reason

ASUS just killed its phone line for good reason. Goodbye to the Zenfone

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ASUS, the Taiwanese giant known for its computers, had been competing in the smartphone field for years. The Zenfone family is one of the ones that has convinced us the most at Xataka: phones with a ROM similar to that of the Google Pixel and top-of-the-line specifications. The proposal, solid on paper, has had low commercial success for years. And given the great opportunity in formats that AI allows, ASUS is clear: there will be no more Zenfone for a while. A harsh goodbye. ASUS has made a stoppage official in its smartphone division. It not only affects the Zenfone family, but also ROG Phone, its division of phones aimed at gamers. The company is now emptying its release calendar to leave a division whose future is uncertain. “ASUS will no longer launch new mobile phone models in the future.” Jonney Shih, president of ASUS. What’s wrong with my ASUS. If you have a company device, you will be covered. ASUS will maintain both guarantees and support for existing mobile phones, but there will be no room for new launches. And now what. The company’s strategy is clear: they are leaving the field of mobile phones to focus on new solutions and formats linked to artificial intelligence. The group’s revenue from its AI server business has doubled expected resultsand the robotics and smart glasses divisions will be the main beneficiaries of the death of Zenfone. Why is it important. ASUS’s strategy gives us a clue about where the industry wants to move in AI beyond the smartphone. The race in this field is being won by an unstoppable Gemini that has forced Apple to take its handand with Google distributing Android, competition beyond OpenAI does not seem possible. But in smart glasses Meta operates with its own technologies, Google has its proposals based on Gemini, and There is still room for participants who want to develop their own solutions. Even fiercer is the war in robotics, Why outside the smartphone. The mobile phone business represents a very small part of ASUS’ strategy. Their smartphones are niche products, and they never had it easy to conquer the general public. Abandoning a territory that is high in costs and difficult to obtain profits offers additional room for maneuver to invest in new product categories. Image | Xataka In Xataka | Artificial intelligence guide: main characteristics of the main AI models, points for and against, and comparison

We know that the Earth has been hit by 80,000 meteorites. For some reason, most end up in Antarctica

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If we look at the global statistics of finds of meteorites on our planet We may think that they are distributed homogeneously throughout the territory, but the reality is very different. Official data indicates that of the approximately 80,000 meteorites cataloged all over the world, more than 50,000 have been found in Antarctica… And this raises a big question: does Antarctica have something special about having so many meteorites? A contradiction. Although we talk about 60% of the meteorites that have been found on Earth come from Antarcticacollision theory tells us another. Specifically, physics, which tells us that meteorites fall randomly and uniformly throughout the planet, so Antarctica does not receive more impacts than the Sahara Desert or the Pacific Ocean. So… Why do we find so many meteorites on the frozen continent? The answer lies in a perfect combination of glaciologyvisual contrast and a natural “trap” that is now, ironically, being sabotaged by climate change. The conveyor belt theory. To understand why Antarctica is the great archive of the solar system, you have to understand how ice moves. And the secret is not in how the rocks fall, but in how the ice delivers them to humanity. To do this, we must go to glaciological models and studies from programs such as ANSMET, where they point out that Antarctica It is a real meteorite conveyor belt. The process. In this way, a meteorite when it falls inside the frozen continent buried deep in the ice sheet. Once here, the natural flow of the glaciers will push the ice that stores the rock inside from the center towards the coast. At certain points, the ice encounters barriers beneath the glaciers, such as hidden mountains that slow its flow and forces the ice to return to the surface. And this is where the famous katabatic winds come into play, which are truly fierce and dry with a force capable of eroding the upper layers of the ice from solid to gas. The result. It is what scientists call the ‘Meteorite Stranding Zone’ (MSZ) or blue ice areas. It is nothing more than the part of ice that has been worn away, but has not affected the rock it stored in any way. That is why over time, meteorites that fell thousands of years ago and traveled trapped in the depths of the ice now appear on the surface as if someone had put them there. A contrast trick. Logically, finding a meteorite among a pile of red ones can be somewhat complicated in our environment. But when we talk about a black rock on a white sheet like ice, the truth is that visually it is easy to find it. That is why this contrast is the best ally that meteorite searchers have. The preservation. But beyond the fact that finding a rock the size of a walnut in the middle of the jungle is a really complicated task, it must be taken into account that humid climates degrade the meteorite quickly. Something that does not happen in Antarctica, which is technically a polar desert. The dry environment it has acts like a real freezer which preserves the samples almost intact for millions of years. This allows scientists to recover not only the rock, but pristine information about the origins of the solar system. And that is why all these factors together make it more common to find more meteorites in this location than in others, and not because there is a predilection for falling here. An invisible threat. As pointed out a study published in Nature, we have a serious problem on the table: We are losing about 5,000 meteorites a year. Intuition would tell us that if the ice melts due to climate change, more rocks would emerge. But the opposite is true due to the thermal properties of the meteorites themselves. Being dark rocks (and many of them metallic with high thermal conductivity), they absorb solar radiation much more efficiently than the surrounding ice. Even at subzero temperatures, the rock heats up enough to melt the ice just below it. This causes the meteorite to sink and create a small pool of water that refreezes them, burying the rock out of sight of researchers or satellites. Thermal models suggest that this disproportionately affects iron meteorites, which are especially valuable for understanding planetary cores, causing us to have many more chondrite or rocky meteorites. Race against time. Humanity has so far managed to recover 23,000 meteorites, giving us a large cosmic library that allows us to better understand everything around us. The problem is that the clock is ticking, and the most important part of the archive is beginning to sink, so now the most important thing is to hurry up to get the most valuable meteorites for us. Images | Kamran Abdullayev henrique setim In Xataka | In 2011, a collector bought a meteorite in Morocco. It has turned out to be direct evidence of thermal water on Mars

There is a reason why Germany allows driving at 300 km/h and it is not history or politics: it is the asphalt

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If you like to step on the accelerator, you will have already seen firsthand that cornering at 100 km/h is better than at 130 km/h. I don’t need to remind you that the maximum speed allowed on state roads is 120 km/h. Although there are quite a few countries within the European Union with higher limits, Germany is the only state where there are sections without speed limit. 300 km/h without breaking a sweat. Obviously, this poses a danger to driving as cars such as a Porsche at 322 km/h. At these speeds, the risk of the car jumping or losing control is notable. But the “recipe” for manufacturing the German Autobahn has its particularities that allow it to offer enviable flatness and a road surface with high load capacity. And it can be found in the regulations and standards of the FGSV (Research Society for Highways and Transportation) and the BASt (German Federal Authority for Road Safety and Traffic). Blessed sandwich. While in Spain Flexible or semi-rigid pavement predominates with thicknesses of 40 to 60 centimeters. In Germany they use a standardized layer system called RStO 12 (Guidelines for the Standardization of Pavement Structures). That is, with a total thickness of between 70 and 90 centimeters with an antifreeze base composed of highly permeable gravel and sand so that water does not remain trapped (in case of freezing, it would generate large cracks as a result of expansion). About this, layers of gravel mixed with concrete or asphalt to provide sufficient rigidity to prevent collapse under the passage of heavy trucks. cwhen concrete and when asphalt. In the intermediate section the Germans use two materials, highlighting the concrete for those stretches of free speed and high truck traffic thanks to its rigidity and durability. In more detail: The 25 to 30 centimeter high-resistance concrete pavements longitudinally integrate plastic-coated steel bars. Thus, they allow some thermal expansion but do not allow them to move independently, causing steps. The transition between the concrete slabs is barely noticeable. Asphalt with stone matrix (S.M.A.), a combination with crushed stone and cellulose to offer extreme resistance to deformation and maximize the tire’s grip. The “superstructure” of German roads. Von Susan from Bielefeld, Deutschland – Straße, CC BY 2.0 Extreme plain for safety and by law. If you hit a speed bump at a certain speed, your car will go away. If you go 300 km/h in a sports car, the loss of aerodynamic load is such that it could be fatal. So Germany takes the plain very seriously by regulations: the maximum allowable deviation three millimeters in four meters. They achieve it with controlled pavers by global navigation and laser sensor systems. Auf wiedersehen, aquaplaning. Once the risk of steps, cracks and unevenness has been minimized, there remains another staunch enemy for speed: water on the asphalt. And they fight it in two ways. For starters, autobahns have a slope of at least 2.5% on the sides to evacuate the water as soon as possible. For concrete pavements, it is used waschbeton or washed concrete, a technique that brushes the surface to expose the aggregates, thus creating a rough, non-slip area that breaks up any water film that may form. In Xataka | Germany, Austria and Switzerland have plenty of roads. So they have started covering them with solar panels In Xataka | The Autobahn are the only roads in Europe without a speed limit. More and more Germans want to end them Cover | Wes Tindel and Nick Fewings

Ten years ago Beijing was an unbreathable city. Today its air quality is better than that of Madrid for a reason

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On December 8, 2015, schools were closed in Beijing. Construction stopped. Only a handful of cars could circulate on the streets. The atmosphere was unbreathable. We don’t say it, the city leaders said it at that time. As stated BBCit was the first time that the red alert due to contamination. In China, an action protocol with four levels had been launched to deal with this type of episode. That day marked a before and after. Just over a decade later, Beijing is one of the Chinese cities with the best air quality. The country still has a serious problem with pollution but the data show that the country’s capital has left those days of constant fog behind. And it has done so, in large part, by a huge investment in cleaning up transportation. Better air quality than Madrid That December 8, Beijing registered 291 micrograms per cubic meter of PM2.5ultrafine particles especially harmful to health. They are polluting emissions that can come from different sources but in whose production diesel engines intervene decisively. That’s why DGT environmental labeling that It is used in Spanish ZBEs discriminates (by age) between diesel vehicles and gasoline vehicles. Is 291 micrograms a lot? To get an idea, the WHO recommended At that time, it did not exceed 25 micrograms per cubic meter. Obviously, this pollution rate occurred on a specific day under specific circumstances, but the annual levels were so high that in 2013 they signed 89.5, as stated in Motorpassion. Last year, according to published data By the Beijing Municipal Ecology and Environment Bureau, the city signed 27 micrograms per cubic meter of PM 2.5. A fact that improves the air breathed in Madrid, “which did not exceed 31 micrograms of PM 2.5” on average, in the words of the Madrid officials. The decline is absolutely spectacular and is marked by profound changes in mobility, lowering the 30 microgram barrier for the first time in its history per cubic meter on the annual average. In addition, 311 days of 2025 were classified within the parameters that point to the best air quality. For this, Beijing launched a campaign against pollution which became especially relevant a little over a decade ago, although it already took its first steps with the 2008 Beijing Olympic Days. It was not until 2013 when the city took serious measures. More than a million coal-fired boilers in the city were replaced with boilers that run on gas or electricity. The city added more than 600,000 new energy vehicles (electric or plug-in hybrids that generally operate in completely electric mode). But, above all, 1.9 million cars that were considered too old and polluting were taken off the road. Low emission zones had a key effect in achieving this. Then, the 6NI mechanical (which was equivalent to our Euro 6) to let vehicles pass or not. Automobiles that, in addition, had to stay at home alternately (discriminating by license plate) when high pollution episodes were activated. The evolution of Beijing has been so spectacular in the last 10 years that it is common to see it as an example for those most polluted cities, like New Delhi, in India. Photo | zhang kaiyv and Quique Olivar In Xataka | Tire pollution is as serious as engine pollution. This company says it has found the solution

India. It will no longer be possible for another reason: Europe

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In recent years, cars are not the only thing that has risen in price disproportionately. The general escalation of prices has affected also to the world of motorcycles and, to try to contain even greater increases, in recent years the most common practice by large manufacturers has been to move part of their production to India to save costs. The EU has not been amused in the slightest. New tariffs. The month of January starts with new tariffs on motorcycles and scooters made in India. And not a single model manufactured outside European territory is spared. 8% tariff for models up to 250cc Tariff of 6% for larger cylinder capacities In a market with tight margins, a tariff of this amount will force large European manufacturers to completely rethink their strategy. Who is affected?. KTM, Triumph, BMW, Suzuki, Aprillia and mainly Royal Enfield will be the main affected after this measure by the European Union. KTM manufactures its small displacement motorcycles in India, such as the KTM 390 Duke and Adventure. BMW and its best-selling contender, the GS 450is manufactured together with TVS Motor, an Indian conglomerate. Aprillia manufactures together with Bajaj its 457. Triumph has been allied hand in hand with Bajaj for years to manufacture its stars of displacement 400. Why is it important. Given the increase in prices in recent years, manufacturers made a very clear bet: to commit to manufacturing medium-low displacement models in India. Seeing premium brands like Triumph or BMW launch 400 models that aspire to be bestsellers is a true reflection of the state of the sector. The key? Manage to sell competitive models between 5,000 and 6,000 euros, in a segment ideal for everyday use and occasional outings. The 6% tariff will shake this pricing strategy. Because now. Although the measure seems like an attack from Europe on external manufacturing, the context goes further. The EU has the Generalized System of Preferences (GSP) to regulate the flow of exports from developing countries to Europe. But there is fine print: The EU requires certain minimum standards when manufacturing the product. It also requires that, if certain export volume thresholds are exceeded, preferential tariffs end. Although there is no official data on how many motorcycles manufacturers are exporting from India, the threshold has been exceeded, and with it tariffs are once again applied without any type of bonus. The great beneficiary. China is sweeping Spain with economical models and much more equipped than the rest of its competitors, and China will continue to sweep if tariffs negatively affect the main European manufacturers. With Zontes making its way as the third manufacturer in our country, the countdown to see a podium headed by motorcycles made in China. Image | bmw In Xataka | The 11 cheapest electric motorcycles with the most autonomy: the best quality-price options

The train is eating the plane in Spain for a very simple reason: airports exhaust us

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Although Renfe has given us some somewhat tortuous months in terms of its service, AVE delaysthe truth is that the train continues to be a very important means of transport in Spain, and there are many who prefer it to the plane. Factors like railway liberalization and the fierce price war Among the different railway operators they have also been especially favorable to this preference. According to Renfe data to which El País has had access82% of travelers choose the train over the plane. And this from an environmental point of view is good, since as the media reminds us, this represents an annual savings in emissions that reaches 512,926 tons of CO₂, equivalent to removing about 250,000 combustion cars from circulation for an entire year. Growth. The seven main routes, which connect Madrid with Barcelona, ​​Seville, Malaga, Valencia, Alicante, Galicia and Asturias, have experienced growth of up to 66% in the number of travelers in the last three years, according to the data provided by the railway operator. Numbers. Between September 2022 and August 2025, the Madrid-Barcelona corridor has gone from 7.5 to 8.9 million travelers. Madrid-Valencia rose from 4.4 to 5.3 million, while Madrid-Málaga jumped from 2.1 to 3.5 million, being the corridor with the most relative growth. According to account In the middle, these figures also include the users of Ouigo and Iryo, the private operators that have entered into competition after the liberalization of the sector. The three hour rule. “As soon as the train offers a competitive travel time of less than three hours, demand shifts massively to the railway instead of the plane,” explains Adrián Fernández, director of Sustainability and Energy Efficiency at Renfe, to El País. Fernández presents the case of Madrid-Barcelona, ​​since when the journey lasted seven hours, only 15% of the passengers chose the train; Now, with a two and a half hour trip, that proportion reaches 83%. Where do new travelers come from?. Just like collect In the middle, the International Union of Railways estimates that 50% of current high-speed users come from the plane, 20% abandon the car, and the remaining 30% correspond to induced trips, referring in the latter to trips that were not made before having the AVE. Savings Breakdown. The middle collect Renfe calculations based on European Commission methodologywhich state that the Madrid-Barcelona route avoids the emission of 185,856 tons of CO₂ per year. According to these data, Madrid-Seville saves 76,874 tons, and Madrid-Málaga reduces emissions by 72,121 tons. Adding the connections with Galicia, Valencia, Alicante and Asturias, the total amounts to 512,944 annual tons of CO₂. The equivalent in cars. To measure this figure, the Institute for Energy Diversification and Saving (IDAE) esteem that each car traveler emits 121 grams of CO₂ per kilometer, as points out The Country. Considering that a vehicle travels about 11,200 kilometers per year in Spain with an average occupancy of 1.5 people, the savings are equivalent to removing 252,325 cars circulating throughout the year. Challenges. Although the train is more sustainable, Cristina Arjona, Greenpeace mobility spokesperson, counted to El País that “to encourage its use even more it must also be the most competitive in price, since sometimes it is still more expensive than the plane.” “As high speed reaches new corridors, as soon as times are competitive, people decide to use the train en masse, with quotas of 80% and 90%,” account Fernandez in the middle. Now the challenge for operators is to extend this network to more territories and ensure that the offer of frequencies and prices remains attractive. In Xataka | Aragon finally solves the great bottleneck for its Pyrenean dream: joining Navarra and Catalonia by highway

It’s so cold in Europe that KLM has had to cancel more than 2,300 flights for one simple reason: antifreeze

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This 2026 has started off cold. In the Spanish state, the Temporary Francis It has made us spend the Three Kings’ night in snow, rain and cold and in the rest of Europe things have not been better. The mass of arctic air has spread across the continent and has been joined by the storm Gorettiwhich has caused the temperature in the Sierra Nevada to plummet to -17 degrees, part of France is on orange alert with power outages and mobility problems and in several countries in central Europe, heavy snowfall and the storm have caused chaos in transport, with flights and trains cancelled. One of the airlines affected is the Dutch KLM, which has seen cHow their planes are freezing at the airport from Amsterdam. Literally, because there is not enough antifreeze fluid to prevent it while the supplier that supplies that additive has run out of stock. Because just like cars that sleep on the street in the middle of winter, planes also freeze. Only with a vehicle it is enough to scratch the windows a little, start the engine with the heating on and in less than five minutes, it will be running. Too many days too cold Taking off with a frozen plane is not an option: ice affects the aerodynamic conditions of the aircraft, making takeoff and landing maneuvers especially dangerous. Furthermore, solving it is not so simple or immediate: there is a strict protocol which, although it may vary with each airline, is intended to ensure that the fuselage is free of contamination and there is no degradation of the aerodynamic or mechanical conditions. Within that protocol There is deicing on the ground: the plane must be sprayed with deicing liquid to remove ice or snow. Anti-icing is then used, another ice that prevents the plane from freezing again before takeoff and the ice or snow from falling off at that time. This operation is carried out every day in hundreds of airports around the world on thousands of planes. The problem is when for too many days it is too coldwhich results in having to use more defrosting fluid than usual. If there is no stock, that polar cold wave becomes dramatic in terms of cancellations. This is what has happened to KLM, which on January 2 announced that its operations at Amsterdam Schiphol Airport were going to suffer alterations. Almost a week later, they remained the same. Without going any further, Simple Flying with Flight Radar data echoes of the cancellation of 2,374 flights until January 7. To keep aircraft operational in this harsh winter, the Dutch airline is using 25 de-icing trucks continuously in Amsterdam, consuming approximately 85,000 liters per day of freezing point depressant fluids. Faced with the shortage, Reuters explains that KLM has already sent employees to its main supplier in Germany in search of more antifreeze stocks. KLM has warned that “Due to a combination of extreme weather conditions and delays in supply by the supplier, stocks are running out. This problem is currently spreading throughout Europe“. On January 8, logistics gave KLM a break in the form of the first supply of antifreeze of those more than 100,000 liters that are on their way to Schiphol. If this has happened in Amsterdam, how can it not happen in other cities further north like Helsinki? Well, paradoxically, it happens less: they are better prepared when it comes to considering needs and available stock. In Xataka | Vigo airport has enjoyed international flights for years. Until Ryanair declared war on Spain In Xataka | The triangles on the plane window are not for decoration: they are a quick way to check that the flight is going well Cover | David Syphers

“Being a gossip” is enough reason for dismissal for the director of a bank branch

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They say that curiosity killed the cat, and if that curiosity belongs to the director of a CaixaBank office, it is most likely that her position is in danger. As an example of this, the person in charge of an office of that entity in a small town in Gerona who was fired for “gossiping” about the bank details of people in her town. The courts called it fraud and breach of trust. The case reached the Superior Court of Justice of Catalonia, which confirmed that the disciplinary dismissal It was completely justified. Curiosity killed the cat. As detailed in the sentence issued By the Catalan Superior Court of Justice, in November 2023, CaixaBank detected anomalous accesses to its customer database. The director of the Les Preses (Gerona) office had been accessing clients’ banking information without apparent justification. An internal audit revealed the magnitude of the problem: between November 3, 2022 and December 11, 2023, management had made inquiries about 170 different clients on 210 different days. The most serious thing was the pattern since of those 170 clients consulted, 84 were family members or people in their close circle, and 121 lived in the same town where the director lived. The searches were done mainly by first and last name, something very unusual in banking operations normal in which the user’s ID is used to avoid confusion between users with identical first and last names. The explanations that did not convince anyone. When the audit investigated the accesses, the director tried to justify herself. First he said it was common to review customer accounts at other offices to confirm that cash transfers between users had been completed correctly. He then stated that some customers had asked him for help because they had had access problems from the application of the mobile. But as more information became known, those excuses began to lose foundation. The bank confirmed before the court that the majority of those 170 clients had connected through the mobile application on the same day that the director consulted their accounts, which showed that they did not need its intervention. Without arguments, all he was left with was the truth: she was a gossip. Finally, the worker admitted that she had consulted this data because of “xafardería”, a Catalan term that means simple curiosity or gossip. She acknowledged that she had not done so at the clients’ request nor was she looking for specific information, but rather motivated by curiosity to know the payments and financial movements of her family, friends and neighbors. He also assured that I had not shared that information with nobody. However, this confession was not enough to save him from the consequences: immediate disciplinary dismissal. There was abuse of trust and the TSJC confirmed it. CaixaBank did not hesitate to act when the conclusions of the internal investigation were known. On January 31, 2024, he was notified of his disciplinary dismissal on the grounds that his actions constituted a “very serious breach of contractual good faith, fraud and abuse of trust”, in accordance with the provisions of article 54.2.d) of the Workers’ Statute and article 76.4 of the current Collective Agreement for savings banks and financial entities. The Social Court number 1 of Figueras supported this decision on July 26, 2024. The worker tried to appeal to the Superior Court of Justice of Catalonia, but the court rejected all her arguments. The court concluded that “there is no justification” for these consultations and that the conduct “contradicted the code of ethics and the confidentiality regulations that must govern a business as sensitive as banking.” The sentence left no room for doubt, declaring the dismissal proper and definitive. A lesson in trust and responsibility. As and how they stand out in the specialized environment Economist & Juristthis case leaves important lessons about how access to sensitive information in a financial institution is a privilege that carries responsibility. The director had received training on data protection and the code of ethics, so she was fully aware of the rules she was breaking. His position in the office gave him access to private data of hundreds of people, and used that access to sensitive information to satisfy simple curiosity. Due to the recurrence of the consultations, the courts understood that this was not an isolated case, but rather a deliberate pattern of conduct that violated the trust placed in it by the entity and its clients. In Xataka | The EU has once again taken a look at the Spanish labor market and has once again reminded Spain of something: firing is too cheap Image | Unsplash (Rodrigo Rodrigues)

Alphabet has just overtaken Apple as the most valuable company in the world. The reason is in AI

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Alphabet closed Wednesday with a valuation of $3.88 billion, above Apple’s $3.84 billion. Your actions they have risen 2% while Apple’s have fallen 4% in five days. Why is it important. This advance reflects the financial consequences of two opposing strategies in the AI ​​race: Alphabet has bet big and Apple has hesitated. And the market is already punishing indecision. The contrast. Alphabet presented in November ironwoodits seventh generation of TPU chips as an alternative to NVIDIA, and in December it launched Gemini 3 with an excellent welcome. Meanwhile, Apple keeps postponing its “new Siri” until in a few months. The difference in development capacity and distribution speed is noticeable: Alphabet’s stock rose 65% in 2025, its best year since 2009. Apple’s barely grew 9%, below the 16.4% of the S&P 500. Between the lines. Sundar Pichai, the CEO of Alphabet, has been able to translate the high demand for AI infrastructure into gigantic contracts. On the October earnings call with analysts and investors said that Google Cloud had signed more deals over $1 billion in the first three quarters of 2025 than in 2023 and 2024 combined. Apple, on the other hand, remains caught in uncertainty over when and how it will integrate AI into its consumer products. The new Siri has become entrenched, left victims along the way and has positioned Apple as a company that was caught on the wrong foot by the rise of generative AI, without taking risks. Decisive moment. This reversal of positions marks the end of an era in which Apple dominated due to the inertia of the iPhone and the beginning of another in which anyone who does not have a clear and convincing AI strategy risks being left behind, no matter how iconic their logo may be. The market never pays for the past. In Xataka | In the midst of the RAM memory crisis, Samsung takes a leap with its HBM4 memory. It does not imply good news for the pocket Featured image | Rubaitul Azad

NVIDIA already has its own Autopilot. And Tesla has reason to worry

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NVIDIA has presented at the CES 2026 Alpamayo, a family of open source AI models designed specifically for autonomous vehicles. The system not only detects obstacles and plans routes, it “reasons” about complex situations and explains your driving decisions. Mercedes-Benz will be the first to implement it in the CLA, which will arrive in the United States in the first quarter of 2026. Why is it important. Tesla has kept its FSD system completely closed since 2016, and now NVIDIA is betting on releasing the weights of the model, the framework of simulation and more than 1,700 hours of driving data. This strategy can make NVIDIA “the Android of autonomous mobility” and allow any manufacturer to access capabilities comparable to Tesla’s without requiring years of internal development. The contrast: Tesla sells its FSD as a proprietary system integrated only into its cars, generating recurring income from your own clients. NVIDIA wants to sell chips to the entire industry, providing the base technology for others to build their systems. The first model earns more per individual sale, but the second can scale exponentially if multiple manufacturers adopt the platform. In detail. Alpamayo 1 is a 10 billion parameter model that processes video and generates both a trajectory and the logic behind each decision. Jensen Huang has described it as the “ChatGPT moment for physics AI.” The Mercedes CLA will integrate 30 sensors (cameras, radar, ultrasonic…) and will be marketed as a “Level 2+” system, similar to Tesla’s FSD in that it requires constant attention from the driver. Between the lines. NVIDIA’s move seems really good from a regulatory point of view: By generating a “reasoning traceability” that explains every decision, it reassures regulators who are often terrified by black-box models. And by releasing the code, it hooks startups and manufacturers in your CUDA ecosystem. If you can’t develop autonomy yourself (most traditional manufacturers can’t), you just use Alpamayo… and run it on NVIDIA chips. The threat. For Tesla, this means the dreaded commoditization of a technology that has been its main differentiator. If Mercedes delivers FSD-like capabilities in March based on a system that any brand can buy, Tesla’s sales pitch weakens. Elon Musk You have already commented on this announcement on your X profile: “It’s easy to get to 99%, then it’s very difficult to solve the rest.” It also seems like an implicit admission that Tesla hasn’t solved that final problem either. Yes, but. Open source does not guarantee success or similarity with Android in telephony. Actual implementation, integration with specific sensors and validation in real conditions remain complex. Tesla has been accumulating millions of kilometers of driving data for years. NVIDIA offers 1,700 hours, a tiny fraction in comparison. The question is whether that data advantage for Tesla offsets the distribution advantage NVIDIA can get by partnering with multiple manufacturers. Time and the market will tell. In Xataka | If it seems expensive to change the battery in an electric car, wait until you see what it costs in a Ferrari LaFerrari: more than 200,000 euros Featured image | Pixilustration

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