planet

In 2011 Japan closed the largest nuclear power plant on the planet. Now he has decided to reopen it in the midst of the energy debate

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The nuclear debate, which Japan thought closed, returns to the scene. The authorization of the governor of Niigata to reactivate Kashiwazaki-Kariwa, the largest atomic plant in the world, has set off alarms: citizen distrust, the shadow of Fukushima and doubts about whether TEPCO is the right company to lead the country’s new energy stage are emerging. A new nuclear revival? The Kashiwazaki-Kariwa plant, managed by Tokyo Electric Power Company (TEPCO), has not produced a single kilowatt since 2012. The closure was a direct consequence of the 2011 tsunami and the three meltdowns from Fukushima Daiichia blow that left reactors with similar designs under suspicion. That technical coincidence was enough to keep its seven reactors on hold for more than ten years, despite the fact that the plant was essential for the electricity supply of northeastern Japan. According to Japan TimesHideyo Hanazumi has authorized a step-by-step reactivation that will start with reactor 6—one of the most recent and powerful—and that, later, will also include reactor 7. Altogether, the complex exceeds 8,000 MW of capacity, a figure that not only imposes: it maintains it as the largest nuclear facility on the planet. A significant change for the Japanese country. Kashiwazaki-Kariwa has gone from a technical project to a strategic move. As reported by the Financial TimesTokyo trusts that its reactivation will contribute to lowering the electricity bill and ensuring energy sources with fewer emissions, at a time complicated by the Russian invasion of Ukraine and the fall of the yen, which makes fossil fuel imports more expensive. Japan, which before Fukushima generated almost 30% of its electricity with atomic plants, fell to practically zero after the disaster. Since then 14 reactors have reopened and others await local or regulatory approvals. The government aims for nuclear energy to once again represent 20% of the mix in 2040. In addition, TEPCO would improve its annual accounts by around 100 billion yen thanks to the restart, according to Japan Forwardat a time when it continues to face enormous costs for the dismantling of Fukushima Daiichi. The reactivation process. The restart will begin with unit 6, which already has fuel loaded and will begin commercial operations before March of next year. To move forward, TEPCO must respond to the Government’s demands, which include updating all security systems and improving emergency evacuation plans. The process has not been easy. As detailed by Japan Timesthe plant passed safety reviews in 2017, but then suffered a veto from the Nuclear Regulatory Authority due to deficiencies in anti-terrorist measures, lifted in 2023. In addition, TEPCO had to incorporate biometric controls and correct security flaws after new internal incidents. Is there controversy? Yes, and a lot. According to a survey cited by the BBC50% of Niigata residents support the revival, while 47% oppose it. However, almost 70% express their concern because the person operating the plant is the same company that caused the accident. From Japan Times He adds that the rejection intensifies in some of the towns located within 30 kilometers of the plant, where the majority fear a new disaster or distrust the company. Another source of discomfort, also pointed out by this medium, is that the electricity generated is not used in Niigata, but in the Tokyo region. The political dimension is equally tense. Hanazumi, aware of the sensitivity of her decision, has announced that he will submit his continuity as governor to the vote of the prefectural assembly, the only body that can remove him. But there is something else at play. The reopening of Kashiwazaki-Kariwa is seen as a pillar to ensure the country’s energy security and avoid possible power outages in Tokyo. It would also allow reducing electricity rates that have increased notably since 2011. At the same time, Japan is not only restarting reactors: it is also is planning the construction of new plants with fourth generation reactors, which would mark a new chapter in the country’s energy policy. More than a return to the atom. The country that one day vowed not to depend on atomic energy again has ended up returning to it, driven by necessity, geopolitics and the urgency to decarbonize. It remains to be seen if this decision will also ignite the confidence of a citizenry that still carries the memory of Fukushima or if, on the contrary, the return to the atom will deepen a division that has been open for more than a decade. Although the governor’s approval is the decisive step, there are still procedures: the prefectural assembly must debate and vote on the decision in December, and the Japanese nuclear regulator must complete the formal procedures for reactivation. Image | IAEA Imagebank Xataka | In 2011, Japan promised itself not to bet on nuclear energy again. Until he met reality

turn them into the largest battery network on the planet

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In Spain, if you ride a self-consumption system with solar panels at home and you generate more energy than you need, there is a mechanism called simplified compensation through which you can return that energy to the grid and receive an economic bonus. Well, China wants to bring this concept to its electric cars. what’s happening. They count in Rest of World that the Chinese government is developing two-way charging stations for electric cars. The goal is for cars to charge during off-peak hours (when energy is cheaper) and be able to return energy to stabilize the grid during peak demand. According to government testsowners could earn 1,400 yuan for each download, about 170 euros. The plan. At the moment the system is being tested and 30 bidirectional charging stations have been installed in nine different cities. The plan is to have 5,000 by 2027 and by 2030 they expect the energy capacity to reach 1,000 million kilowatts. Why is it important. China is not only the largest manufacturer of electric vehicles in the world, it is also the country with the largest fleet of electric cars in the world, with more than 40 million vehicles in circulation. If they manage to implement it on a massive scale, they would also have the largest network of electric batteries available that would help them diversify energy sources, reduce dependence on coal and stabilize supply. Others have tried. China is not the first country to have this idea. According to the V2G-hub listthere are around 150 similar projects around the world, many of them already abandoned, but others still underway. However, none have come close to nationwide adoption. In Spain there have been at least six initiatives, one of them still underway in Menorca. Challenges. Bidirectional charging faces many challenges and technical difficulties. To start the price. A bi-directional charger costs between $2,100 and $2,800, almost triple what a normal charger costs. It is the main reason why scaling such a system is complicated, but in China they have the advantage that the government is betting heavily on subsidizing energy. Another difficulty is that not all cars are compatible with this energy, so its mass adoption would be delayed at least until a greater number of vehicles support it. Finally, there is the issue of battery degradation, a major consumer concern that could slow adoption. Electrostate. Not long ago China was the biggest polluter of the planet and, although still depends a lot on coal to generate energy, it is giving a radical turn to become an “electrostate”. The bidirectional charging initiative is another example of China’s commitment to investing in renewables. There are more, like construction of the largest solar park on the planet in Tibet or the giant Three Gorges Dam, so big that even changed the rotation of the Earth. Image | Kindel Media, Pexels In Xataka | China has created the largest kite in the world with a very clear objective: to make its energy extremely cheaper.

Some say Mercury retrograde ruins their life, but the planet didn’t even move from its spot.

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Mercury retrograde season returns. From November 9 to 20, 2025, many people around the world – and especially on social networks– They will blame this curious planetary phenomenon for the argument they have had with their partner, the breakage of their refrigerator or the failure in an exam. But the question we must ask ourselves is if there is something behind this phenomenon that seems astronomical. What is ‘Mercury retrograde’. Despite its magical name, “Mercury retrograde” is described according to NASA as an optical effect: from Earth, Mercury (the planet closest to the Sun) appears to move backwards in its orbit for a few weeks. Astronomically, that “recoil” It is an illusion created by the difference in speed and position between Earth and Mercurybut nothing in the cosmos really changes, only our point of view. This is a phenomenon that occurs several times a year and has no physical effect on the Earth, our communications, travel or emotions. This is why astronomical science is clear: it is pure visual effect, not causality. Another interpretation. In the case of astrology the interpretation is very different. For this branch, Mercury is attributed powers over the communication, thought and movement. In this way, when it is ‘retrograde’, astrologers advise avoid signing contracts, taking trips or having difficult conversations. But this is something that has no scientific support behind it. A real meme. The interesting thing, according to experts in digital cultureis how Mercury retrograde has become a lifeline to cast our blame away. It is the perfect meme to explain everyday chaos: when WhatsApp crashes or the AI ​​responds strangely, the fault is not ours, but Mercury’s. In this way, everything stops being our fault, and for psychology it is something that we use as a strategy to attribute the disorder to external factors that reduce anxiety and connect us with the community. In countries like Spain, each Mercury retrograde cycle activates dozens of interactions on TikTok, Instagram and X, full of jokes, astrological advice and memes. This narrative allows us to find order (or at least, poetic meaning) in digital unpredictability. There is no relationship. Whether the computer or the refrigerator stops working or you have had a fight with your boyfriend or girlfriend has nothing to do with the position of Mercury. However, the myth and the joke will live on. Perhaps it is therapeutic to look to the sky for an answer when reality surpasses logic, even if we know that looking at the sky will not change whether our router breaks or not. Images | Wikipedia Afif Ramdhasuma In Xataka Basics | 19 apps and tools to see and have more information about stars and constellations

NVIDIA is the most powerful company on the planet because it made a bet and it is winning: Crossover 1×28

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At NVIDIA they can’t stop rubbing their hands. They sell by piece and they don’t stop signing circular financing agreements that do nothing more than enlarge your position current. The company has made gold with the rise of artificial intelligence, and to talk about it we have dedicated this new Crossover 1×28 to recount the history and evolution of a company that is in a state of grace. We started by talking about how NVIDIA gained a privileged position in the world of gaming and how in the 2010s it (briefly) took advantage of the rise of cryptocurrency mining. All of this has managed to make NVIDIA enjoy the leading role in the duopoly that exists in the graphics card market for gamers: only AMD overshadows it, although Intel in recent times has tried to carve out some space for itself. However, what catapulted the company was a singular bet: to ensure that its GPUs could be used for the field of artificial intelligence. That market was still in its infancy. when CUDA emergedbut little by little the researchers working in that field were verifying that this platform was a great ally for their advances. And then, of course, ChatGPT arrived and with it the AI ​​gold rush. NVIDIA has become more essential than ever, and everyone, large and small, wants their AI accelerators for new data centers. It’s non-stop amazing and somewhat disturbingbecause the exaggerated growth of NVIDIA only validates the hypothesis that we are facing a gigantic AI bubble. On YouTube | Crossover

The Chinese ambition to lead each and every area of ​​the planet has found its next adversary: ​​Jaén

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In 2024, a Chinese delegation visited 154 Príncipe de Vergara Street in Madrid. A priori, one might think that it is nothing that does not occur relatively frequently in most capitals of the world. And it would be true. After all, the only strange thing about the matter is that, in that corner of the country, is the headquarters of the International Olive Council. What does China look like in the international olive oil market? It’s a surprisingly simple question. The ‘Asian giant’ is a leader in many things, but there is one in which it is nobody: oil. According to the statistics we haveChina represents only 4% of world oil imports. Despite the enormous amount of vegetable oils that Beijing devours, the olive is an inconsequential product on a social, economic and cultural level. However, none of that data interests us. The key is another: that consumption is expected to grow at 7% annually and that, in the medium term, are big words. And China knows it. That is why, while the international market continues to lurch, Beijing has already designed a plan to become a mixed player (it not only wants a role in marketing, but also a producer willing to sit at the table of the elders). This would not only give it a margin of security (and independence) in the country’s food policy, it would also allow it to reinforce its commitment to the modernization of rural China. And what are you going to do for it? Planting olive trees as if there were no tomorrow and learning from the best for it. Right now, the heart of Chinese production is around Longnanin Gansu province. In the Wudu district alone it has twice as many hectares as Almería and produced 56,900 tons of fresh olives in 2024 (about 8,200 of virgin oil). But the focus now It is located in Sichuan: It is a province with inland valleys, medium altitude and a climate that fits the Mediterranean olive tree like a glove. The province already had scattered plantations, but now it is destined to become the “new Jaén.” Oh really? Isn’t that a bit exaggerated? It is true that in Sichuan the orography is complex, that there may be more humidity than optimal and the mechanization costs will be high; however, the California experience (and its high-density models) is there. And if anyone can achieve it, it is precisely China. And it seems like he wants to. Or, at least, there are signs that he is going to keep all options open. As the Californian olive grove demonstrates, building a country brand is something that takes a long time. You can’t improvise. But it seems undeniable that they are getting the bases of it. It is not free for Chinese producers have already achieved win international awards. These are the first steps of what may be the only adversary that Spain will encounter on this path. Image | Vincent Eisfeld | Li Yang In Xataka | The very high oil prices are a symptom of something worse: a sector on the way to disaster

It is not an alien ship, but remains of a distant planet

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When astronomers detected a third interstellar object visiting our solar system, they probably did not imagine that it would have an even greater impact than the previous two. The fault was with the first estimates of its size, which had a colossal upper limit of 20 kilometers, which led to several articles by Harvard professor Avi Loeb arguing that it could be “a possibly hostile extraterrestrial probe“. Although the latest observations disprove that it is an alien ship, they open new possibilities. Goodbye to the alien hypothesis. The idea that 3I/ATLAS was a spacecraft was based on a number of apparent anomalies. Avi Loeb argued that its trajectory, unusually aligned with the ecliptic plane of our solar system, its enormous size and its supposed stealth approach were suspicious. It suggested that the object could be performing a maneuver to remain unnoticed while exploring our planets. However, later observations dismantled these arguments one by one. The sharpest image of the comet, captured by the Hubble Space Telescope, was devastating for Loeb’s theory. It turned out that we were totally wrong about its size. The real core did not measure 20 km, but between 320 meters and 5.6 kilometers. The initial estimate had been misled by the bright, extensive “coma” of gas and dust surrounding the true core. On the other hand, the behavior of the object, with an asymmetric material ejection and the formation of a dust tail, confirmed that it behaved like a classic comet, and not like a ship with artificial propulsion. But perhaps it is not just any comet, but a very, very interesting one. A piece of exoplanet? According to a new hypothesis, presented in a study pending review3I/ATLAS could be a piece of an extrasolar planet: a “lithified clastic fragment” torn from a sedimentary basin on a distant world that has traveled through the cosmos to reach us. In other words, a rock made up of layers of hardened sediment, similar to those we find on Earth in ancient river or lake beds, but from outside the solar system. Geoscientist Eahsanul Haque’s hypothesis is supported by several previous analyses. On the one hand, the trajectory of 3I/ATLAS suggests that it comes from the thick disk of the Milky Way, a region populated by stars much older than our Sun, up to 7 billion years old. This implies that the object formed in a planetary system with more than enough time to develop complex geological processes, including the liquid water activity necessary to create sedimentary basins. And its size is consistent with the size of large fragments that could be ejected from a planet after a high-speed impact. But wasn’t it a comet? The presence of a comma and a tail does not contradict this idea. Water and other volatiles could have been trapped in the pores of the sedimentary rock. As it approached the Sun, the heat would have caused the sublimation of these ices, generating the observed cometary activity without the main object being a “dirty snowball.” Its spectrum resembles that of D-type asteroids, rich in carbon and silicates2 This composition is compatible with that of terrestrial sedimentary rocks, such as shales or sandstones, which often contain clay and carbonaceous material formed in aqueous processes. All eyes on 3I/ATLAS. The interest in this interstellar traveler has been such that space agencies have mobilized their instruments to study it. The European Space Agency (ESA) targeted its Martian orbiters, ExoMars TGO and Mars Expresstowards the comet during its closest approach to Mars. Although the enormous distance (30 million km) made observation a technical challenge, the images captured the diffuse coma that surrounds it. It is expected that future observations, such as from the Juice probe, which will see it in a more active state after its close pass to the Sun, will reveal more data about its composition. But if 3I/ATLAS has already taught us something, it is the importance that missions such as the Comet Interceptor probe planned by ESA. Without a fixed target, it is designed precisely to wait in space for a long-term target or, with great luck, another interstellar visitor, to then turn on its engines and head towards it. Image | THAT In Xataka | NASA ignores the Harvard study on an alleged extraterrestrial spacecraft: “it is an interstellar comet”

There are no places, no planes, no planet for so many tourists.

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Before airports became small cities and low cost will multiply filling the sky of Europe, fly it was a privilege reserved for a few. Today, however, the global and mass tourism grows without brakes, pushes airlines to multiply routes and planes, and threatens to overflow not only the most iconic destinations, but also the capacity itself of the planet to sustain it. An infinite curve. commercial aviation directly reflects the evolution of the world economy. Every time global GDP increases, so does the number of passengers that fly and, with it, the demand for new aircraft to replace old ones or expand fleets. Crises (from the technology bubble to the 2008 recession, through the 9/11 attacks, the COVID pandemic or the war in Ukraine) have only managed to temporarily stop air traffic. After each stoppage, the curve has resumed its growth trend, which is around at 4% annually. The so-called Revenue Passenger Miles they have already recovered at pre-pandemic levelsconsolidating the idea that flying is one of the most resilient industries of globalization. The “bleirure”. Although the vast majority of air kilometers correspond to tourists (it is estimated that 85% of the total) are business passengers, barely 12-15% of the volume, who generate up to three quarters of the benefits. These clients they pay premium seatsmake last minute changes and purchase additional services. However, the pandemic introduced a new pattern: the “bleisure”trips that combine work and leisure thanks to the flexibility of teleworking. Airlines have reacted by multiplying cabin categories and seeking to capture the traveler who is no longer satisfied with the traditional binomial between low-cost tourist and first-class executive. The proliferation of intermediate classes reflects a market in which the boundaries between work and pleasure are increasingly blurred. The hordes and the cities. They remembered in Forbes that the reopening after the pandemic caused the phenomenon from “revenge travel”: Millions of travelers took out their lists of dream places and set out to visit the most iconic destinations. France, which has led world tourism for three decades, exceeded 100 million of annual visitors, Spain, Italy, Türkiye and the United States complete the top five. The problem? That this avalanche has had a cost: the Coliseumthe Eiffel Tower or the Louvre They are experiencing days of extreme saturation, while other emblematic places have had to impose restrictions. Notre Dame requires tickets with schedule, the Parthenon limits accessMachu Picchu temporarily closed and Mount Fuji has established quotas and fees. The list of “A” destinations does not grow at the pace of demand, and the pressure on the same spaces threatens to make them uninhabitable. Saturation. The concept of “overtourism”or also “tourism”, has become the biggest nightmare of the most popular destinations. Cities like Venice, Barcelona either Florence They have had to impose limits on tourist accommodation, prohibitions on rental apartments or access fees to try to regain the lost balance. The phenomenon not only erodes the quality of life of residents, but also puts one’s own health at risk. cultural and natural attraction that attracts visitors. Summer saturation, furthermore, already does not concentrate alone in July and August: travelers, pushed by extreme heat waves like those in Europe in 2025, move towards fall or springspreading the pressure throughout the year. What was considered a temporary relief has become another twist. Climate impact. Aerial growth not only puts stress on cities and monuments, it also puts stress on the planet against the ropes. Recent studies estimate that tourism is responsible for 8.8% of global emissions, and aviation accounts for up to three quarters of that footprint if indirect effects such as contrails are included. The problem is that technological efficiency advances too slowly: barely 0.3% annually compared to 3.8% increase in traffic. Sustainable fuels, hydrogen or electrification still They are incipient projectsunable to cover long-haul flights. Thus, each new aircraft delivered guarantees growth in emissionsdespite the fact that the planet’s carbon budgets are already practically exhausted. A planet on the limit. The expansion of air tourism generates a triple limit: physical, social and climatic. Physical, because airports, airplanes and cities cannot absorb unlimited volumes of travelers. Social, because local communities cthey start to rebel against massive tourism that makes housing more expensive and degrades common spaces. and climatebecause the sector’s carbon footprint threatens to neutralize any progress towards global sustainability goals. The paradox is that, while the aeronautical industry accumulates an order book of more than seven years and defends that there is still room to grow, experts in sustainability and governance insist that only with limits (quotas, environmental taxes, diversification of destinations) an irreversible collapse can be avoided. The dilemma of tourism. Thus, mass tourism, as we have known it, faces a historical crossroads. The industry accelerates towards expansion and consumers maintain the desire to travel further and more often, but the reality is that there is not enough physical space, nor cities capable of absorbing so many visitors, no climatic margin to sustain a sector of infinite growth. The question, therefore, is no longer just how we will travel in the future, but whether the planet can afford that we all do it, at all hours and all the time. If you also want, the myth of unchecked global tourism seems to be breaking down: because there is no place, there are no planes, and there is no planet that can withstand so much tourism. Image | RawPixel, PXHere In Xataka | Something strange is happening in Las Vegas: while tourism crowds half the world, the city loses visitors In Xataka | An “invasion” is slowly heading towards the treasures of Spain. There are millions, they like paella and they come from the US

The entire planet looks intrigued at the cars factories of China and Morocco. Meanwhile, another power grows in the shadow: Türkiye

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The European Union has more than A year applying the “compensatory rights” to the Chinese electric vehicles. This rate really applies to all manufacturers they produce in China and then bring their cars to European soil. The goal? That companies manufacture in Europe. But if all eyes point to China, other countries make their way. Morocco is not the only one that is consolidating as the springboard Star to Europe: Türkiye is asking for a step. And it is not something that are taking advantage of Chinese brands: also European. Trampolines. The Chinese automotive industry has a simple objective: to conquer the world with its electric cars. Companies have experience, technology, ships to transport thousands of cars of a tacada and are leaders in the manufacture of the most important: The batteries. China has launched some strategies to meet that plan, such as expand its factories in Europe, associate with European companies and create Kits that are manufactured in ChinaThey are transported disassembled and remembered in the final car on European soil. But, they are also taking advantage of “empty” in those compensatory rights. The combustion car is its ‘Trojan horse’but also countries like Morocco and Türkiye. In both, the labor is cheaper than in Europe and most importantly: they have commercial treaties with the EU, which allows those ‘tariffs’ to skip. Touchstone. It is calculated that The investment in Morocco is about 10,000 million dollarsa figure that contemplates not only manufacturing, but also the exploitation of key minerals for battery production. Morocco has huge deposits and China does not want to miss another portion of a chain that dominates with iron fist. In the case of Türkiye, there are examples like Chery investing $ 1,000 million for a plant in Samsun that will have a production capacity of 200,000 electric and hybrid vehicles every year. SWM Motors too will open A plant in Eskisehir to create hybrids and gasoline, and Byd will have one of its biggest factories In the West in Manisa. Besides, Not only will they be dedicated to manufacturing: In the case of Byd we also talk about an R&D center. Not only China. But it’s not just that China looks at Türkiye: Europe does not lose sight of them either. Brands like Renault and some from Stellantis produce There models for both the local market and Europe (The new Clio, for example). Moreover, the European Union, through funds such as Horizon Europe, intended 1,000 million euros in the 2021-2027 framework for the development of the automotive sector in Türkiye, especially for electric mobility, the development of load infrastructure and initiatives such as the manufacturing and recycling of batteries. Win-Win. Obviously, the situation is beneficial for all parties. On the one hand, China wins a springboard to European soil and the possibility of introducing their cars at very attractive prices in a local market that is upwards. The estimate is that Türkiye is the Major Market Fourth of electric cars for sales in Europe during the first half of 2025, only behind Germany, the United Kingdom and France. This is something favored by the State thanks to reductions and a series of advantageous tax conditions and tax exemptions if an electric car is purchased. And Türkiye, with that money, promotes the transformation of the sector with new R&D centers and strategic agreements with Europe to further reinforce its position. Toggg. And eye, Türkiye, Following The example of Europe put an aggressive tariff on Chinese electric cars, but with a condition: if manufacturers began to invest in local production facilities, they would be exempt from that import tax. But in all this there is an asterisk: Chinese companies, with their high capitalization and strong technology, can offer advanced vehicles at very competitive prices that overwhelm local producers like Toggg. There are already those who points That this competition, instead of healthy, could suppress the growth of the local ecosystem, being a danger if, at some point, Chinese companies decide to leave the market. And the United States? Apart from this issue, it is evident that the country is playing its letters well as the “bridge” between the East and West is, also in terms of critical raw materials to create batteries –part of the rare earth that China controls-. And, if you are wondering what happens to American companies, the truth is that their giants are not investing directly in Türkiye, but they are doing it through the calls Joint Ventures. They do not want to make too much outside the United States (something that recent tariff Otosan to create cars on Turkish soil and sell them both in that market and in the Middle East. In the end, as they say, a scrambled river, fishermen’s gain. And everything indicates that Morocco and Türkiye are those fishermen. In Xataka | Family and friends keep asking me if “it is worth buying a Chinese car.” This is my answer

The fastest car on the planet is electric, Chinese and touches the 500 km/h barrier

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Byd already has a new notch in its revolver. A little over a month ago that the Chinese company presumed to have the faster electric car in the world. Its Yangwang U9, an electrical hyperdeportivo of 3,000 hp of power already looked through the rearview by any previous brand with its more than 470 km/h of peak speed. Today, Byd can already boast another milestone: he has the fastest car in the world. Yangwang U9 Xtreme, previously known as Track Day The “electric” surname of its record has been removed by raising up to 496.22 km/h peak speed. Yes, they have managed to beat Bugatti. Byd has the fastest car on the planet. I had to arrive It was almost a matter of time for an electric car to be done with the tip speed record. Electric cars have become vehicles with the fastest acceleration in the world but, in addition, with the right battery they had in their hand to take the fastest car title in the world. Keep in mind that Yangwang U9 is a Electric hypercocheor 1,288 hp. It has the latest byd technologies, such as the intelligent control of your body that allows you three -wheel either hop To avoid obstacles. Yes, jump. But in its Xtreme version, this hypercoche raises the power of its four engines up to a total of 2,978 hp. That makes it an authentic missile to which only he can stop his battery. However, with the appropriate accumulator the “fastest car in the world” title was going to fall yes or yes in an electric car sooner or later. In this case, we talked about the first car with a structure of 1,200 volts (the most advanced right now on the street have 800 volts) and an energy accumulator more dense than the rest of the cars that Byd has on the street. That is why it is able to accumulate more electricity in the same space. That battery, however, is huge and despite lightening weight in other elements, we talk about a 2,480 kg car. Solution, with its 3,000 hp of power they have managed to get into a ratio of 0.82 kg/cv. He has defeated pure gross power to Bugatti Chiron Super Sport 300+, which in 2019 reached 490.48 km/h. The almost 500 km/h of the byd model have swept the European model but have been made in a unidirectional pass in the oval of the oval of ATP Papenburg Circuit in Germany. At the moment, the SSC Tuatara remains the fastest vehicle in a bidirectional past, with 455.3 km/h on average. However, the milestone is important. Bugatti has been ensuring that he had reached its limits. The Chiron Super Sport 300+ has a brutal W16 capable of reaching 1,600 hp and had put on Michelin’s roof Its ability to break a new record. Marc Basseng, the pilot on which the record of the record fell, said that it has only been possible because “the U9 Xtreme has incredible performance. Technically, something like that It is not possible with a combustion engine. Thanks to the electric motor, the car is silent, there are no weight changes and that allows me to concentrate even more on the track. ” New horizon? Obviously: be the first car that exceeds 500 km/h of peak speed. There is a new race to get it and Byd has been about to throw the door down. Photo | Byd In Xataka | Bugatti Veyron was a jewel that cost 1.7 million dollars: Volkswagen lost 6.7 million with each one that sold

Toyota has been using a megaprensa for 90 years to make cars. They have transported half planet to continue using it

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In 2024 About 92 million vehicles were manufactured worldwide. Plants like him Hyundai Ulsan Colossus Manufacture one every ten seconds Thanks to a tremendously specific machinery. One of the machines that are used are prey, Monsters such as Tesla Gigapress that allow to shape the metal in a few seconds, but despite innovations, Toyota has a press that has been working as the first day and resist to leave. In fact, it is older than the car company itself, when Toyota was nothing more than a loom manufacturer. The Komatsu press. Now, Toyota is not only one of the Industry powersbut an example of reliability and one of the most manufactured cars. It is one of Japan’s economic engines, but a century ago, things were very different. In the 1920s, Toyoda (it was named for the surname of its founder, Sakichi Toyoda) It was a company that manufactured looms. Curiously, Keep being. Toyoda Automatic Loom, from 1924, was considered the most advanced loom in the world and the company saw that it should not be so different from an engine, so they got to work. They created their first engine, also their first car and, to accelerate production, acquired a huge 700 -ton press manufactured by Komatsu. This purchase was made in 1934, when Toyota was already in the car business, but three years before the formal foundation of Toyota Motor Corporation in 1937. With its 700 tons of strength, it could work with large body panels, shaping the metal sheets with ease, and it was the one that helped boost the business during the first years in the first years in the first years in the first years in the first years in the first years in the first years in HONshus plantto. The flag in the Sao Bernardo plant Travel. Masahiro Inoue, CEO of Toyota for Latin America and the Caribbean, highlighted That it was incredible that a Japanese company acquired such a large team before the war, since it had to be “incredibly expensive.” According to Inoue, they were able to face the purchase thanks to the money obtained by the sale of Patents from the Automatic Loom to a British company. During five years, the Komatsu press gave life to some of Toyota’s most iconic cars, but in 1962, they decided to open their first floor outside Japan. Located in Sao Bernardo, the factory needed specialized machinery for the local Variant of Land Cruiser, and decided that the Komatsu press should be installed on that new plant. After a very complicated logistics due to its dimensions and weight to move it to Brazil, for 39 years, the already veteran press proved to be vital for the construction of the Toyota Banderiant. After the end of the production of the SUV in 2001, he continued in service stamping pieces both for the Corolla as for the Hilux. Back home. In November 2023, the Sao Bernardo plant closed, but that did not mean the death of the veteran press. Toyota was, and it is still a machine factory, and I don’t know whether for adherence to the press or for something merely practical, They announced that he would return to Japan. In fact, as we read in Toyota TimesThey affirmed that he would have his own tribute because his new destination would be exactly the place he occupied in the Honsha plant during those years in which he helped to shape both cars and the company itself. President Akio Toyoda approved that “functional conservation” of the machine, because it will not be a mere museum piece: it will serve both for use in the manufacture of spare parts and to train the new factory employees. An icon. For 90 years, the Komatsu press has been key in the development of Toyota both for what it helped to forge and for representing that first large deployment of the company outside its borders. At this point, it is part of the spirit of the company, but also a sample of how, for certain such specific tasks, the passage of time and the creation of new machinery has not been able to take this pillar of the automotive ahead. Now, as Inoue commented, it was sure to be “greatly expensive”, but after 90 years, the investment is well amortized. Images | Toyota In Xataka | This monstrous machine of 580 tons builds bridges as if it were flying

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