manufacturers

European cars manufacturers promised them happy with the hydrogen battery. Reality has hit them

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In search by Eliminate fossil fuels From cars, electrification seemed the best option. Have 100% electric, hybrids and plug -in. However, some companies They seemed not to be convinced at all with the electric ones, so they began to boost the development of cars moved by ‘pilas’ of hydrogen. Some are getting off the shipand the last one is a Stellantis that has been closely to the controversy These last years. BMW has another opinion and defends that the hydrogen battery is a strategic alternative for Europe. Against what? Against China. Short. In a brief releaseStellantis (which, remember, is the megacompañía that arises after the Fusion of Fiat, PSA and Chrysler) He confirmed a few weeks ago that he interrupted his hydrogen fuel cell technology development program. They affirm that “the hydrogen market remains a niche segment, without perspectives of economic sustainability in the medium term.” And this affects all the divisions they were developing: Cars. Small vans. Large vans. Next steps. The company comments that the personnel who were doing R&D work related to hydrogen technology will be redirected to other projects and that now what it is to focus on what it sells: hybridization and conventional electric batteries. “We must make clear and responsible decisions to ensure our competitiveness and meet the expectations of our customers, as well as continue with our offensive of electric vehicles and hybrids of both passengers and light commercials,” explains Jean-Philippe Imparato, Chief Operating Operating Officer for Enlarged Europe. Issues. The main argument that underwent the hydrogen strategy, with cars on the street such as the Hyundai Initium or the Mirai de ToyotaIt was the speed of loading. If the electric took some dozens of minutes to achieve a decent autonomy, one of hydrogen was closer to the times of a gasoline/diesel. The problem is that it is not entirely true. Toyota has been one of those who More has driven the hydrogen batteryeven competing with hydrogen -driven cars, such as GR LH2 Racing Concept or the Gr yaris rally2 h2 concept For rallies, but in everyday use, hydrogen looks like everything except practical, away from that more classic “plugging and reproducing” liquid fuel. The reason? GR LH2 Racing himself needs a cryogenic system at the cargo station that maintains hydrogen at -253 degrees Celsius. This implies advanced isolation and advanced manipulation, which makes it very little practical out of a very specialized competitive environment. Among other thingssince the energy density of hydrogen is almost nine times lower than that of gasoline and storage is complex. Without ‘hydrogeneras’ there is no FCEV. Returning to Stellantis, the group was not working with the hydrogen pile for the distant future, but immediately. This year they were going to launch a new range of vans, the Pro one fed by hydrogenthat evidently will not see the light. And although there are still companies that keep some hope for the hydrogen pile, the truth is that without refueling points, technology seems unsustainable. In the United States, Toyota has faced collective demand by Mirai owners who ensure that the brand lied to ensure that reposting would be as simple as in a gasoline. There are practically no load points, with just a thousand open hydrogeneras worldwide for public use. And last year they began to close in Germany because they were not used. BMW and his “hold me the cubata”. Trucks are another song. The numbers are there, With strong consecutive falls in 2023 and 2024 that seem to have punctured, at least for now, that fever for the hydrogen pile for conventional cars. However, the turn comes from BMW. The German company has publicly defended that hydrogen is an opportunity for Europe not to depend so much on the China’s battery industry. And others like Volvo maintain projects Hydrogen for trucks. It has been the CEO who has insisted that Europe must bet on multiple roads and that, in a scenario in which China controls the production of Rare earth Essential to create batteries, and they are also the most manufactured batteries, Europe must have a BM plan, BMW has no car with a hydrogen battery and is working on a SUV that They will launch at some point in 2028. We will see how the market is then. Image | H2 Mobility In Xataka | Nikola had everything to revolutionize the world of hydrogen trucks. Now is on the verge of bankruptcy

Chinese manufacturers are eating historical brands

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Samsung carries 19 years being the manufacturer more televisions sell worldwide. In 2006 he snatched the leadership from LG, which years before had done the same with Sony. Since then, South Korea has sent in this market happening to what Japan was at the time. The situation is close to changing. What’s happening. The television market is moving like never before. In 2022, TCL surpassed LG as the second largest manufacturer in the world. Hisense managed to tie in market share and The following year he surpassed him. But LG is not the only South Korean who is feeling the power of Chinese manufacturers. According to Counterpoint data, Samsung had a 17% market share on televisions three years ago. Fell to 16% in 2023, and remained in those numbers in 2024. But. Tcl and Hisense are giving where it hurts the most. Samsung has managed to stay first, but the data is very clear about the path that the market is following. Samsung is falling 3.3% in distributed units In the first half of the year, while TCL and Hisense grow 6.3 and 2.6%. Both were about 10% three years ago, already at the end of 2024 they were already 14% and 12% share. And the problem for Samsung, despite being maintained, is that these manufacturers are taking away a lot of share on premium televisions, which are far away from the most profitable. Of 41% in this area at the end of 2023, Samsung fell to 29% at the end of 2023, while TCL and Hins fattened to forced marcheseven the first to overcome LG. They grow double digit in distributed units, but somewhat less in income, which indicates that they are flooding the market with cheaper televisions than competition. Samsung led in Minilad, last. The key, According to analyst Bob O’Brien From Counterpoint, it has to do with the choice: “Consumers have to choose between a smaller OLED TV or a larger minied television.” “An increasing number of consumers choose Minilad,” he says. According to Counterpoint, Samsung led in Minilad with his neo QLED from 2021 to 2024, until that year was surpassed by TCL and later by Hisense and Xiaomi. In 2025, Samsung is fourth in distributed units and third in income. They are not good news, but there are in regard to competitive technology. Samsung has put all the meat on the grill with its QD-OED, and is going very well. Samsung is beginning to dominate the juicy OLED market. The jewel of the crown in quality in the television market is the OLED and QD-OED panels. Until recently, LG was the absolute dominator on the market, marketing its best Woled matrices to rival companies such as Panasonic, Philips or Sony. However, in 2022, Samsung broke into the market with the innovation brought by nanoparticles to the market of self -subject panels. With the QD-Oled Samsung panels, it brought something even more important than its good extra shine, resistance and color volume. He brought competition. That caused Sony to choose him in front of LG as manufacturer of the panel of his best televisions, but he has also turned the televisions market: Samsung already sells more OLED teles than LG in the United Statesand already sells more oled teles than neo qledwhich is as they call his miniled. But there are more problems from China. The joy for the dominance of the OLED panels can last little. And it is that the Chinese company BOE, which is one of the largest OLED panel manufacturers on the planet, and that already supplies brands to brands like Apple, also It will enter the market for televisions components. Specifically, the DSCC consultant states that they are close to producing panels between 55 and 95 inches thanks to an investment of 9,000 million dollars in a new plant in Chengdú. The challenge is capital, but Samsung has been the first to demonstrate that the leader can be unbridled, as he did in 2006 with the sales of televisions in general, and in 2025 with the sale of OLED televisions in some regions, after having been outside the self -affair market for many years. The largest panel market, in the hands of TCL. After more than 30 years, Samsung He stopped manufacturing LCD panels in 2022 And he sold all his patents to CSOT, the panel manufacturing TCL subsidiary. The LG road has been the same: in 2024 they announced the sale of their division of LCD to CSOT, and This year they finished it. Although the OLED market is shooting in countries like China, standard LCD They continue to assume more than 88.45% of the market. A market that has remained TCL and BOE. And that in its most profitable part it will give them joys, because the estimates suggest that this year, the Minilad will exceed sales to the OLED of Samsung and LG. And despite LG and Samsung market, they do it with panels from Chinese manufacturers for the sale of their factories. The unexpected help from the United States. South Korea government is supporting Samsung and LG with subsidiesand the news that arrives from the United States favors them: there are American congressmen asking to include Boe in the “blacklist”. If the request thrives, lose the sale of panels to Apple and the possibility of entering the huge American television market can leave the company very touched. Outstanding | Samsung, Arthur Wang in Unspash In Xataka | If the question is how long the teles of our room will grow, the market speaks very clearly: until they do not

“In five years we will be one of the three main manufacturers in the world, I am convinced”

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Turn the bus and face a huge industrial -looking door. Two inputs controlled by a garita under a gray structure topped in its upper area with three letters and their explanation with Hanzis (The Chinese characters that give it name). The bus takes various streets, turns left and right. Finally, take a last turn and leave us under a roofed space. To our left, a huge staircase guarded by two gigantic lions guarded by an immense and lonely esplanade. In the background five buildings are drawn that with its height, of no less than 30 floors, break with the plain of the square. To our right, the entrance door to an immense hall after the demonstrations of some of the more dotteras technologies of the Chinese car market. Yes, that one He is arriving in Europe and who aspires to become a reference. Will make it clear to us Stella Li, BYD Vice President. We ask what the company expects in the next five years, what will be after five years. Look with the decision he faces any as he asks to be done: “We will be one of the three main manufacturers in the world. I am convinced.” A meteoric career The image that projects the headquarters of Byd in Shenzhen (China) is the same as the one that gives off a good part of the city. The immensity of the plazas of Soviet reminiscences are mixed with gigantic skyscrapers of somewhat decadent appearance in their wrapping but that, without a doubt, welcome inside the gears that move the latest technology of the country. The gears are human that live in these buildings. More than 17 million people that push to make Shenzhen a megaciudad that drinks from a clearly communist appearance past and now lives from wild capitalism that permeates all corners. It is the city of shopping centers full of ultra -realistic falsification stores but also that of skyscrapers who play with breaking your neck, immense headquarters of Chinese banks, and dozens of skyscrapers that are thrown into an orgy of lights, colors and music three times a day to demonstrate the world that they have enough strength to wear their LED panel buildings and put them to dance to the rhythm they want to dance. The rhythm of the gears that hide under these last glazed moles are clear: money and technology. Crossing the huge glazed doors of the Byd headquarters already gives us an idea of ​​what we are going to find inside. Next to the marble and columns that never seem Byd manufactures in vertical integration, Much of its success. And it is that of the batteries that began to manufacture in 1994, the year in which the company was founded, it has passed to a giant that has already manufactured more than 10 million vehicles, which exceeded four million cars produced in just one year in 2024 and that is much more than that. It is a company that also manufactures luxury vehicles, subway cars, buses and an enormous amalgam of components for them, from the batteries to the semiconductors or heat pumps. “Our integral approach to production and batteries give us a unique competitive advantage. We hope to have a solid presence on all continents, with Europe as one of our priority markets”, Stella Li emphasizes us who knows where we want to go with that question where they will be in the next five years. That vertical integration is all that they want to teach us in our visit to the central headquarters. Start with a factory miniturization. The classic miniature trains game is made up of the rails through which vehicles that move the doors and other parts of the chassis move. We will see it with our own eyes the next day but we will get an idea of ​​how chassis and mechanical set marry to give way to the end of the line to a little Yangwang U8 in miniature, the huge SUV of more than five meters that is able to float on water. Later, at the end of the visit itself, we will have the opportunity to get on one and check The maximum luxury that proposes byd. Vehicles as excessive as well finished, topped with materials that fit the precision of the best models in the market. And with the eccentricities of the Chinese market claims, such as the drones parking that carries one of the vehicles parked at the entrance. We have entered for your past, we will go out for your future. Among others, the load of 1 MW for electric cars, a technology that Byd already has available in two carsbut that, Stella Li recognizes us, is thought above all for trucks and car fleets. Live, the system overwhelms, connecting to the same car two hoses that provide 500 kW each. The great advantage, in addition, is that if the car does not admit this type of load, the supplier can nurture two cars to a maximum of 500 kW, powers with which we do not dream in Spain for the moment. At the moment, they will put just over 4,000 points on the street. All byd patents We were notified The strategy is based on pillars of all kinds: a huge variety of products that seem to be cannibalized, its own technology sustained by an almost inconceivable variety of patents and a groundbreaking attitude towards the designs of the market in which enormous equipment and low prices are combined. That patent reaíla is proud throughout a wall that could well measure 20 meters. From top to bottom, talked with the certificates of each of them. They are, of course, those that allowed Byd to create LFP batteries that, they show us proud, They can be crossed by a nail and Do not burn in the process. The NCM facing the same test on your right does not run the same fate. A flash shakes the room and the heat of … Read more

Apple led the wearables worldwide. Now is third after two Chinese manufacturers

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Chinese manufacturers have achieved what seemed impossible: to dethrone Apple in a category that they did not invent, but they did define. He Apple Watch The physical standard to be followed by the rest has been and still largely, but it is no longer the first in market share after many moons being … and neither the second. After the stage in which Xiaomi advanced him in quota, now he has also done so The new huawei, which does not compete but creates its parallel reality After the sanctions that forced him to reinvent himself. He is going well. Why is it important. Huawei leads the global market of Wearable In the first quarter of 2025 with 10 million units sold, followed by Xiaomi with 8.7 million. Apple is relegated to third place with 7 million sales, according to data from IDC. The loss of leadership – from 1 to 2 and 2 to 3 – marks a turning point for a company that dominates this segment from The launch of Apple Watch in 2014. For years, Apple not only sold more smart watches, but also staying with most of the benefits of the sector. Now that last continues, but the unitary majority no longer has … … While it is true that this is not usually Apple’s game: as with mobile phones, prioritizes capillarity benefits. The context. The secret of Chinese success is based on a devastating price strategy. While the Apple Watch becomes more basic It costs about 250 euros, Xiaomi sells its Smart Band 10 For less than 50 euros and Huawei has models from 50 euros. This price difference is not accidental. Chinese manufacturers have opted to democratize technology Wearablecarrying basic health monitoring and fitness functions to population segments that would never be considered to spend 300 euros on a clock. In figures. Huawei controls 21.9% of the global body of body devices, rising from 17% of the previous year. Xiaomi reaches 19% compared to 14.7% of 2024. Apple stays at 15.5%, although it has grown since 12.5% ​​last year. The growth of the sector has been 10.5% year -on -year, with 45.6 million units sold worldwide in the first quarter. China represents 17.6 million of these sales, a spectacular growth of 37.6%. Yes, but. Apple maintains important advantages that sales figures do not reflect. Keep dominating in profitability, keeping most of the benefits of the sector despite selling fewer units. In addition, Apple Watch works exclusively with iPhone, which limits its potential market but guarantees a closed and very profitable ecosystem. Apple Watch users They are usually more likely to spend money In accessories and applications. After all, they are the same as they do from the iPhone. The threat. For Apple, this loss of quota represents more than a change of position. Chinese manufacturers have shown that they can offer 80% of the functionality for 20% of the price, an irresistible equation for many customers. The Chinese strategy is not limited to being cheap. Huawei has launched premium models like the Watch Ultimatewhich exceeds 1,000 euros, competing directly with Apple’s most expensive versions. Xiaomi, meanwhile, has reasonably improved design and benefits of its basic models. And now what. If Apple prioritizes recovering fee, you can try to compete in fee, risking your margin. But that is not Apple’s own. Its most common movement is to worry only about its own needle and whether the segment grows or not. If sales grow, it will hardly worry that other manufacturers sell more devices at a much lower price. If sales fall, their concerns will focus on what they can do to alleviate it. Including check where these sales go, if other manufacturers, to traditional watches or simply a longer update cycle. In Xataka | After almost a decade with the Apple Watch I have spent a Garmin. And I have understood what I was losing me Outstanding image | Daniel Romero in Unspash

Chips manufacturers seek talent urgently. In Europe only 100,000 more engineers are needed

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During the next five years the global semiconductor industry will need to incorporate nothing less than One million qualified workers. This prognosis is no elucubration; It comes from SEMIan international organization that watches over the interests of the electronics industries and integrated circuits. According to their forecasts Europe will face a deficit of 100,000 engineers, and Asia will need 200,000 qualified technicians. These a priori figures may seem exaggerated, but they are not at all if we consider that for 2024 the chips industry grew by 19.1% compared to 2023 thanks to the demand for GPUs for artificial intelligence (AI) and consumer electronic products, as well as to the expansion of 5G communications throughout the planet and the development of the car market. In 2024 the global semiconductor industry invoiced 627.6 billion dollars. There are not enough professionals to support the growth of this industry TSMC, The biggest chips manufacturer on the planethe goes hunting again year after year to be able to meet his needs. During 2023 recruited 6,000 engineers For its Taiwan facilities, and presumably this trend also remained for 2024. And between 2025 and 2028 it will start several semiconductor manufacturing plants in the US, Germany, Taiwan and Japan. TSMC is one of the most successful companies in this sector, but with all probability other chips designers and manufacturers will also need to strengthen their templates. The average salary of an engineer without previous experience, backed by a master’s degree and newly arrived at TSMC exceeds $ 65,500 annually In this situation the salaries offered by these companies are very high. The average salary of an engineer without previous experience, endorsed by a master’s degree and newcomer to TSMC exceeds $ 65,500 annually (Approximately 56,000 euros), But this is just the starting point. It is assumed that as their salary acquires experience. The problem facing semiconductor companies, According to semiis that as many people with technical profile are not being formed in universities as they will need in the short and medium term. In addition, many of the most experienced engineers are retiring or will do so before 2030. As a button shows: in the US, a third of employees of integrated circuit companies have 55 years or more. And in Germany a third of the technicians who have developed their work career in the chips industry will retire throughout the next decade. However, there is another challenge that also compromises the future of these companies: the next batch of engineers will have to have advanced skills in AI and Automatic learning. The companies that are dedicated to the semiconductors are aware of the problem that already looms on them, which has caused some to have launched initiatives that initiatives that initiatives that initiatives that They go beyond offering good salaries. Some of these measures are to invest in the progression of their professionals and offer them flexibility to prevent them from leaving; in seeking candidates with non -traditional profiles in which their skills prevail and not their training, or in promoting the incorporation of women into this industry. At the moment Women represent only 17% of technical positions in the semiconductor industry. Image | TSMC More information | SEMI In Xataka | We already know what the chips that will arrive until 2039 will be. The machine that will manufacture them is close

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

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