manufacturers

Chinese mobile manufacturers are already thinking about 2050. And that is why they are not thinking about mobile

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It was 2021 and Xiaomi looked the blanket at the head. He confirmed that he would manufacture electric cars and invest 10,000 million dollars in that project. Surely not many believed that I could do something in this market, but three years later the firm amazed the world with the Spectacular Xiaomi Su7. Meanwhile Apple, with many more resources, canceled his project Titan: Where they failed, a Chinese mobile manufacturer had triumphed. Capital surprise. Losing. A year after their presentation, the accounts at the moment do not come out in the electric car division. In the fourth quarter of the year 2024 They lost 700 million yuan (85 million euros) in that segment. This quarter have lost 500 million (almost 61 million euros), so things have been slightly better. Not good, but better. But, but. In that result, Xiaomi’s strategy with the electric car is demonstrated. It is a copy of Amazon: Lose money now to dominate later. It is what the company created by Jeff Bezos in Electronic Commerce did, and as Tesla would later do in automotive. Xiaomi plays in the long term, and the EV division already represents 16.7% of the income, something exceptional taking into account how little the firm carries the firm. And the mobiles, what? They are still very important, of course. Together with its IoT devices – connected to all kinds – income grew by 8.9%, which is not bad. But that growth – now takes advantage of the commercial war and that recovered love for national devices – has been slowing down for years. The mobile is a product too mature, too much to walk at home, so the solution is clear: diversify. The electric car has been the absolute exponent of that decision. There are many. Xiaomi is not the only one who has looked for plans B. A few days ago honor Huawei spin into 2020announced that He threw himself to the segment of humanoid robots. It is in fact Just what Huawei announced recentlyand now its ex -devision – consideration or not – will bet on this market. In honor they see the Humanoid robots as part of the comprehensive commitment to the AI ​​they made last March. It was then that they pointed out that they would invest 10,000 million dollars, a colossal figure. China’s obsession with this type of robots It comes from afaralthough his promise – which in 2025 would reach an advanced level and would be produced in mass – was too optimistic. Growing. Both in one and another, the striking thing is that both companies already had a solid business in the field of mobility. Especially Xiaomi, what According to IDC It grew 2.4% in the first quarter of 2025 compared to the same period a year ago and is the third manufacturer of the world by volume. Honor is not part of the first five of that ranking, but it is still one of the protagonists. Even in spite of this, both have wanted not to stagnate and launch into new business fields. The mobile remains the focus at the moment, but be careful, because if the electric cars segment is massified – growth is clear – and that of humanoid robots ends up curdling – here there are many more doubts for the moment – those bets can go out very well to these Chinese companies. In Xataka | It is no longer science fiction: China has celebrated a kickboxing tournament between humanoid robots, and is as real as disturbing

Ten years ago, we were happy with microSD cards on mobile phones. The manufacturers have killed them for a good reason

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Far was that time when buying a MicroSD card It was practically an essential for our mobile phone. The mobiles from ten years ago They came with a scarce internal memory (8, 16 GB), insufficient for devices that, despite their limitations at the hardware level, recorded Full HD video and had an ecosystem rich in applications. Today, it is increasingly difficult to find devices compatible with this memory expansion. And, yes, this is good news. The golden age of the microSD. There was a time in using an SD was the best possible option on an Android mobile. In fact, the operating system itself allowed to move some of the apps to external memories, releasing the local memory of this load. In 2010, Android 2.2 Froyo He had this option as a native from the adjustments, something that remained immovable until years later. The key was that Android was a much more insecure system than is now. In fact, with Android 6.0 It was possible to expand system storage using microSD cards. The party is over. There are two milestones that mark the progressive disappearance of MicroSD cards on Android. The first is the Popularization of Unibody mobiles: The end of the removable housings. The extra groove to incorporate the SD next to the SIM (or double SIM) hinders stagnant designs, somewhat incompatible with the Current IP protocols They protect the water and dust device. The second reason is imposed by Google with Android, and that is that the operating system was progressively restricting the permissions until they prevent them from moving apps to the SD, limiting it only to the passage of files. Reading speed. As internal memory modules have been improving progressively, reading and writing speed has shot in recent years. A UHS-1 micro SD around 200 MB/s reading speed (speeds that are never reached). EMMC’s most modern standards (slower technology in internal memories, only used in low range) can double this figure. If we talk about UFS memories, standards such as UFS 2.2 around real writing speeds close to GB, something that doubles with UFS 3.1 and almost quadruplica with UFS 4.0. Next to nothing. The size of the apps has increased considerably in recent years, as well as their requirements, and moving them from an SD is not too realistic. The focus on security. By default, the memory of any commercialized Android mobile comes encrypted, something that protects the local data of the device. SD memories do not come with this protection layer, nor do they meet the requirements to do so. Android is an increasingly sure system And, according to the latest data, it is exposed to 90% less malware than in 2016 thanks to the Play Protect scanguaranteed windows of security patches, Automatic reset and constant purge of fraudulent applications in Play Storeamong others. The microSD today. Although relegated in general terms to low -cost mobiles, The MicroSD continues to give a dummy In 2025. If your mobile has support for them, you can continue moving simple apps such as Telegram or Instagram (giants such as WhatsApp do not allow it), and even some games allow you to send part of your reading data to the SD. The same goes for multimedia: nothing prevents us from saving and reproducing content from a microSD card externally. The limitation of speed and stability (if you use a low quality microSD) will be present, but the function has not died at all. A necessary evil. Smartphones manufacturers and Google itself have been closing the door to microSD cards. It is a evil necessary to improve the stability of the system, to make Android a safer platform and continue allowing the apps to grow (in size and requirements) to the frantic rhythm to which hardware evolves. Image | Samsung In Xataka | It is 2024 and I still use an SD card on my mobile: what can I do and what is different about the storage of my phone

Manufacturers have drunk attendee cars for our safety. We do not use them and (worse) we don’t understand them either

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“We know that many people deactivate the lane maintenance assistant. Why should we sell it?” With these words, Denis Le Vot, CEO of Dacia, attacked the European Union and his commitment to adas systems for driving in 2022. What defended the head of the company is that most users They deactivate these aid Security and that, therefore, I did not understand why manufacturers were forced to include them in their cars. Years later, it seems that time is giving the reason to vote. They are neither appreciated nor used Since 2022, All cars approved in Europe They are obliged to set up a series of ADAS aids to driving, including emergency braking, lane output alert or controversial speeding warning that works hand in hand with signal recognition. These aid are, since 2024, mandatory series in every new car sold in Europe. That is, regardless of when any new car that has been bought or is about to be bought has been approved for a year. This, without a doubt, is one of the reasons that cars have increased. Therefore, we must understand that the CEO of Dacia had reasons to attack the European Union. For a brand that has always fought for price, including more starting equipment makes it difficult to. It is, of course, part interested in the debate. However, the data seems to give the vote right. At least that is what those who take the temperature of the conductors say. In JD Power they assured A few months ago that one in four buyers From a car in the United States he had reported a problem with ADAS systems in the first 90 days after buying the car. These problems do not refer exclusively to faults or system failures, they also refer to the inconveniences that users have found because they do not understand the systems or are not very clear how they can deactivate or configure them. Frictions have also increased, according to the study. In the last five years, the technology of the manufacturers in this area has been fired (much guilt has the security regulations), which has made more and more people who choose to deactivate these alerts. “They are too annoying and intrusive,” They point out from JDPOWER. The solution, they say, should go through more detailed explanations by the dealers to explain how these systems work and how they can take advantage of. In part, what happens in Europe is moving to other regions of the world. In the United Kingdom, the ADAS systems that are in the European Union are not mandatory but companies include them by cost savings. However, the data says that Most of them deactivate aid and that the ISA speeding system is the most affected. In a 2020 survey conducted by Erie Insuranceit was stressed that the second help system that was most deactivated after the alert for speed was the maintenance of lane. However, The European Commission points that between the lane output notice can reduce accidents between 10 and 21% and that lane maintenance can reduce the severity of the wounds suffered in an accident by up to 30% of the cases. There is, therefore, a disconnection between regulators and users. Keep in mind that not only the European Union demands these security measures. Euro NCAP, in their studies, punishes the companies that do not offer passive security systems that expand mandatory serial coverage. Euro NCAP is an independent study and cars that are homologated and sold in Europe They are not obliged to undergo their evidence. However, they have achieved quality status for the public that is rare who does not appear to them. This costs Dacia to receive a score of only three stars even though they are regular. It is not the shock tests that they have their safety levels in case of accidentthey penalize very basic adas systems equipment that is barely Leave Dacia Duster in an approved justito. And what happens in Spain? That we feel the same as Americans and British, according to A study of Fesvial entitled “Knowledge of the ADAS systems by the Spanish population” that was published in 2022. It indicated that “70% are not clear that the ADAS are intelligent enough to guarantee the safety of the person who conducts” and “30% are not convinced that the ADAS contribute to reduce collisions or their severity.” Data that exemplify the aforementioned gap between regulators and users. Photo | In Xataka | We are forgetting to drive. It has no importance and DGT exams know

European car manufacturers faced milmillionaire fines in 2025. They have postponed them thanks to fear

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It was known since 2019 but this 2025 will not be applied. The new broadcasting regulations of the European Union for Tourism is suspended … until 2027 and with nuances. After months of pressures by the manufacturers, European institutions have allowed a forward kick that softens in the background but not in the forms the restrictions on combustion cars. This is all we have ahead. Since 2019. It was called European green pact and, in fact, it established more hard emission limits of those established for manufacturers at the moment. Then there was talk of limiting the maximum emissions to 80.8 gr/km of CO2. The most ambitious objective raises zero emissions in every car sold from 2035 with combustion engines. Why does an electric car have less autonomy than the announcing Over the years, the limit rose and It ended up setting 93.6 gr/km of CO2. With a strong fine flying over, manufacturers should not be able to pass from this year this emission limits. A barrier imposed until 2029. From then on the figure will be (or should be) of 49.5 gr/km of CO2. And they should only be able to sell neutral cars from 2035. The fine. It has been the main reason for concern for manufacturers. To calculate it, the average emissions of the car fleet sold were taken into account. This average should not exceed 93.6 gr/km of CO2. If so, the fine could be a thousand millionaire. Specifically, the manufacturer had to pay 95 euros for each gr/km of CO2 surpassed… for each car sold. That is to say. If the average emissions of the cars sold was 94.6 gr/km of CO2 (+1 gr/km of CO2 above the expected) the manufacturer paid 95 euros per car. If you sold a million cars in Europe, you would have to pay 95 million euros. This was a real problem for companies such as Volkswagen, Ford, Stellantis, Renault and even Toyota. All these automobile groups, in the first half of 2024, exceeded 100 gr/km of CO2. That multiplied the sanction for each car in a minimum of 665 euros. According to data collected by Motor.esIn Volkswagen, fines were waiting for 1,500 and 4,700 million euros. And the machinery began to work. Before the imminent abyss, the manufacturers launched the fan. They talked about unrealistic measures and From Acea (Employers of manufacturers in Europe) They pointed out that up to 16,000 million euros were compromised. A strong blow to the finances of some European manufacturers trying to find solutions before the arrival of new Chinese cars that are eating land in the Low and plug -in ranges. As if that were not enough, they warned what they were coming: more expensive cars. First because the development of the cars was going to be more expensive. Second because lower ranges cars They had it more complicated, then electrify them, They said, destroy the profit margin. And, third, because if they could not sell combustion cars so as not to affect the average emissions they would have to smaller of them at a higher price. It was already known. Which The European Parliament has voted (With 458 votes in favor, 101 against and 14 abstentions) it was already known. It has been the confirmation of something that was put on the table last March. Then the European Commission has already voted in favor of a FLEXIBILIZATION IN THE REGULATIONS of emissions. A kind of kick to the regulations. Until 2027 they will not have to meet manufacturers, although the matter has some nuances. What has been approved? A change, as we said, in the form but not in the background. 93.6 gr/km of CO2 are maintained but manufacturers have between 2025 and 2027 to meet. Arrived 2027, an average will be made with the emissions sold since this year. That is, manufacturers will have to compensate for 2025 excesses during the coming years. A manufacturer will not receive a fine if it passes at 10 gr/km of CO2 this 2025 but in 2026 and 2027 it will have to compensate it. You may choose to reduce emissions in five grams per kilometer below the regulations in 2026 and 2027 or accumulate the excesses of 2025 and 2026 and sell well below those 93.6 gr/km of CO2 last year. An exit. What options have a manufacturer that does not reach these emission stockings? The simplest to avoid fines is to make a group against Europe with companies that are well below the limit. Which is it? Manufacturers such as Tesla, which obviously have very low emissions by selling exclusive electric cars, or byd that only sells plug -in cars. This alternative was already considered by 2025. It will be essential for small brands with very little electrification, Like Mazdabut the door opens to that groups like Stellantis, who also contemplated an associationhave time to sell enough plugs to compensate for emissions or, in the worst case, buy less bonds than those raised in 2025. What do we expect? A gradual increase in the sales of plug -in (hybrid and electric) and an acceleration for 2027. If it is necessary with automation to reduce registered emissions, it will be done with automation. That if the regulations are maintained and nothing changes. Who wins? The flexibility in the regulations is an oxygen ball for some manufacturers. Renault, for example, is in the middle of the launch of the Renault 5a car that It is working very well and that will allow you to lower emissions. Has put the market on the market Renault 4 And soon he will have a Berlina. Volkswagen, has a way 25,000 euros electric car For the coming months and another of 20,000 euros (although it points to 2027) And the group has reached options to Skoda either Cupra They can give good results. It is also facing a good Mercedes opportunity that has the car with which They hope to make a leap in the sales volume. Of … Read more

The EU is going to tighten the nuts to mobile manufacturers. You just needed a label

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As of June 20, new rules destined, according to the European Union, will be entered into force, to improve the energy efficiency and repair of smartphones and tablets. Specifically, the rules reflected in the Delegate Regulation (EU) 2023/1669Complementary to Regulation (EU) 2017/1369 and relative to the energy labeling of smartphones and tablets. Energy classification labels that you have been watching for years in appliances such as televisions, refrigerators or ovens will reach mobile phones and tablets. In what products. Mobile phone manufacturers (including Dumb Phones), fixed wireless phones and tablets between seven and 17.4 inches, marketed from June 20, 2025, will have to show in their packaging the EPREL sticker. The modifications in European regulations add up to this ecological design requirement to every mobile and tablet sold in the US, with the objective of “contributing to optimizing the use of fundamental raw materials and will facilitate their recycling.” The label. The commercial label It will sound you, since you have seen it previously in appliances. On a scale from A to G, where A is the maximum score and G the minimum, the energy efficiency of the product is reflected. In the case of smartphones, in addition, there are some more than interesting data. QR code with link provided by the manufacturer to product -related information. Commercial brand of the device. Concrete model identifier. Energy efficiency scale. A is the maximum possible score. G, the worst. Device efficiency level. Battery autonomy per cycle measured in hours and minutes per complete battery charge. Device reliability in free fall. Measure from A (better) to E (worse). On the same scale of A to E, score obtained in repairs. Load cycles supported by the phone until the battery reaches 80% of its maximum capacity. Classification of Water Resistance, Dust and Subsibility. The IP protocol is used. Regulation number. Aue is 2023/1669. What will be taken into account. To the question “how the EU knows if a mobile is repairable or if the battery lasts 1,000 cycles” the answer is “because the manufacturer says.” All suppliers are obliged to register their models on this EPREL platform, being responsible for providing reliable data. The regulation specifies procedures for the conformity evaluation of these data sent, specifically prohibiting devices designed to alter your performance under evidence. Europe is pressing nuts to manufacturers. 2025 will be a good year for mobile phones, and that is that the demands that are imposing manufacturers directly point to the consumer. The batteries must endure at least 800 loading and download cycles maintaining 80% of their capacity. Manufacturers will have to make available to consumers and third parties (repair workshops) the necessary parts for repairs. Operating system updates must be guaranteed for at least five years. Non -discriminatory access of professional reparators to any software or firmware necessary for repair. The big question is, and even more taking into account the Tariff war frameworkif these new obligations about increasing battery quality, fighting to have the most repairable phone and support for several years to any launched device will have a consequence that seems inevitable: Price increases. How it affects us. As consumers we will have access to a very valuable tool: we can consult the quality of the battery, duration, repair and resistance of a device in a single glance. It is something that, to date, we could only consult on the manufacturer’s own website or specialized portals. Beyond the informative level, energy labeling is a cry for smartphones manufacturers: if they want their phones to get a good score, they must take care of key aspects that, in some ranges, were more than neglected. Economic cutting devices have been leaving aspects such as water resistance, software support or battery quality in the background. The new standards are demanding and, if you want to obtain a good score, it is no longer enough to launch a mediocre product. Image | Xataka and European Commission In Xataka | The European Union considers ending the big Android problem: mandatory updates for five years

The manufacturers are racing the land so that we drive with smart glasses. Spain is not prepared

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Google is preparing an update for Android Auto. A close related to one of the devices that aims to mark the trend of the coming years: smart glasses. The arrival in Spain of models such as the Rayban Meta go beyond curiosity. These types of glasses are another device in consumer technology, such as a mobile or a headset. And both are prohibited at the wheel. Android Auto and smart glasses. A few days ago the Android source code gave away one of the functions that Google is preparing: Content projection such as Google Maps while driving. Developing functions, among which is the “Start Navigation to Launch Glasses” make clear Google’s idea for this type of device: technology integration to the head up display within the glasses themselves. A concept problem. With Google’s idea, several points enter concepts. None of them regulated in the current Spanish legislation. If the glasses project content, they would be governed by the Article 18.1 of the General Circulation Regulation (RD 1428/2003)that prays the following. “The driver is obliged to maintain his own freedom of movements, the necessary vision field and permanent driving attention, which guarantee their own safety, that of the rest of the occupants of the vehicle and that of the other users of the road.” Technically, the projection of the glasses would not affect the field of vision or the free movements. But the problem is that smart glasses, at least the most popular (such as Meta), have nothing to do with this. Hands free and Spain. The circulation code does not like hands free, and is quite restrictive about it. Article 18.2 of the General Circulation Regulation prays the following. “It is forbidden to drive using helmets or headphones connected to receptor or sound players.” The key here is that, technically, the glasses are glasses, although they work as much as headphones and sound players. Because yes, devices such as Rayban Meta are literally music players, with the difference that they are not located in the ear. The nuances. Although the circulation code prohibits the use of headphones, it reflects some exceptions. Among them, that assisted driving devices or hands are not prohibited that neither cover the ears nor isolate in the environment. In other words, if I gave you driving with some Vision Pro It is more than probable (and deserved) to stop and mulitate you. With Rayban Meta, you would technically be complying with Spanish legislation. An inevitable trend. He Google and Samsung pact For mixed reality devices, the finish line with Rayban Meta, the prototypes of motor companies such as BWM for make glasses that work while driving. The format of smart glasses, although now diversified between complete format (helmet) and traditional format, has gain presence of a time to this part. Sooner or later, the legislation will have to clarify what we can do and what not with them behind the wheel. Image | Xataka In Xataka | The Meta Ray-Ban are the first smart glasses that have managed to impress me. They are the beginning of something more

In 2025 the plug -in hybrids will contaminate three times more. It is not magic, it is the change of homologation that attacks manufacturers

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How much does a plug -in hybrid consume? It is almost impossible to be clear. It is a technology that depends so much on the use that is given to make any type of estimate involves falling into an error. So far we have seen plug -in hybrids that approve consumption between one and two liters per 100 kilometers. How realistic is this? It depends, as we said, How we use the car. If you are one of those who get the most out of this data on the car computer. The problem is that, according to the data they handle in the European Union, few drivers do this Ideal use of a hybrid car. This causes the estimated real consumption of these cars to be much higher than reflected in the technical chips. To solve it, the European Union completely changes the homologation cycle, which raises the consumption and has a direct impact on the broadcast portfolio that each company will have to present in 2027. The headache of plug -in hybrids As we said, the European Union is not believed by the homologations that have been made so far with plug -in hybrids. Not because they considered that they did not reflect a realistic figure, rather the problem is that they did not reflect the real use that has been extended. If you are a user who makes Between 50 and 100 kilometers a day For an urban environment and/or its vicinity, a plug -in hybrid can be a perfect car if you have to load it every night. With a consumption of 20 kWh/100 kilometers in electric mode, we can expect a cost of two euros or less daily. Prioritizing battery use most of the time, gasoline spending should be ridiculous. However, the European Commission believes that these types of cars are not always used in the most efficient way. In a report published in 2024 They collected that the realistic mean of consumption of a plug -in hybrid in Europe is 5.94 l/100 km of fuel (5.97 l/100 km between the plug -in hybrids of gasoline, the most common) for the type of driving that is made. And they highlighted another very important point. CO2 emissions are 139.4 gr/km of CO2, instead of 39.6 gr/km of CO2 approved on average. Therefore, as of this year other cycles are beginning to make during the homologation of new cars. Until nowa plug -in hybrid was subjected to constant cycles in which the speed was increasing to exhaust its battery. After its electric warehouse, one last cycle was made only with the Combustion engine. It was a way to simulate the most efficient conditions of use of a PHEV: throw to the extent of the possible electric motor until the battery is exhausted. But since January 1, 2025 it is applied EURO 6E BIS. This new way of measuring plug -in hybrids is mandatory for all homologated cars until December 31, 2026. From there, all cars sold by manufacturers as new will have to undergo this new test. With this new protocol, the conditions are harder. The test will be extended up to 2,200 kilometers and the test will run over time with the empty battery. Temperature conditions will be more extreme. And when EURO 6E BIS-FCM enters into force, cars will face worse circumstances with tests that will extend up to 4,260 kilometers. What happens is that in many countries Aids have been delivered to purchase of a plug -in hybrid, thinking that their owners would make a more efficient use of them. However, In Switzerland they already took their aid In 2022 because they considered that with the use that they were giving them contaminated as much as a diesel and They were taking advantage of advantages of cleaner vehicles. All this has direct consequences for the coming years on emissions. The maximum allowed limit for each brand is 93.6 gr/km of CO2 on average in 2027. For the calculation the Weight of the emissions registered in 2025, 2026 and 2027. The brand that exceeds will have to pay 95 euros for each gram overcome and car sold. That is, if you have sold one million cars and record 94.6 gr/km of CO2 on average, the fine will be 95 million euros. Having until the end of 2026 with plug -in hybrids that barely approve just over 30 gr/km of CO2 is an advantage for manufacturers that can prioritize their sales if their electric cars are not working quite well. Keep in mind that these data allow up to three plug -in hybrid cars by a gasoline without exceeding the maximum allowed barrier. The problem will come with the new models that are coming to the market and, above all, from 2027 that manufacturers must withdraw these markets from the market or assume that the same vehicle will now reflect a volume of emissions that can be between three and four times higher. That is, they will be able to use the “trick” of the plug -in hybrid but will not add so favorably as until now. Photo | Byd In Xataka | Catl wants to convert plug -in hybrids into true electric cars with its last battery: 400 kilometers of autonomy

Chinese memory chips manufacturers are a nightmare for the US and South Korea. There is a lot at play

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Yangtze Memory Technologies Co. (YMTC) is one of the largest memory chips manufacturers in China. Its quota in the global market is approximately 6%so it is far from South Korean companies Samsung and SK Hynix, and also from the American Micron Technology, the three companies that lead this sector. Even so, Its weight in the Chinese market is very largeespecially because US sanctions They prevent American and South Korean memories manufacturers selling their most sophisticated integrated circuits to their Chinese clients. YMTC is in the spotlight of the US administration for more than two years. In fact, at the end of 2022 the Department of Commerce led by Gina Raimondo He decided to include this company in his blacklist because he had managed to develop an ambitious 128 layer memory chip. Currently YMTC is one of the companies that have the most advanced semiconductor manufacturing technology in China, and curiously, According to Techinsights He has reached this position without resorting to foreign technology. Not even Asml’s. YMTC aspires to intimidate the leaders of the memory chips market This achievement seems to have been possible because YMTC has the complicity of three of the most important Chinese lithography equipment: Naura Technology, Amec (Advanced Micro-Fabrication Equipment Inc. China) and Piotech Inc. The most shocking thing is that according to Techinsight analysts, which is a Canadian communication platform intimately linked to the semiconductor industry and with Great credibilityYMTC has managed to put avant -garde memory chips capable of rivaling the most advanced foreign solutions. YMTC has published about 20 new patents in which it describes processes that seek to increase efficiency And it has managed to refine its technology of stacking of memory cells in layers known as ‘xtacking’ until reaching a level of performance in its integrated nand type circuits similar to that of the comparable memories of Samsung or SK Hynix. However, this is not all. According to SCMPYMTC has recently published about 20 new patents in which it describes processes that seek to increase efficiency and optimize chips stacking structures. It is evident that the development of the technological capacity of Chinese manufacturers of integrated memory circuits represents a threat to Samsung, SK Hynix and Micron Technology. However, YMTC is not the only Chinese company with the ability to put in trouble the manufacturers of South Korean and American memory chips. Changxin Memory Technologies (CXMT) is one of the Chinese companies specialized in the production of memory chips, and, like other companies in the country led by Xi Jinping, it has chosen to compete in this market so attractive deploying a very aggressive pricing policy. CXMT in particular has increased its production capacity of DRAM chips almost five times during the last four years, which has allowed it to increase its global market share until it reaches a very worthy 9%. This growth has placed this company just behind Micron Technology if we stick to its market share, so it is already the fourth largest memory chips manufacturer on the planet. To curl the curl even more The Chinese government is supporting economically to its manufacturers of this type of semiconductors in response to the sanctions deployed by the US and its allies, so the competitiveness of Chinese companies is upwards. More information | SCMP In Xataka | China needs to develop a new type of immune chips to US sanctions. And their scientists have just achieved it

The US robots manufacturers have asked their government for help. If you do not get China, you will win this race

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Tesla, Boston Dynamics, Agility Robotics and other US companies that are dedicated to the design and manufacture of robots are concerned about the competitiveness of Chinese robotics companies. So much, in fact, that According to SCMP several members of its directives They have gathered just a few hours ago With legislators in Washington, DC for teach them their products and ask them to define a national strategy that seeks to reinforce US robotics companies. For Chinese administration, smart robots are a national priority. In fact, this industry is closely linked to two other strategic sectors: the production of avant -garde semiconductors and the artificial intelligence (AI). In 2015 President Xi Jinping announced The “Made in China 2025” planan initiative that pursued to take the country to a world leadership position in thirteen strategic technologies. One of them are smart robots, and, although China does not yet lead, its competitiveness in this sector is growing. The US robotics companies ask for the creation of a federal office “Automation and robotics are going through a revolution that will allow the total automation of all strategic and manufacturing industries … “I think the US has a great opportunity to win. We are leaders in AI and we are building some of the best robots in the world.” This text is signed by Dylan Patel, Reyk Knuhttsen, Niko Ciminelli, Jeremie Eliahou Ontiveros, Joe Ryu and Robert Ghilduta, six experts from SEMIANALYSISan American consultant specialized in the analysis of semiconductor industries and AI. His forecast clarifies very well the context in which the meeting that I have mentioned a few lines above between US companies dedicated to robotics and US legislators has occurred a few hours ago. Jeff Cardenas, co -founder and general director of the emerging company specialized in the manufacture of Apptronik humanoid robots, has pointed out What is at stake. “The next race in the field of robotics will be promoted by AI and will be a competition open to anyone (…) I think that the US has a great opportunity to win. We are leaders in AI and we are building some of the best robots in the world, but We need a national strategy If we want to continue moving forward and staying at the forefront “, He has pointed Cardenas. According to American businessmen, a national strategy would help robotics to climb production and promote the adoption of robots as the physical manifestation of AI. We will see if this initiative finally thrives. Image | Ubtech Robotics More information | SCMP In Xataka | Chinese scientists claim to have created something groundbreaking: the fastest and most efficient transistor that exists

The 16E iPhone is the proof of the opportunity cost facing the mobile manufacturers: each millimeter is crucial

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The renewal of the iPhone economic line has been waiting. The last entrance model that Apple launched was the iPhone Se 2022 And, after 2024 with rumors about a iPhone Se 4Apple launched a few days ago iPhone 16E. Finally names the rest of the range and, in addition, we finally have a design that does not have generations behind it. There are things that do not change, such as maintaining a single camera, and others that yes, such as New Apple C1 Modem. And something interesting is that the iPhone 16E have already undressed and we have been able to discover something that, obviously, is still curious: the enormous amount of space that the cameras steal to the battery. Naked. Apple is usually quite unclear when it talks about some data from its phones. One of the most elusive is the real size of the battery because they usually tell you about “it lasts more than x telephone of the previous generation”, and they remain so wide. That is why it is interesting to see the first ‘Teradown’ or ‘disassembly’ of the iPhone when they reach the market. The protagonist this time has been the Rewa Technology channel, since his work not only allows the drums to be taken, but to other details of the internal composition of the 16E iPhone that allow us to extract very interesting details. Before continuing, here we leave the video: C1. It is not the direct protagonist of our article, but it is evident that the component that can get the most attention of the iPhone 16E is … the modem. The reason is that Apple bought in 2019 the Intel Modems Division for the whopping of 1,000 million dollars. The goal was to break with a Qualcomm that is the one that provided (and continues to do so in the iPhone 16 and 16 pro) The iPhone modems And with which he has maintained a relationship, say, tense. After years waiting to see what the first iPhone with modem made from home was, the premiere has arrived with this 16E iPhone. This chip combines lithography in 4 and 7 nanometers and facilitates somewhat the encapsulation of the modem, leaving free space in the part of the sandwich type motherboard in which it is enclaustrated. The theory. Apart from being able to design its size and benefits, have your own modem It is a license savings for Apple (something that we do not have to notice in the final price of the device) and, above all, a better integration with the rest of the chips. This implies, theoretically, a lower consumption and, therefore, greater autonomy. Apple itself on its website Comment The following: “It reaches 26 hours of video reproduction thanks to the efficiency of iOS and our chip, which includes the modem C1.” And that is very good, but what they do not say is … that the battery has risen from level. On the left, the 16e. On the right, the iPhone 15 Huge battery. In the Rewa video we can compare the 16E iPhone with the iPhone 15 to appreciate the substantial change in the battery size only by eliminating one thing from the equation: the wide angle camera. The main chamber module also seems to have been redesigned, but beyond an interior redesign work, which allows between a larger battery is to have lost a component. Specifically, 4,005 mAh, 444 mAh larger than that of the iPhone 16. According to Apple estimates, while the iPhone 16 could play video for 22 hours, the iPhone 16E endures four more hours. Recycling, which is gerund. For the rest, Apple shows that she is a teacher when it comes to recycling components and Rewa’s video states that, in many ways, the iPhone 16E is a mixture between a iPhone 14 of which he takes screen, part of the plate, notch and the Face ID system, and an iPhone 16 with which he shares the main camera, processor, RAM. In the end, the C1 chip may help achieve greater autonomy, but having a substantially larger battery than that of its direct brothers, definitely, cannot be set aside. These ‘Teardown’ also serve to check details such as that the 16E iPhone battery has the same disassembled technology as their brothers, making it more easy to repair And, as we said, it is curious to see the amount of space that any component takes inside the smartphones, making manufacturers constantly playing the game of commitment between functions to maintain a balance. Images | Rewa Technology In Xataka | My iPhone’s battery is 90% of its capacity after ten months. It is completely normal

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