history

ChatGPT Atlas is here. It’s the biggest nightmare in the history of Google

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OpenAI has launched Atlas, your first browserand Alphabet has seen $150 billion in market capitalization evaporate in a matter of hours. Shares fell 4.8% shortly after the announcement, recovering slightly to close down 2.4%. The market reaction was no coincidence: Atlas is not (just) Chrome with a chatbot stuck on top, it is a browser designed from scratch around ChatGPT. Why is it important. For two decades, Google has controlled how we access the Internet through a lethal combination: Chrome as a gateway and Google Search as a mandatory destination. Atlas breaks that logic. If your browser has an AI assistant with memory that remembers your preferences, performs complex tasks for you, and directly answers your questions, the traditional search bar no longer makes sense. It is therefore not an incremental improvement, but rather a paradigm shift in the way we navigate. In detail. Atlas eliminates the address bar as the nerve center of the browser and replaces it with ChatGPT. Users can open a side panel in any window to summarize content, compare products, or analyze data without switching tabs. But the star functionality is the “agent mode“, currently reserved for paying subscribers: ChatGPT literally takes control of the mouse and keyboard, surf the web on your behalf, fill out forms, research travel options, add ingredients to the shopping cart. In yesterday’s demo, an OpenAI developer showed how the agent found a recipe and automatically purchased all the ingredients, a process that took several minutes but required no human intervention. “Browser memory” is another key piece. Atlas can remember what you’ve searched for before, what sites you’ve visited, and what projects you have in hand, using that data to suggest actions or automate routines it detects in your behavior. Everything is optional, but the message is clear: OpenAI wants Atlas to know you better than you know yourself. Nothing new with AI. The figures. OpenAI has 800 million weekly active ChatGPT users, double the number in February. Chrome has 3 billion and 71.9% global share. Google controls 90% of the search advertising market. Atlas sounds like a prelude to advertising coming to ChatGPT. Somehow they have to monetize the free users, who not only don’t pay OpenAI, but cost them money. And if OpenAI enters advertising, Google has the most to lose: it could be revenue that stops coming to them. Yes, but. Initial tests of ChatGPT agents have shown slow and imprecise results, where it is very effective to see the browser do tasks for us, but also much slower than if we take care of a few clicks. Plus, the hallucinations are still there. Google has a structural problem– Your business depends on people clicking on ads. If Atlas delivers direct answers without visiting web pages, Google loses. It has integrated Gemini into Chrome and added AI summaries to the results, but the basis of its model remains the same. Internet Explorer seemed invincible in 2007. Within five years, Chrome had surpassed it by offering something substantially better. The 150 billion drop in Alphabet’s capitalization is a sign that investors believe there is a chance that history could repeat itself. In Xataka | Privacy is dying since ChatGPT arrived. Now our obsession is for AI to know us as best as possible Featured image | Xataka with Mockuuups Studio

It is already the most delivered aircraft in history

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If you’ve ever taken a short or medium-haul flight in Europe, there’s a good chance you’ve traveled on an Airbus A320 or a Boeing 737. They are the two most common models in the continent’s airports, silent protagonists of millions of takeoffs each year. They have been operated by airlines of all types, from large national companies to the low cost companies that dominate the European market. Entire generations of passengers have flown on them, without knowing that they were part of a rivalry that has been in the air for almost four decades. For years, the A320 and 737 have been the heart of global air traffic. Their versatility made them the natural choice for airlines looking for a cost-effective aircraft capable of operating on both regional and medium-haul routes. In Europe, this combination of efficiency and size made them protagonists of the expansion of low cost and the growth of tourism. Their rivalry not only drove technical innovation, it also defined the economic balances between Boeing and Airbus on both sides of the Atlantic. A milestone that does not go unnoticed in Europe On October 7, Airbus reached a historic turning point. According to data from the British firm Cirium cited by Reutersthe European manufacturer surpassed Boeing in accumulated deliveries: 12,260 units of the A320 family since its entry into service in 1988. The record was materialized with the delivery of an A320neo to the Saudi airline Flynas, which became the 12,260th aircraft in the series. With this milestone, Airbus snatches from Boeing the title of most delivered aircraft in history, a recognition that the 737 had maintained for more than half a century. When we talk about “deliveries” in the aviation industry, we are not talking about orders or manufactured aircraft, but rather aircraft that have been completed, certified and officially transferred to an airline. It is the most tangible indicator of a manufacturer’s real activity, and also the one used by analysts like Cirium to establish comparisons. Airbus and Boeing have not publicly commented on the data, but industry sources agree that the count reflects a sustained trend: the A320 has been delivered at a higher rate than the 737 for years. The A320 was born with an idea that changed the game: carry the fly-by-wire to the single aisle plane. Launched in 1984 and operational since 1988, it consolidated a family with high communality that allowed training pilots and maintaining fleets with lower costs. Boeing, which had the historical lead with the 737, reacted after a contract from United Airlines in 1992 and evolved its range with the 737NG. Since then, the competition focused on who offered the most efficiency and flexibility to the airlines, rather than in visible advances for the passenger. The dominance of the 737 suffered after the MAX model accidents in 2018 and 2019which left more than 300 victims and forced production and service to be temporarily paralyzed. Those accidents triggered a reputational crisis that took Boeing years to stabilize. The company, now under the direction of Kelly Ortberg, is trying to regain the industrial pulse, but the halt in deliveries and regulatory reviews marked a before and after in its ability to compete against the sustained pace of Airbus. The dominance of the 737 suffered after the accidents of the MAX model in 2018 and 2019 Airbus is going through one of the busiest times in its history. With assembly lines in Toulouse, Hamburg, Mobile (USA) and Tianjin (China), the European manufacturer has progressively increased its capacity to respond to a demand of more than 7,000 earrings, according to Airbus. Its strategy is to increase the production rate up to 75 aircraft per month in the coming years. Boeing, still weighed down by delays and revisions to the MAX, maintains a lower flow, which consolidates Airbus’ industrial advantage in the most profitable segment of the market. Beyond the symbolic data, the leadership of the A320 has a direct translation into the European economy. Airbus coordinates a chain that distributes the workload between assembly lines in France and Germany and aerostructures and systems centers in Spain and the United Kingdom. In Spainspecialization in compounds, stabilizers and fuselage sections has consolidated a network of SMEs and large suppliers that export technology. Each increase in cadence implies more shifts, new certifications and medium-term contracts, a dynamic that supports qualified employment and knowledge transfer. At Boeing, the focus is on stabilizing the present before thinking about a successor for the 737. The company has accumulated considerable debt after years of crisis and faces technical limitations derived from current engines, which already operate close to their maximum efficiency. The managers have admitted that there will be no new development until there are clear advances in propulsion and materials. Meanwhile, the priority is to recover the pace of deliveries, reinforce manufacturing quality and maintain the confidence of the airlines. The pressure does not come only from the United States and Europe. China appears with COMAC and its C919 as a domestic alternative that aspires to gain traction outside its natural market, while Embraer debates whether to make the leap from regional jets to a larger capacity aircraft. None of this changes the board tomorrow, but it does mark a horizon in which Airbus and Boeing would no longer be alone in the single aisle. The A320 record does not mean that Airbus has definitively defeated Boeing, but rather that it has managed to prevail in a specific indicator: deliveries. The competition is still alive and the single aisle market It still has a lot of room for growth, especially in Asia. For the passenger, nothing will probably change in the short term: they will continue to board an A320 or a 737 depending on the airline. But behind each banknote there is an industrial story that explains how Europe has managed to balance the sky against its historic American rival. Images | Jan Rosolino | David Syphers In Xataka | The Comac C919 symbolizes China’s … Read more

OpenAI is building the biggest house of cards in history. Its “circular financing” aggravates the threat of the AI ​​bubble

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Yesterday OpenAI and Broadcom announced a collaboration agreement that will see both companies design and deploy 10 GW of custom AI chips over the course of four years. It’s a new episode of that unusual strategy that OpenAI has carried out and which is summarized in an increasingly disturbing concept: that of circular financing. Multimillion-dollar agreements. In recent weeks we have seen how OpenAI has reached new agreements worth billions of dollars with large companies in the semiconductor sector. Thus, we have: Circular financing. All these advertisements respond to a unique circular financing strategy in which chip companies (the suppliers) not only sell their products to an AI startup (customer), but also invest capital in that startup, which in turn uses that capital to buy more products from its investor. In reality, the supplier “does not invest” as such, because that money ends up going back into purchases of its products and services. It is in fact something similar to what OpenAI did with Microsoft when the latter invested $13 billion in it. Rather than investing them, it allowed him to use a kind of subscription for that amount to use his cloud, Azure, and its computing resources. It’s a win-win for some and for others. OpenAI wins. These agreements allow OpenAI to have guaranteed access to computing, something you need like eating. The startup spends billions a year and still not profitablebut thanks to this strategy he obtains a massive flow of capital. In the case of Broadcom, it also manages to collaborate in the design of customized chips for minimize future dependence on other partners (such as NVIDIA or AMD) and thus enjoy a lower total cost of ownership in the long term. And by signing with three different semiconductor suppliers, it encourages competition and improves its bargaining power. Bright. Suppliers win. The circular strategy also benefits NVIDIA, AMD and Broadcom. All of them gain a customer with almost unlimited demand, and can register immediate income from the sale of chips while the cost of the investment is amortized over time. NVIDIA also manages to maintain its dominant position, while AMD and Broadcom manage to expand in this market. If there are also actions involved, all of them are revalued and participating in each other is another element of interest in these financial operations. They reinforce and grow larger among themselves, and while they weaken all the others. A gigantic house of cards. But compared to that strategy, reality. And the reality is that this circular flow of capital is creating artificial demand in which the supplier pays itself. The systemic risk is enormous: if OpenAI fails or AI growth slows, the domino effect can significantly affect these vendors and their investors. We are facing a huge (and fragile) house of cards that, if it collapses, will have equally enormous consequences. The AI ​​bubbleif it really exists, continues to grow and grow. Total uncertainty. There is also absolute uncertainty about the promise of AI: will we really use it as much as these companies think we will? Will OpenAI be able to deliver on its promise and turn a profit in 2030? It is impossible to know. Finally, another problem: these circular agreements make these companies larger, but they make the entry of new competitors in both markets increasingly complicated. There are winners, but also losers. While all this is happening and the shares of these companies are skyrocketing, the reality is that there are also losers. The retail investor is blind to these events—and suspicions about cases of insider trading They are inevitable. And of course when talking about competition we are not talking about new competitors, but also current ones. Anthropic or Perplexity, with already established businesses, now finds it more difficult to compete. Google, Microsoft or Meta have plenty of infrastructure and economic resources, but they are still seeing how OpenAI is getting bigger and bigger without being able to prevent it. If successful, OpenAI may end up being above all of them, because it seeks the same thing that every company seeks even if it does not admit it: become a monopoly. Image | Xataka with Freepik – Gemini In Xataka | You thought you had an amazing connection on Tinder, but you were actually chatting with ChatGPT

the history of the first radar in Spain

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Do you know how many people died in 2024 in traffic accidents? 1,154. An “unaffordable” figure, in the words of Fernando Grande-Marlaska, Minister of the Interior who gave the press conference in which the data was made public. In total, 14 more people died than in 2023 and the number has been growing slowly since 2020 when the coronavirus pandemic significantly reduced displacement. In the last decade, Spain moves on the border of the 1,000 deaths but it cannot continue to lower this figure. Now imagine multiplying that number by four. And more or less we will have the number of deaths recorded in 1964. That year, in Spain there were 3,803 deaths recorded on the road. But in addition, 82,953 people were injured of varying severity. In total, 79,494 accidents were recorded. Of these, it is estimated that 31.63% of drivers were traveling at a “dangerous speed,” according to the Accident Statistical Yearbook. The time had come to take action. And those measures brought the first traffic radar seen in Spain. This was the first radar It is no coincidence that the DGT speaks of 1964 as the key year that ended up opening the door to the radars in Spain. That year, they point out on their websitethe magazine Black and White explained what a “cinemometer” was, about which they said that “this new device records the number of vehicles that pass a certain place on a road and at the same time indicates the speed they are traveling at.” However, it would not be until 1968 when the Traffic Group of the Civil Guard saw a device that they must have felt had come from the sky. Until then, agents used a system… let’s call it precarious. Before radars existed, Civil Guard cars had a speedometer in the right headlight. The driver would then approach the offending car and keep pace. From the passenger side, a photograph was taken showing the speed at which the vehicle was traveling and the offending car. It was in 1968, however, when radars made an appearance. After the first tests, the agents began to mount the equipment in the cars. The ones chosen were the Renault 10 and the Seat 124 that the Civil Guard used daily but they had to carry a luggage rack to be able to transport the enormous devices. These consisted of a radio system that, using microwaves, was capable of estimating the speed at which a vehicle was moving. This acted together with another device, known as photocontrolwho was in charge of taking the photograph so that there was evidence of the offending vehicle. At the end of the day, the film rolls from the camera had to be sent to the Traffic Headquarters to be developed and, later, printed. The time of taking, the date and the speed at which the vehicle was being driven at that time were recorded in the photograph. The system was not very different from the current one therefore. The devices also had other problems. They could only be used on completely flat ground. If this was not the case, the calibration began to make errors. In addition, they were heavy to transport and, obviously, could only be used when stationary. It was something like having to install a fixed radar every day. That made the management of fines was especially cumbersome. Every day, the agents who had to perform these functions had to travel to the indicated place. Once there, all the data related to the control had to be entered by hand. With each change of road, the agent covered himself with a black curtain to prevent any photos from being obscured by their change. Six hours after keeping the radar in operation, the agent had to spend another two hours writing reports about what happened. They explain on the DGT website that since the number of these devices was minimal and there was very little knowledge about them, the Civil Guard had to send its agents to France or Germany to recycle their knowledge. Those first radars began to spread from Madrid and Barcelona and little by little, already in the 70stheir number was expanding. The margin for committing an infraction was low since the radars could not detect vehicles traveling above 150 km/h. In those days, only a handful of cars could exceed this speed. What was said in those moments? Little thing. Things from a country that was experiencing a dictatorship in those days, so the dissenting voices tended to zero… at least in the media. In fact, the arrival of these devices was praised, pointing out The Vanguard that, now, drivers had to circulate “as it should be”. Photo | DGT In Xataka | 74,000 fines and counting: the most voracious radar in all of Spain is located in a specific point in Madrid

The most watched film in history on television is not a Hollywood success, but a classic from the most carpet-loving Spain

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You will have heard on more than one occasion that every time ‘Pretty Woman’ is broadcast on television, audiences skyrocket. Nowadays it is no longer so true: Telecinco broadcast it a couple of days ago and the result It wasn’t spectacular.. In any case, not even the film by Richard Gere and Julia Roberts has come to live up to what is the greatest milestone in television cinema: the most viewed film in history in Spain has nothing Hollywood about it. Neither cathete nor cathete. On January 14, 1992 (that is, with the private ones already at full capacity, but still unable to stand up to depending on the customs of the Spanish viewer), the broadcast on La 1 of ‘Cateto a port’ had an average audience of 10,078,000 viewers and a stratospheric share 60.5% (for comparison, the final of the last Copa del Rey, the most watched in years, it didn’t reach 50%and the daily program that exceeds 15% is rare). Tremendous landism. ‘Cateto a port’ is a 1970 Spanish comedy starring Alfredo Landa. In it, a simple young man, after multiple attempts to avoid military service in order to take care of his little brother, ends up joining the Navy, having to face multiple difficulties due to his lack of experience. The film uses simple humor for all audiences, contrasting the naive protagonist (the recruit Cañete, whose name will soon become iconic) and the highly regulated environment of the Navy. All seasoned, of course, with its mild military propaganda, showing the modernity and friendliness of the institutions. Why do you like ‘Cateto a port’? His conciliatory tone, so typical of the last years of the Franco dictatorship, guaranteed him notable box office success, and above all, as with other stars of the time such as Paco Martínez Soria, the favor of the public. Its comedy of manners with a very friendly tone makes ‘Cateto a port’ very digestible by audiences of all ages, just what brought ten million people to the television screen. The most aggressive landismo was yet to come, full of plots with Spanish boys chasing Swedish women among images of medium intensity eroticism. It would be inaugurated, precisely, that same 1970 with a film by the same director, ‘You will not desire the neighbor on the fifth floor’. Relative milestone. Of course, we are talking about an absolute record… since there have been measurements, something that started in Spain in 1986. In 1992, audiences had already atomized due to private ones, so it is possible to think that in the seventies and eighties, when the population’s primary entertainment was television, the audiences for other films (or even this one) could have been much larger. Before measuring with audiometers, The audience was measured through the General Media Study (EGM) since 1968, which used interviews to estimate consumption. Other successes. There are only four feature films registered that have exceeded 9 million on average: the humorous western by Clint Eastwood and Shirley McLaine ‘Two Mules and a Woman’, with 9,598,000; the tremendous ‘The Priest’s Son’ by Fernando Esteso, with 9,287,000 spectators; We were talking about ‘Pretty Woman’ and there it is, with 9,223,000 viewers; and finally, ‘Dirty Dancing’ with 9,110,000 viewers. Be careful, because they are all broadcasts from 1992 (with the exception of ‘Pretty Woman’, from 1994), which suggests that, despite the arrival of private broadcasts, there was a general increase in people watching television in the early nineties.

save the company from the worst crisis in its history

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Intel need a breakand Panther Lake could give it to him. The company has just presented its new SoCs, which boast 18A photolithography and will begin to appear in laptops and other devices – portable consoles are clear candidates – in early 2026. We are looking at a promising chip that will also be manufactured massively in the US and that now must face its greatest challenge: meeting expectations. Why is it important. These new chips from the Panther Lake family (Intel Core Ultra Series 3) are the first created with a 18A photolithographic node (roughly equivalent to 2 nm). This is a critical advance for a company going through the biggest crisis in its history and what you need before achieving success with this launch. According to the manufacturer, this 18A process allows up to 15% more performance per watt and 30% more chip density compared to its predecessors. Made in USA. The official press release Intel highlights how these chips will be manufactured at the recently opened Fab 52 in Chandler (Arizona, USA). It is expected to be massively produced there at the end of the year, thus achieving that boost to “domestic” chip manufacturing that the US wants to achieve to avoid dependence on China. We are facing a potential milestone for the aspirations of the US Government, which recently bought 10% of Intel to, among other things, try to strengthen the country’s “chip producer” role. What is Fab 52? It is a mega manufacturing complex that occupies an area of ​​more than 280 hectares (we would have to join together about 400 football fields to cover that area). Kevin O’Buckley, head of the manufacturing business at Intel, Indian that this complex that has cost 32,000 million dollars “has the most advanced semiconductor production technology today on planet Earth.” It is a bold statement, especially considering that TSMC or Samsung have managed to surpass Intel’s technological capacity for years. We will see without with this Fab 52 Intel also manages to fulfill its role as “chip factory for third parties“. A very promising CPU. The Panther Lake Socs arrive with a CPU configuration that can reach 16 cores that combine high-performance Cougar Cove cores (P-cores) and high-efficiency Darkmont cores (E-cores). CPU performance is up to 40% higher than its predecessors (Lunar Lake) in single-process, and up to 50% higher in multi-process. If it keeps that promise, we will be looking at truly exceptional chips in terms of the leap in performance. And the GPU will not be left behind. If we want graphical power, there is also good news. The variant with 12 of the new Xe3 cores is theoretically 50% more performant than the Lunar Lake variants with 8 Xe2 cores. Here the number of cores has an influence, of course, but also the behavior of each core itself. More leeway for AI tasks. The new NPU 5 of these Panther Lake SoCs also promises a notable performance jump and according to Intel it can reach 180 TOPS, when in the past the figure did not exceed 50 TOPS. This is a clear advantage if we want to run local AI models. Support for up to 96 GB of LPDDR5 memory with the new LPCAMM format It’s another demonstration of how these ambitious chips want to make the most of their opportunity. The most ambitious version of the Panther Lake SoC has 16 cores in its CPU and 12 Xe3 cores in its GPU, among other advanced features… We do not know models or prices. This preview of what awaits us with Panther Lake has not been complete. The company has not revealed the exact models or prices they will have. These SoCs will be intended for laptops and even portable consoles, and it is very possible that during the CES electronics fair in Las Vegas we will see the first machines based on these chips. Everything to prove. On paper, of course, these new Intel chips have a promising future, but it will be when they hit the market that they will really be able to demonstrate whether they actually have a chance in this ultra-competitive market. Intel and its leader, Lip-Bu Tanare facing one of the moments that can define their future for two reasons. The first, due to the performance of the chip itself, which we hope does not disappoint. The second, due to this massive commitment to manufacturing in the US, a radical turn for a company that clearly aligns itself with its government in this new stage. In Xataka | Intel has been making chips just for itself for decades. His only salvation is to make chips for everyone else

A Spanish giant is about to make history going out in the United States: Travelperk

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Travelperk has hired Morgan Stanley, Goldman Sachs and Jefferies, he published The Informationto prepare your IPO in the United States. It would be the most relevant Spanish -to -the -Spanish of recent years and a Wall Street appetite test for European startups. The company of Catalan origin manages trips and corporate expenses for companies. Its last assessment reached 2.7 billion dollars in January 2025, twice a year earlier. The context. Travelperk is not any startup: You have investors behind SoftBank Vision Fund, Capital Sequoia and Blackstone. Its CEO, Avi Meir, has built a company with more than 1,500 employees that has multiplied its income from before the pandemic. He Timing It seems favorable. Business trips have recovered the pulse after the pandemic: the world market reached 1.5 billion dollars in 2024, 6% more than before COVID. Yes, but. The IPO of European technology companies in the US have had disparate results. The US market is demanding, and competition, fierce. Travelperk has to demonstrate that he can grow sustainably in a sector dominated by American giants such as SAP Concur or American Express GBT (in addition newly allied). The company has been preparing the land: in June acquired Amtrav to reinforce your presence in the American market. He also closed the purchase of the Switzerland Yokoy to expand to financial services. Between the lines. The movement responds to a clear strategy: Travelperk identified A 200,000 million market Between the US and Europe, where half of the trips are still without centralized management. Medium -sized companies reserve on their own in Booking or Expedia, losing control and money. The platform promises to solve that chaos with technology and IA. Although the CEO does not fear autonomous agents of AI as Openai Operator, it recognizes that technological competition intensifies, according to an article by CNBC In January. At stake. A successful IPO would send a powerful signal to the Spanish ecosystem, in need of success cases that show that global companies can be created here. Travelperk could become that reference, especially after few Spanish startups have reached assessments of that level in recent years. And now what. The company has not confirmed dates or details of the operation. But hiring three first level investment banks suggests that the process is advanced. The next months will be key to knowing if Travelperk can achieve a virtually unpublished feat. In fact, the question is not so much if Travelperk will go over (it seems clear that), but when and what price. The answer will say a lot about the future of Spanish startups in international markets. In Xataka | Something is changing in Spanish startups: they are increasingly thought of global from the beginning Outstanding image | Travelperk

In 1896 a man decided to lead to the reckless speed of 13 km/h. And received the first fine in history

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Speed ​​fines in Spain vary from 100 at 600 euros. The table in which the economic amount is collected also serves if the driver will also be punished with the subtraction of driving card points. In the best case, the sanction It does not entail the subtraction of points, while in the worst you can detract a maximum of six. All this information can be consulted in your own DGT website or in the Traffic LawMotor vehicles and road safety. And it is useful, according to data from Associated European motoriststwo out of three fines that are imposed in Spain are motivated by speeding. But although speeding fines look like something modern, what is necessary to invest most sophisticated media To register the infraction and judicially demonstrate the breakdown of the norms, its history begins before The first car in Spain will enroll. The first fine of history for speeding Fines for committing some kind of Flying infraction They have a lot of history. Some suggest that the first punishment related to a traffic infraction was recorded in Egypt more than 2,800 years ago, after a drunk driver run over a girl and collided with a statue. However, the basis of this information is, at least, doubtful. But what is a general consensus is in the registration of the first penalty for speeding. In fact, those responsible for Guinness Record They make it record as the early infraction of this type. And they put date: January 28, 1896. The fine also has a name, surname and place of origin. Specifically, the offender was Walter Arnold who in the United Kingdom, and fully aware of what was played, promoted one of the first cars built by Karl Benz until the devilish speed of 13 km/h. Arnold exceeded the streets of Paddock Wood at full speed, in Kent Count “Horses without horses”. Arnold had broken four rules in a single moment: Drive a car without horses along a public street Drive a car without horses without the intervention of three people Do not show the name and direction of the vehicle Quadruplica the maximum permitted speed Yes, according to the fine, Arnold was traveling at a speed of 8 mph (about 13 km/h) when the maximum allowed limit was 2 mph. Of the means to calculate this speed, nothing is said. What we do know is that the result was immediate. Put before Justice, Arnold was convicted of each and every one of the accusations that were awarded. What Arnold had in mind is that the payment of 4.7 pounds were just an investment. With his stumbling he showed that the speed limits were completely outdated for those Combustion vehicles And, therefore, shortly after the speed limit was extended to reasonable 14 mph (just over 22 km/h). But this was not here. Arnold, in addition, was known for its handling of vehicles. He got the license to sell in the United Kingdom the vehicles of Karl Benz slightly modified with a local production under the name of Arnold Motor Carriage. A car with which he managed to win in the first race of emancipation in it was linked to London with Brighton (separated by 87 kilometers) and served to multiply car sales. The first fine was, in short, a marketing trick. In Xataka | The Mercedes T80, the car mounted on the engine of a hunt with which Hitler wanted to reach 750 km/h Photo | Clare Black and Knowledge of London

Now it is emerging as the first “electrostation” of history

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For years, China was the country of gray skies and masks in the street. Today it is time to look at it with other eyes and follow the trail of a transformation that The video we have just published in it Xataka YouTube channel Describe as historical: move from the great pollut to something very different. What has really changed, how much of structure and how much of the situation, and what does it imply for the new map of energy power? This work adds to the proposals that we continue to develop in the channel, where formats such as 24/7the series Domotize or die in the attempt, Science and apart and reports that explore technology from very diverse angles. On this occasion, Angela Blanco It addresses a topic that connects energy, industry and geopolitics. Our partner summarizes it clearly: “China, the great pollutant, is reducing its emissions and is starring The greatest energy transition of history. ” The starting point to understand how a country identified for decades with pollution now seeks to place itself at the head of the electrical revolution. The video recalls that the energy transition became one of the priorities within the quinquenal plans of the Asian giant. A political decision that soon resulted in industrial strategy: “Beijing designed an industrial strategy they called ‘Made in China 2025′”. Movements that sought not only to clean the air, but also reinforce the country’s energy independence. But there is more. The story also brings unexpected prints: “The most symbolic case is in the province of Qinghai with a solar park of 610 square kilometers and 7 million photovoltaic panels. Its capacity is such that it can give electricity to 5 million homes. ”And it does not stay there:“ The transformation is even talking about photovoltaic sheep. ”In the video we count why these animals receive that particular nickname. Angela does not keep any detail of the transformation. “Only in the first half of 2025, China added 212 GW Solares and 51 winds,” he explains. And behind those figures appears another decisive fact: “It produces 80% of the world’s solar panels, 60% of wind turbines and 70% of electric vehicles batteries.” They are data that help to understand why the Chinese industry has so much weight in this field globally. Coal remains the great friction point in this story: a resource that guarantees supply and employment, but that It clashes with the ambition to become a renewable leader. How China manages that contradiction depends much on the world energy future. On the Xataka YouTube channel you can watch the full videowhere this theme is described in more detail, with its lights and shadows. Images | Xataka In Xataka | China is intractable in the electric car race, and is on its way to repeating with load trucks

‘Universalis V’ Europe is the most ambitious strategy game in history. And brings surprise: he was born in Spain

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‘Universalis V’ Europe, the last installment of the legendary Strategy saga of Interactive Paradox, is an ambitious jump in depth, realism and complexity for the Fans of the genre. The series, venerated for two decades and competing face to face with giants as civilization It reinvents itself to offer unprecedented historical simulation. But the most interesting of all is that, after four deliveries developed in Swedenthis fifth part is being developed entirely in Spain by the Paradox red study, based in Barcelona. It goes more. We attended the presentation that Paradox red carried out in the Comic-with Malagajust a few weeks after its launch on November 4, and between Sonia Linares (Director of Operations), Álvaro Sanz (Head of Content Design) and Matías Tiscornia (2D Art Coordinator) made it clear that the title was, above all, “” Ambitious. We have people with 7000 hours played at our games, people who live the saga. ” And it is from a superficial first glance: “The fourth install 500 years of simulation. And so with everything: in ‘EU4’ there were 900, and here, 2,000. In the previous delivery, 16 combinations of land (climate, topography and vegetation), and now we will have 672. in ‘EU4’ there were 367 cultures, and in ‘EU5’, 2,000. And if there were only 27 religions there, we will now have 300. 16,000 kilometers of map and more than 500 years of history, from 1337 (the beginning of the War of the Hundred Years) until 1837 (the dawn of the Victorian era). That is, the players will live the Renaissance, the Enlightenment, the absolutism, the revolutions and other key periods structured in six ages (traditions, rebirth, discovery, information, absolutism and revolution). Exhausting but infinitely stimulating. Three pillars. To stand this ambition, the game has been based on “three organic pillars: first, A credible world based on systems, mechanical, etc. simulations; Second, an almost infinite rejugability, that thousands of hours occur for the family’s freedom of action; And third, that the game is really from the community: we have spent the last year and a half of development going to the forum every week to be part of the creation of the game, talk to the community directly, ask what they want, to make fixes and changes instantly, all thanks to the community. “ Maximum detail. All this sets in an obsession with absolutely demential detail: for example, the team presented us with a panoramic view of how the game in 1337 was contract according to variables controlled by the player. ” There are mechanics for exploration and colonization of territories, “with the possibility of sending populations to colonize, create commercial companies and exploit resources.” And of course, possibilities of diplomacy and war. Even music. In total, “more than 100,000 lines of content, more than 60 countries with unique content made by hand, more than 8,000 events, 2,000 decisions, hundreds of forms of government, laws, privileges and situations. More than 1,300 historical characters have also been investigated. And that only in 1337 dynamic that changes according to the player’s actions. And much more. And with this we are only scratching the surface of what the game contributes, since decisions have been made of enormous complexity. For example, “if there is an empire that includes different ethnicities within it, it is tried to reflect the genetic and cultural burden throughout the country.” And all this embodied, as the art coordinator told us, in “Illustrations of events, disasters and dynamic organizations, showing the cultural diversity of the game and how the same event can manifest itself differently in different cultures.” That is, a huge and even effort to the ambition of the project, for an entirely developed game in Spain but has an absolutely international scope. So much, which covers five centuries. In Xataka | This war strategy video game has a very special player: the pentagon

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