autonomy. Fragmented Europe. If you like, the FCAS case also exposes a broader problem: Europe spends figures comparable to the great powers, but invests less in research, duplicating systems and prioritizes national interests on economies of scale. The inability to agree on a single new generation fighter illustrates that structural weakness. If the project ends up breaking down, not only will an industrial program fall, it will possibly also deal a blow to the narrative of a Europe capable of building its own defense architecture without depending on Washington. Image | RawPixel In Xataka | Spain has a dilemma that is difficult to solve: call the US or be the last with a fighter jet in danger of extinction In Xataka | France and Germany have agreed to give Spain the worst news: one in which the F-35 and its “button” are the winners

China looks at Spain and Spain is willing to be a European delegation of Chinese factories

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Renew or die. That is the maxim that the Government claims to follow in its plans and projects related to the automobile industry in our country. Some plans include the electrification of current plants and attracting more investments. Investments that, everything indicates, will come from China if the rumors take shape. Sweeping for home A few days ago, the Government ended up confirming the details of the Auto+ Planthe new aid system for the purchase of electric cars. With them it is confirmed that, now, The maximum discount for an electric car will be 4,500 euros But to obtain it it will be necessary to meet two requirements: the car has to be assembled in Europe and its battery too. Shortly after, Jordi García Brustenga, Secretary of State for Industry, defended the Auto 2030 Plan during the event Future: Fast Forwardorganized by 50 companies directly related to the automobile industry. There he presented the main lines of the future of the Spanish automobile: electrification and embrace of new investments. Wherever they come from. an obsession. “We are in favor of electrification and we will continue taking steps in the coming years in this obsession,” defended García Brustenga in statements collected by Europa Press. In them he stressed that the Government acts with the certainty that the electric car is the vehicle of the future. And to walk that path, the Government says it is open to taking the hand of anyone who does so in that direction. Asked about possible investments by Chinese manufacturers, the Secretary of State for Industry responded: “The Government’s position is to welcome these investments and we want to do it well, not with quick permits, but rather with compensation that represents advantages for both sides. It is important that these competitors have the Spanish value chain, technology and workforce” Because? The automobile industry is, after the agri-food industry, the one that produces the most in our country and it is the industry that it exports more products than it produces. Its weight translates into 10% of GDP and we are the second largest vehicle manufacturer in the European Union, only surpassed by Germany. It is logical, therefore, that the Government maintains its attention on the sector, which has focused enormous amounts of money in the form of subsidies taking advantage of European funds. The latest project, the Auto 2030 Plan, is based on 25 measures that focus on attracting investments to produce batteries and components for future vehicles in our country, new factories and the modernization of current plants. The project seeks to maintain the privileged position of our country. And between 2019 and 2024, 400,000 vehicles per year have stopped being manufactured on our soil, according to the information published by Anfac in collaboration with the Ministry of Industry. Furthermore, competitiveness has been lost in the market and we have suffered more with the cuts, since our industry is based on assembly and not so much in product development. Chinese interest. In the recent past, Spain has undoubtedly attracted Chinese interest in landing in Europe. Our country has repeatedly been considered one of the main candidates to host a new BYD European factory. The latest rumor is that Ford would be interested in sharing space with Geely in Valencia. But beyond collaborations, CATL does have it going the construction of a plant to produce batteries in Zaragoza and feed the Stellantis factory. Precisely, on the land of the latter the Leapmotor carsthe Chinese company that this automotive group distributes in Europe. And from 2024the Chery Group keeps the old Nissan plant in Barcelona alive with Ebro. Later Jaecoo and Omoda models should arrive. And not only from a manufacturing point of view. Spain has turned its ports into China’s gateway to Europe. 81% of vehicles exported from China to Spain and 13% to Europe They entered through Barcelona during 2024. He port of Santander was chosen by BYD in the first steps it took in our country. An approach. The Government’s position has been varying. So much so that we have gone from supporting tariffs on Chinese electric cars, that are still validto abstain from voting and put ourselves in profile so as not to compromise investments. Investments that China, everything indicateshas ordered arrests in the countries that finally supported this protectionist measure and that have remained in Spain after a Pedro Sánchez’s trip to the Asian country where he praised the Chinese automobile industry. Spain was risking the future of new investments and the future of the Iberian pig in one of its most important markets. Yes, but. For now, it is clear that Spain has made a strong commitment to attracting Chinese investments. The plan, everything indicates, has gained strength taking into account that it only proposes to deliver the maximum purchase aid to those who manufacture on European soil. Despite this, there are those who are questioning that these investments really impact the economy or, at least, impact as much as we are told. And CATL, like BYD is doing in Hungaryseems to give the bulk of your labor pool to Chinese employees. Likewise, at the moment at Nissan plans remain unconsolidated for Omoda and Jaecoo to drive cars through their doors. On the table was the intention to give the final assembly to cars that They arrived in kits already almost assembled. It is the same thing that is proposed for the Santana factory in Andalusia. Those plans have been delayed after the European Union has not ensured that serve as a bridge to skip current tariffs. Photo | Moncloa In Xataka | “They assemble Chinese cars with Chinese components and Chinese personnel”: the EU is beginning to suspect the manufacturers’ plants

Pablo Isla has become the “fix-it-all” of European multinationals

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Pablo Isla has become one of the most coveted names in the European business world. His career at the head of giants such as Inditex, Nestlé and L’Oréal has given him a profile that the main companies in the market dream of: understanding global logistics, the importance of digital transformation and crisis management capacity. All in one person. The Spanish executive is one of the few in the world who has led giants such as Inditex in full international expansion, articulate your digital transformation and, in addition, manage important crises in companies in sectors as different as food or cosmetics. The architect of the expansion and transformation of Inditex Isla was CEO of Inditex between 2005 and 2011 and executive president until 2022, a period in which the company founded by Amancio Ortega It went from being an important group in Europe to making the leap as one of the largest fashion groups in the world. That growth It was based on three pillars: expansion of the physical store, adoption of e-commerce and modernization of the supply chain. Under his leadership, Inditex multiplied its presence at street level with a network of 7,000 stores located in the best locations from all over the world, in addition to consolidating the international position of the group developing logistics which has served as a role model for other brands. At the same time, the textile empire It was also expanding into digital with a strategy that optimized both the operation of the stores and online sales. Innovations like incorporation of RFID tags It allowed us to increase stock visibility and accelerate logistical replenishment, while merging the online and physical sales experience without friction. Tea you try it in the store and you buy it online. Nestlé and the challenge of taking the helm in times of crisis After his time at Inditex, Isla joined the board of Nestlé as an independent director. In 2024 it was appointed vice president and chaired key committees on corporate governance and company appointments. In October 2025, with a Nestlé in crisis, the advice advanced his arrival to the presidency, initially scheduled for 2026, with the aim of provide stability and reinforce strategic management. According to published Reutersone of Isla’s missions upon taking the helm of Nestlé was to contribute the “magic” of Zara to the financial recovery of Nestlé. That is, leading the company towards the recovery and digital transformation that it had achieved at Inditex years ago. In reality, Nestlé, with thousands of brands distributed in more than 180 countries, was looking that someone would bring the brand into the 21st century articulating the e-commerce business, logistics and digital technologies to help accelerate the company’s response. Your immediate objective: update your online sales and optimize your supply chain through artificial intelligence. L’Oréal: another sector, same problems Recently, L’Oréal announced the proposal to appoint Isla as vice president of the board of directors, which must be voted on at its shareholders meeting in April 2026. The proposal comes from the hand of Nestléwhich has about 20% of the capital of the French cosmetics company. Once again, L’Oréal relies on Isla’s talent and experience in digitalization, understanding of regulatory aspects and crisis management as reasons for its selection. The pattern is confirmed. This signing is not only a corporate move. He points out that companies in very different sectors (retail, food and cosmetics) They are not looking for a specialized profile in their sectorbut they want someone who understands how to operate in global networks, integrate technology into processes to achieve more productivity and have resilience in uncertain times. That L’Oréal trusts Isla to strengthen its board indicates that its profile cuts across industries. He is a captain capable of bringing the ship to a safe port. It doesn’t matter if it’s an ocean liner or a pedal boat. In Xataka | Amancio Ortega has collected dividends at Inditex: he has bought Amazon’s headquarters in Canada and has money left over Image | Chairmentors

The European Commission has just opened an investigation into several worrying risks

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For years, in Europe, when opening Shein We have found an almost infinite showcase of products at very low prices, constant discounts and points systems that turn the purchase into an experience that invites repetition. This model, based on the continuous rotation of the catalog and incentives that invite people to return to the application, explains a good part of its popularity. But it also helps to understand why European authorities have begun to look at it more closely. What seemed like a simple way to buy cheap has ended up entering the European regulatory radar. Formal investigation. The European Commission opened today February 17, 2026 formal proceedings against Shein under the Digital Services Lawwhich establishes the obligations of digital platforms that operate in the community bloc. From this moment on, the investigation enters a more structured phase, with the capacity to demand additional information and evaluate possible non-compliance. Brussels emphasizes, however, that this decision does not prejudge the outcome of the case, so we will have to wait to draw conclusions. What is under examination. The investigation focuses on three specific fronts related to the operation of the platform. On the one hand, it analyzes the systems that Shein has in place to limit the sale of illegal products, including content that could constitute child sexual abuse material, and expressly mentions examples such as child-like sex dolls. It also studies the risks associated with a possible addictive design of the service, such as rewards for interaction that could affect the well-being of users. And, in addition, it reviews the transparency of the recommendation systems that determine what products and content we see, an obligation that in the EU includes explaining the main parameters of these recommenders and offering at least one accessible option that is not based on profiles. behind the scenes. For nearly two years, Brussels repeatedly requested data from Shein to evaluate its compliance with European rules on product safety, user protection and transparency, with requirements dated June 28, 2024, February 6, 2025 and November 26, 2025. Added to that supervision the impact of the known case in France. Let us remember that last November the marketing of child-like dolls was detected through external sellers on the platform, which caused protests and measures by the Government. This chain of events helps to understand why the matter has escalated to a formal procedure. The next steps. With the procedure already underway, the Commission enters a phase of collecting evidence aimed at contrasting the real functioning of the service. This may require additional information, carry out specific controls or maintain direct contact with the company and other actors involved. The legal framework also opens the door to imposing temporary measures, declaring a possible non-compliance or accepting solutions proposed by the company itself to correct the issues that are the subject of the file. What changes for users. For now, the opening of the procedure does not immediately change how we use the platform. The outcome will depend on what the investigation reveals and the response that the company offers to the Commission’s demands. It should be noted that all this occurs without a fixed calendar: European regulations do not establish a time limit to conclude this type of investigation, which can be prolonged depending on its complexity and development. From Xataka we have written to Shein to find out their position and we will update this information when we receive a response. Images | appshunter.io In Xataka | LaLiga’s massive IP blocks are going to go further: they will now require VPN providers to also block IPs

Gemini and Siri were monopolizing modern cars. So Musk has brought Grok to European Teslas

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Tesla is starting to roll out Grok in Europe for free. The electricians of Elon Musk’s company have been betting on their own software from the beginning, leaving hardly any room for third parties. No trace of Android Auto, CarPlayor the best-known assistants, Grok arrives as that intelligent “co-pilot” aboard the Tesla. The problem is that… still very Musk. the arrival. Grok arrives as a free update on European Teslas. We can choose their voice and personality, like in the smartphone application. To start it, all you have to do is activate it from the application launcher itself or press the voice button on the steering wheel. If we have logged in to Grok, from that moment on, it will become the device’s default voice assistant. What can you do. Grok’s list of possibilities is extensive, from guiding us to a destination to locating a nearby supercharger or simply maintaining an informal dialogue with us and recommending options from our Tesla’s digital manual. In addition to this, it has quite curious functions. You can be our language teacher Has special modes for kids, like “Story Time” and trivia games It has a mode for adults (+18), controversial, “sexy”, “extravagant”. In which Teslas it will be available. Currently, this is the list of Tesla cars compatible with Grok. The requirement is that our car has an AMD processor, that the software is updated to version 2025.26 or later, and that we have a WiFi connection or the premium connectivity pack. To find out if your Tesla has an AMD processor, you must go to ‘Controls’ > ‘Software’ > ‘Additional vehicle information’. Careful. Grok, despite its potential as an AI modelis involved in recent controversies. The app has become a focus of misuse, an infinite well of content related to the naked women. Countries like France and India have already denounced itand the Government of Spain has asked the prosecutor’s office to investigate X for the possible dissemination of child pornography through the app. In this context, perhaps it is worth debating whether bringing Grok with an “adult mode” to Tesla vehicles is the most appropriate. In Xataka | Elon Musk thought that Tesla would live outside politics. Germany has shown him the hard way that he was wrong

Mistral is the AI ​​that is playing its cards best. Because it is taking advantage of the fever for European technological sovereignty

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To the cheetah being silent, Mistral grows like foam. The French artificial intelligence startup claims that its revenue has multiplied by 20 over the past year, and they have achieved it with a particularly striking and effective strategy: defending and promoting European technological sovereignty. what has happened. Arthur Mensch, co-founder and CEO of Mistral, explains in Financial Times that its latest annualized revenue rate — which estimates annual revenue based on last month’s revenue — was above $400 million. A year ago that rate was only 20 million a year. Or what is the same: he has multiplied it by 20. This works. The startup based in Paris hasn’t stopped to grow since its beginnings and last year already was valued at 12,000 million euros. That figure may soon become obsolete, because the company is on track to surpass $1 billion in annual recurring revenue by the end of the year if it continues this growth. Between their alliances more striking is the one who signed with ASML in September 2025: that was when the Dutch company invested 1.3 billion euros in it. It is not making too much noise, but it continues to grow with a key component. Companies in power. Mistral is rapidly expanding the number of large enterprise clients it works with. Right now it has more than 100, and although it is not especially popular among end users – who tend to choose models from Big Tech companies in the US – the option for these European companies is increasingly clear. If they want not to depend on infrastructure and control outside Europe, they now have Mistral as a great alternative. New data centers. The firm announced this Wednesday that it will invest 1.2 billion euros in a new data center in Sweden. It is the first center of its kind that the company will build outside of France, and Mensch explained that “We are diversifying and distributing our capacity throughout Europe.” That data center will be created in collaboration with EcoDataCenter, and is expected to be operational in 2027. The choice of Sweden was easy according to Mensch, who noted that it was very attractive because the energy there was “low in carbon emissions and relatively cheap.” Partners and clients deep inside but also outside the EU. Although Mistral is postulated as the great reference in terms of this “European AI”, it also has Microsoft and NVIDIA as investors. In fact its ambition is global, but the fact of being the only major European developer of foundational LLMs It has put it in the spotlight of all European companies that seek independence from partners from the US or China. ASML, Total Energies, HSBC and governments such as France, Germany and Greece already use Mistral’s services, and 60% of their revenue comes from Europe. A perfect speech for these times. The CEO of Mistral is clear about the strategy and has arrived at the right time to apply that strategy that defends European sovereignty: “Europe has realized that its dependence on American digital services was excessive and is now at a critical point. We give them (European companies) an advantage because we provide them with models, software and computing capacity completely independent of American players.” Data centers must be from European companies. Mensch also talked about all those data centers than Big Tech will create in Europe and, of course, in Spain: “It is important that we realize that it is not so useful (for States) to deploy computing resources if you only create data centers for US hyperscalers“. Or what is the same: having AI data centers from companies like Microsoft, Google or Amazon in Europe serves the interests of these companies much more than European interests. In Xataka | Europe has begun to become technologically and militarily independent from the United States. First stop: replace Starlink

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