solution

Europe had chosen the electric car as the only solution for the future. Germany is about to knock him down

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There is no official confirmation. It should arrive on December 10, but there is already a first warning that it is possible that the communication will be delayed until January 2026. “For good reasons,” the political leaders assure us. The same people in charge who already advance the guidelines that the review of the 2035 objectives will follow: allowing cars with combustion engines to remain alive. A preview. This is what Apostolos Tzitzikostas, European Commissioner for Transport, gave to the German newspaper Handelsblatt. Like almost everything in this life, neither the time nor the place chosen is coincidental. In this interview, the European official points out that in the European Commission “we are open to all technologies”, which already suggests that this ban on selling combustion engines in 2035 is close to falling. In the absence of knowing all the specific and official details, what it does say is that “the role of zero-emission fuels (known as efuels) and with low emissions and advanced biofuels.” And this is where some doubts arise. Why does an electric car have less autonomy than advertised? No emissions? What the European Union has to resolve is to what extent it is willing to open its hand. The efuels or synthetic fuels They have been sold as an alternative solution because, it is assumed, they do not generate CO2 emissions. When the car burns said fuel it does generate these emissions but they are neutral because the same or greater amount of CO2 is trapped in their production. The European Union has already opened the door to this possibility changing the wording of the ban. We went from talking about banning combustion engines that produced emissions to combustion engines that were not carbon neutral. The difference is subtle but key because with the burning of any fuel (including hydrogen) polluting emissions beyond CO2 are produced, such as NOx or the dangerous ones fine particles which, in both cases, are harmful to humans. “Low emissions”. Now the European Commissioner also speaks of “low-emission fuels.” It remains to be known what these low emissions are and in what quantities they will be allowed. And the alternative that was put on the table was to allow the sale of combustion engines as long as they were associated with highly electrified options. This would lead, for example, to extended range electric. Cars with long electric ranges but that, in essence, are plug-in hybrids because they have a gasoline tank for emergency use. One of the latest proposals is that the car itself, through software, cape the power when a specific number of kilometers has been traveled without recharging the vehicle. Another technically viable possibility is to geofence the cities. That is, using the vehicle’s navigator, the car always moves in completely electric mode when passing through a city or especially sensitive areas of it (hospitals, schools…). This alternative has been contemplated by some plug-in hybrids for years, like BMW’s. And why all this? Because, according to Tzitzikostas, Europe is risking part of its industrial and economic future. “We want to maintain our objectives, but we must take into account all the latest geopolitical events. We must try not to jeopardize our competitiveness and, at the same time, help European industry maintain its technological advantage,” he points out in the interview. In reaching this conclusion it seems that German pressures have had their effect. “Chancellor Merz’s letter has been very well received,” he told the German media. And Germany has been pushing for some time to go back in the face of the “all electric” that seemed decided for Europe. The German industry is facing one of the worst crises in its history and it is estimated that, in just the last two years, about 55,000 jobs have been lost. When will it be official? The idea is that in December we should already know what will happen to this ban in 2035. In recent days the idea had gained strength that it would be December 10 when the European Commission would confirm all these details but the person in charge of transport has already announced that it is possible that this communication will be delayed until January 2026. Photo | Sophie Jonas and Angelo Abear In Xataka | The Government presents the Auto Plus Plan to forget MOVES III: direct aid for the purchase of electric cars with doubts to clear up

The British skipped fuel tax by switching to an electric car. The Government’s solution: create another tax

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The British Government recently announced a new tax for electric vehicles in which drivers would pay per distance traveled (miles), with the intention of it coming into force in April 2028. The measure, which is included in this documenthas drawn criticism from many citizens and experts, and comes at a key moment, as the United Kingdom plans to ban the sale of new gasoline and diesel cars in 2030. Its public coffers are losing revenue from fuel taxes while the adoption of electric vehicles grows. How the system is planned so far. Electric car drivers will pay 3p per mile traveled (about 3.4 euro cents), while plug-in hybrids will pay 1.5 pence. The calculation will be made through an annual mileage estimate that drivers will declare when renewing their road tax, and will subsequently be verified during the technical inspection of the vehicle. According to the Government, an average electric car driver who travels 13,680 kilometers a year you will pay about 255 pounds additional (approximately 295 euros). Why this change matters. Just like share According to The Telegraph, Finance Minister Rachel Reeves justifies the measure as necessary to compensate for the drop in fuel tax revenue. According to Dan Tomlinson, MP and Secretary of the Treasury, if no action is taken, by 2030 one in five drivers will not pay fuel tax while others will continue to contribute an average of £480 annually. According to the media, the Office of Budget Responsibility predicts that this new tax could reduce sales of electric vehicles by 440,000 units in the next five years. Industry reactions. Manufacturers such as Ford and the British manufacturers’ association SMMT have harshly criticized the measure. Ian Plummer, Commercial Director at Autotrader, declared that “we need more carrot and less stick if we are serious about the electric transition.” From Ford they pointed out that the budget sends “a mixed message” about the government’s goal of driving the shift to electric vehicles. Implementation problems. The system presents several practical challenges. Drivers will have to estimate their annual mileage without it necessarily coinciding with the date of their MOT (the equivalent of the MOT in the UK), which complicates the calculation. New cars, which do not require inspection for the first three years, will need additional checks. Furthermore, the Government recognize which could increase odometer fraud, a practice which, according to The Telegraph, already affects 2.3% of British vehicles. A controversial issue. As the current regulations are stated, drivers who use their vehicles outside the United Kingdom They would also pay for those milesdespite not using British roads. The Government justifies this decision by arguing that the percentage of drivers traveling abroad is small, although it recognizes that it will especially affect residents of Northern Ireland, as they frequently cross into the Republic of Ireland. The impact on the pocket. Although the Government insist With the rate equal to half of what gasoline and diesel drivers pay, many electric vehicle owners are already starting to worry. Stephen Walton, a driver who bought an electric car in 2023, counted to the BBC that “it will be my first and last electric vehicle because there are no tax advantages for electric car drivers.” A unexpected advantage for China. Analysts such as Sam Goodman, from the China Strategic Risks Institute, warn that the new tax could encourage British consumers to opt for cheaper Chinese models such as the BYD Dolphin Surfwhich sells for 18,650 pounds compared to the more than 26,000 that some eligible European alternatives cost. During the third quarter of 2025, Chinese models They already represented 11.8% of the British new passenger car market, according to Schmidt Automotive Research. What’s coming now? The Government has opened a consultation period to define the final details of the system before 2028. It also announced an additional investment of 1.3 billion pounds in aid for the purchase of electric vehicles, although only four models currently qualify for the maximum subsidy of 3,750 pounds, the cheapest being the Ford Puma Gen-E (£26,245 applying subsidies). The Office of Budget Responsibility esteem The new tax will raise £1.1bn in its first year and £1.9bn by 2030-31, although the actual figure will depend on how many Britons decide to buy electric cars in the coming years. In Xataka | Your car windshield has hundreds of small black dots. It is not decoration, it is technology to save our lives

We have a problem with cardboard recycling. In the United Kingdom they believe that the solution is to use it in a power plant

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Every day, millions of cardboard boxes leave our homes heading to the blue container. They are the last link in an accelerated consumption cycle in online commerce. However, this material, so everyday that we don’t even look at it twice, could be on the verge of an unexpected second life: becoming fuel to generate electricity on a large scale. A residue that enters the energy map. A team of engineers from Nottingham University has shown for the first time that used cardboard can be used as an effective source of biomass in power plants. The investigation, published in the journal Biomass and Bioenergycompares cardboard with a common reference for industrial biomass: eucalyptus. The engineers didn’t just watch the cardboard burn. They crushed it, studied its shape, broke down its chemistry and analyzed how it reacted to heat and what type of carbon it left behind. They even developed their own method—based on thermogravimetric analysis—to measure exactly how much calcium carbonate each sample contains. This component, common in printed cardboard, gives rigidity to the material but also conditions its behavior when burning. Thanks to this procedure, they can predict which type of cardboard will work well in an industrial boiler and which could cause problems. The science behind cardboard that burns “better.” The study did not stop at theories. He tested the combustion of cardboard in two types of systems equivalent to those used in power plants: Drop Tube Furnace: Simulates the rapid combustion of pulverized biomass.Here, the researchers observed that cardboard particles develop chars (the carbonaceous remains that remain after the first combustion phase) highly reactive, with a predominance of fine and porous structures that favor a burnout accelerated. Muffle Furnace: Simulates fluidized bed or grate systems. Even with longer residence times, the paperboard maintained its excellent combustion profile. In addition, the size and shape of the particles were characterized through an analysis with more than one million particles per sample; The tendency of cardboard to form “spongy aggregates” during grinding was observed—a challenge for its industrial handling—and characteristics such as sphericity and aspect ratio were correlated, something that could improve future combustion models. As the academic study explains, this detailed analysis allows predicting combustion efficiency and designing industrial strategies to integrate cardboard into the fuel flow. The result was very favorable. Thanks to this experiment, the engineers managed to demonstrate that cardboard has less carbon (38%) than eucalyptus (46.7%) and its calorific value is also lower (15.9–16.5 MJ/kg versus 21 MJ/kg). However, its chars are finer, porous and reactive, which accelerates combustion; In addition, it contains much more ash (8.9–10.6%, compared to 0.6% for eucalyptus), a critical aspect for boilers. What remains to be resolved? Although the technical potential is evident, the study makes it clear that cardboard is not ready to enter the boilers of a power plant tomorrow. There are three fundamental challenges that must be addressed: Management and processing problems. When ground, cardboard does not behave like wood: it forms spongy lumps of very low density that make internal transport difficult, complicate the continuous feeding of boilers and can increase the risk of blockages and accumulations. The study warns that it will be essential to adapt the grinding and feeding systems to guarantee a stable and safe flow. The behavior of calcium. Cardboard contains very high levels of CaCO₃, especially when printed. This calcium can behave in different ways depending on the temperature and type of boiler. In certain cases it raises the fusion temperature of the ashes – which is positive -; In others it can favor the formation of slag or alter the quality of the fuel. The study recommends analyzing the behavior of cardboard according to the type of plant, because not all technologies tolerate these variations in the same way. Large-scale industrial validation. Laboratory tests are promising, but the decisive step is missing: testing the cardboard in real operating conditions. According to the researchers, the industry will have to carry out tests on different technologies in boilers, evaluate emissions, study the accumulation and composition of ash and check their compatibility with existing biomass mixtures. Only then can it be determined whether the cardboard can be safely and stably integrated into the mix of biomass. An everyday material with an unexpected future. Cardboard protects pizzas, televisions, books and appliances. We recycle it without thinking too much about it. But this research from Nottingham suggests that this everyday waste could become another piece of the energy transition, helping to diversify fuels and take advantage of an abundant and local resource. Today we see it as garbage. Tomorrow it could help produce electricity. The spark has already been lit: now we need to know if the industry wants – and can – convert it into real energy. Image | Unsplash and Geograph Xataka | Selling smoke is now a business in Soria: it purifies it and sells it as CO2 to make soft drinks

Anti-abuse bracelets were going to be a technical solution to a social problem. They are generating chaos of incidents

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The Cometa system, which manages anti-abuse control bracelets, registered this Tuesday a new technical incident which ended up causing an overload of the service for several hours. The ruling forced the Ministry of Equality to implement the emergency protocol to guarantee the safety of the approximately 4,500 women who use these devices. In recent months, these bracelets have been the talk of the town. the problems that have caused. And while they promised to solve a big problem, they are also generating other parallels. What exactly has gone wrong. This last problem has been located in a router that distributes alert messages according to the type of incident (entry into exclusion zones, manipulation of the device, low battery, etc.). According to Equality, around 10% of these messages has generated incidents recurring events that have collapsed the system. The failure was detected at 4:30 in the morning and the service did not regain stability until 5:25 p.m., although complete normalization did not arrive until 9:00 p.m. During this time, the panic button, emergency calls and Bluetooth alerts remained operational, according to informed the ministry. The Government’s response. From the moment the incident was detected, the protocol planned for these situations was activated: the 4,500 users of the service received text messages informing them of the problem and the Security Forces and Bodies were alerted to reinforce surveillance. Minister Ana Redondo and the Government delegate against Gender Violence, Carmen Martínez-Perza, traveled to the headquarters of the Cometa service and maintained direct contact with the Vodafone-Securitas UTE, the company responsible for the system. “No victim has been unprotected at any time during these hours of crisis,” has assured Round in a message spread through social networks. A device that accumulates problems. This incident comes just two months after the State Attorney General’s Office uncovered an even more serious mistake: During the transfer of management from Telefónica to Vodafone, access to the geolocation data of hundreds of attackers was lost for several months. This caused, according to the annual report of the Prosecutor’s Office, “a large number” of dismissals and acquittals in cases of violation of restraining orders, since the judges could not have the necessary evidence. That episode generated a strong political controversy, with the PP asking for resignation de Redondo, who defended that the victims were never in danger and criticized the “lack of prudence” of the Prosecutor’s Office in making the ruling public without providing concrete data. A technology in question. What was presented at the time as an effective technological solution to protect victims of gender violence is showing that it also has important limitations. The Government has announced that the next tender for the service, scheduled for spring, will include “technical improvements” and that an audit is currently being carried out to check whether Vodafone is complying with the contract. “We will investigate until the end and, if necessary, we will take appropriate action,” has warned Round. Beyond technology. Despite the incidents, anti-abuse bracelets continue to be considered a valuable tool. Since their implementation in 2009, no woman wearing one of these devices has been murdered. The ministry insists that the protection system goes beyond technology and includes an “institutional network” of professionals that guarantees the safety of victims. However, we have also witnessed that technology fails, and it is precisely in these cases that we must prevent this from happening at all times. Cover image | EFE (Herbert Neubauer) and National Police In Xataka | How to share location with your entire family permanently with your mobile

If the solution to the housing crisis in Madrid is to build, there is a municipality that has taken the lead: Alcobendas

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Madrid begins the countdown to have a new and large pool of apartments in the north, relevant news if you take into account how tense its market is and the serious deficit of housing that drags. The Alcobendas City Council has just given green light to the partial plan of the new neighborhood of Los Carriles-Valgrande, a new (and enormous) area of ​​​​the town that will have around 8,600 homesa good part of them (more than 4,600) protected. We will still have to wait before seeing the new blocks built, but its promoters are already anticipating that it will be “the largest urban development project in the north of Madrid”, with a wide range of residential, services and parks. What has happened? That Madrid is a little closer to reinforcing its residential offer with an injection of 8,600 homesa good part of them under protected regime. And that is always news in a market like the capital, marked by the price escalation (both in sales and rentals), certain access conditions each time more draconian and the imbalance between supply and demand. In fact in one of his latest reports The Association of Real Estate Developers of Madrid (Asprima) states that to meet the demand of the community it is necessary to create 40,000 homes per yearwell above the volume of new construction that is being generated right now. As a reference, remember that last year “a maximum peak” of 23,500 homes was delivered and everything indicates that the pace of completions will not reach that mark in the coming years either. Where will they be built? These 8,600 new homes will be built in Los Carriles-Valgrandea new (and ambitious) neighborhood planned in the municipality of Alcobendas. The initiative is interesting for several reasons. In addition to reinforcing the offer, its promoters they boast that it will be “the largest urban project” in the north of the community and one of the developments “with the highest proportion of affordable housing.” In addition, it will “complete” Alcobendas up to its limit with the capital. The new buildings will arrive accompanied by hectares of green areas, two new parks and more than 55,000 m2 dedicated to the tertiary and commercial sector. Its implementation will also generate employment: Alcobendas City Council speaks of 4,000 positions during construction and more than a thousand once the neighborhood is completed. In terms of mobilized capital, it is estimated that the investment will be around 2,300 million euros and the return for the municipality will be around 511 million. Do you know anything else? Yes. Of the 8,600 homes that will be built, around 4,600 (54%) will be protected and 40% will be built on municipal plots. The project also includes the creation of 570,000 square meters of green areas and open spaces, which will include two new and large parks, one next to Monte de Valdelatas and another near the Valdelacasa stream. “Each one will have dimensions that are equivalent to six times the Andalusia parkin Alcobendas”, they need the promoters of the project, who remember that all trees that are affected by the urbanization will be replaced. In fact, they estimate that the area will go from having 2,555 to more than 6,700. He dossier The urban planning area specifies that in total it will occupy about 2.17 million square meters, of which about 57% will be public surface. 25% will be dedicated to green areas and almost 20% to equipment and services. Once it goes ahead, its promoters estimate that it will be able to accommodate around 25,800 inhabitants, a considerable population injection for the area if one takes into account that right now Alcobendas has (according to the INE) 121,400 registered. Why is it news? The project is not new. In fact, Leopoldo Arnaiz, manager of the Valgrande compensation board, remember that there are people who have been working on it for more than 20 years. If it is news now it is because it has just overcome a key obstacle at a bureaucratic level: on Tuesday the local plenary session of Alcobendas gave the green light to the new partial plan, which will allow further progress in the processing of the urbanization. The approval has also been majority: the plan went ahead with the favorable photo of 26 of the 27 councilors of the corporation. “With the approval of the new partial plan we offer legal security for buyers, investors and to continue with the urbanization project in the area and maintain the action schedule,” stands out the mayor of the town, Rocío García Alcántara. Among other issues, the document details the distribution of homes, public spaces and parks, marks the location and layout of roads and what land will be reserved, for example, for green areas. And from now on? The step is also important because it helps urbanization overcome the legal obstacles those he had encountered. In his day the Supreme delayed it due to a technical defect after noticing a failure in the strategic environmental evaluation of an artificial mountain. Once the urbanization works allow it, the idea is to start the work to build blocks and have the first homes “as soon as possible”although the Consistory does not specify dates. “The final approval of the partial plan is great news,” claims Arnaiz. “Today we take a decisive step. We continue to advance and comply with the roadmap that we announced in June. And we reaffirm our commitment to this development, because it is viable, sustainable and necessary, since it responds to a real demand from the residents of the municipality and the north of Madrid.” Images | Valgrande and Alcobendas City Council In Xataka | Madrid needs to decentralize its tourism if it does not want to suffocate. So he’s betting on a “Chinatown” in Usera

Work absenteeism in ITV workshops has skyrocketed in some autonomous communities. The solution: private detectives

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The public company SITVAL, in charge of managing technical inspections of vehicles in the Valencian Community, has put out to tender a contract of 140,000 euros to hire detective agencies to investigate possible unjustified absences, incompatible activities or fraudulent situations among its staff. Just like inform from El Español, the measure seeks to tackle an absenteeism problem that has skyrocketed since the ITVs went under public management in February 2023. The underlying problem. Since Ximo Puig’s Government reverted service to the public sector, work absenteeism in Valencian stations has skyrocketed to between 16% and 18% on average, according to share the middle. The figure doubles the regional average for absenteeism in the community, which stands at 6.4%, and is well above the national 7%. The result is a collapsed service with waits exceeding eight weeks for heavy vehicles, according to the Valencian Federation of Transport and Logistics Entrepreneurs (FVET). What will the detectives do? The contract, published On October 27 on the Public Sector Contracting Platform, it commissioned the agencies to observe, monitor and prepare documentary and audiovisual reports on SITVAL personnel. Just like share El Español, detectives must collect truthful information about possible unjustified absences and, if necessary, appear before administrative or judicial bodies to ratify their reports. The contract is divided into three lots, one for each Valencian province, with an execution period of two years. It is not an isolated case. The Valencian Generalitat is not the first administration that uses private investigation services to control absenteeism in public ITVs. The Government of Andalusia launched a similar service in August of last year, divided into two lots for the western and eastern areas of the community. Consequences. The middle emphasize That the reversal of the service, which occurred three months before the 2023 regional elections, has generated an unexpected effect: the massive relocation of inspections. According to data Officially, in 2024 a total of 291,662 vehicles chose to pass the ITV in other autonomous communities such as Murcia, Castilla-La Mancha or Tarragona, which means less income compared to the 2,332,087 inspections that were carried out in 2022. Qresion in it transportation sector. The situation has led the Valencian Federation of Transport and Logistics Entrepreneurs (FVET) to announce the departure of its presidentCarlos Prades, from the board of directors of SITVAL at the end of October. “We pay more than in other communities for a less efficient, slower service that generates uncertainty,” denounced Prades, who added that “Valencian stations are no longer a real option for many companies.” The figures don’t add up. Puig’s Government justified the transition to public management arguing that it could generate up to 40 million euros per year in operating income for the Generalitat, compared to the 7 million euros paid by private concessionaires together. Although it seems that the forecasts have not taken into account the impact of absenteeism, the drop in inspections carried out or additional costs such as this investigation services contract. Cover image | FVET In Xataka | Yes, there is a way to check if the V-16 beacon is working correctly. And you are not going to alert the DGT or the emergencies about it.

The connected home is chaos. IKEA’s solution is 21 new devices compatible with Matter

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IKEA has been wanting to be the protagonist of the connected home for years. In its catalog we have motorized blinds, door sensorswater leak detectors… The problem was getting everything to work cohesively and without friction. It is just what IKEA wants to change and to do so it has completely renewed its range of smart devices. with a total of 21 products, all compatible with Matter. Goal: full compatibility The promise of the connected home sounds great on paper, but the reality is that, if you have many devices at home, friction between them is the order of the day and in the end it is a chaos of different apps and hubs to be able to control them all. In statements to Wiredthe director of home electronics at IKEA confessed to having “more than 100 smart devices at home, but I also have like 10 different hubs. I hate it.” IKEA has been launching connected devices for many years and has a fairly large offering, but this launch is the recognition that Their offer was quite chaotic. For example, the first light bulbs and their controllers are compatible with the Zigbee standard, but later they launched the hub DIRECT Matter compatible. What they are looking for with this renewal of their offer is to get closer to that total compatibility and for everything to work with everything. To achieve this they have chosen mattera standard that was launched in 2022 and is present in devices from the main home automation platforms such as Amazon Alexa, Google Home, Samsung Smartthings or Apple HomeKit. Despite many devices already integrate itthere is still the problem that many older devices do not offer itbut it is undoubtedly a step in the right direction to solve this chaos. Lights, sensors and more IKEA’s new home automation range consists of a total of 21 products grouped into three large categories: lighting, sensors and control. First of all we have a new range of light bulbs called KAJPLATS. It consists of eleven different models. They will be dimmable and will also come in various shades of white, warm and colored light. In the case of sensors, there will be five models aimed at different use cases. They are the following: MYGGSPRAY: a motion sensor for both indoor and outdoor use. It is designed so that lights turn on automatically. MYGGBETT: It is a sensor to detect door or window openings and allows you to configure notifications. TIMMERFLOTE: to measure the temperature and humidity inside the home. ALPSTUGA: is the new sensor that measures air quality using CO2, temperature and humidity measurements. KLIPBOK: to detect water leaks. You can notify us with a beep or with a mobile notification Finally, BILRESA will be your new remote controls to control lights and GRILLPLATS will be the new smart plug. They will be available from December at prices yet to be confirmed, although IKEA claims they will be more affordable. Images | IKEA In Xataka | There is a new fever among the ultra-rich: fed up with technology, they want houses that are as “dumb” as possible

Europe is eager for cheap electric cars. Europe’s solution: copy Japan

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The European Union needs electric cars to be purchased. At least if you want your emissions plans to be met. So ambitious that they have forced ban combustion engines from 2035 in a decision that countries like Germany and Italy want to reverse because, in their opinion, their industries are at stake. The truth is that more electric cars are bought every day and the number of followers goes growing. Especially in countries with greater purchasing power, with a better charging network or that are simply doing things better like Portugal where aid is given at the time of purchase and frictions have been eliminated when loading the car. There are a multitude of factors but the truth is that manufacturers feel that, despite growing, the embrace of the customer is not enough to get the industry off the ground. There are fewer and fewer brands that maintain their marketing plans. jump to “all electric” before 2035 because they feel that the sales of this technology is not driving amortizations that they have to do when designing new vehicles, readapting their assembly lines or creating a new network of suppliers around them. The big promise is that “cheap” electric cars will drive these sales. But as we have talked about on other occasions, these vehicles have a fundamental problem: their autonomy. The average European citizen, according to ACEAtravels 34 kilometers by car every day and only once or twice a year he faces long trips (he makes just over 12,000 kilometers annually) where a car with a battery less than 60 kWh of capacity would have to stop on more than one occasion, extending the trip beyond what was desired. However, at the same price, it is logical that you opt for the combustion version because you will have a car that does not cause headaches on those trips (for just a few days a year) and you will also be able to face an unforeseen event with solvency if necessary. The maintenance cost takes a backseat. Right now, the European industry is at a difficult inflection point. It is difficult to make electric cars cheaper because the battery remains the main obstacle when it comes to saving costs. The new Renault Twingo promises to sell for less than 20,000 euros but its 27.8 kWh battery barely anticipates just over 150 kilometers off-road, which makes it practically useless outside the city. Nor does what is to come offer much better guarantees and 25,000 euro cars face combustion options that, as we said, do not cause headaches on weekend excursions or long trips despite the fact that they later lose out in the general maintenance of the vehicle. And small cars have become much more expensive in recent years. As a solution, the European Union is trying to carry out a new regulation for small carswith a contained size and price in line with that of a purely urban vehicle. For this they want to base themselves on the kei car Japanese, a type of car located below the passenger car that offers certain tax advantages… but whose success can only be explained by Japanese particularities. A new category with everything to prove In search of solutions to lower the prices of electric cars and make these urban mobility options more attractive, we know that the European Union is working to create a new category of cars. The idea is to frame it between current passenger cars and light quadricycles. A new category with a contained size and whose main incentives were lower maintenance costs with tax advantages and facilities for manufacturers to reduce car prices. Taking into account these premises, François Provost, CEO of Renault, has confirmed that if the European regulations go ahead they could convert their Renault 5, 4 and Twingo into this type of new vehicles. In statements collected by Coachhas dropped that they could be cars that were below 4.1 meters, with entirely European production and whose emissions in the production process were less than 15 tons of CO2. The words are relevant because the Renault Group has been pushing in this regard for some time. Luca de Meo, its previous CEO and former president of the ACEA employers’ association, He was also in favor of this new category. The French have recently presented the Dacia Hipster, which aims directly at this market. Stellantis has also been betting for some time and has launched up to three heavy electric quadricycles, which is the closest thing to the category at the moment. and in Xataka We learned two years ago that the European Union is working on specifying such a category. Inspiration is kei car japanese. These miniaturized cars develop a maximum of 660 cc and have some very strict length and width measurements. Curiously, they do not have them high up so most of them, to maximize space, have very square shapes in the minivan style. All in all, it is a category with a very particular development that even has sports versions such as the legendary Daihatsu Copen. In Europe, legislators seem willing to copy the philosophy of these cars. As? It is what remains to be defined. In The Coches.net podcast They gave some alternatives to lower prices and one of them is very clear: eliminate obligations regarding safety and driving aids. The mandatory systems that the European Union has introduced such as the lane departure or fatigue warning seat have special relevance outside the city but very little inside it, just where these cars should stay. These are systems that have made urban vehicles more expensive and would be a push to lower their costs again. Furthermore, having a contained size is an incentive for some cities where there is less and less space available. The biggest problem for Europe is that the formula of kei car Japanese triumphs because it is an extraordinarily particular market. In fact, except BYD that has shown its first car For Japan with these premises in … Read more

NVIDIA and OpenAI know that the AI ​​bubble can burst in their faces. His solution: let dad pay for the state

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Too big to fail or, in English, “too big to fail.” It is a theory of economics and finance which argues that certain corporations, especially banks, are so large and so interconnected that their failure would have catastrophic consequences for the global economy and therefore must be rescued by governments. The speech gained traction in the 2008 financial crisis and is beginning to sound again from the mouths of NVIDIA and OpenAI, no less. Government support. At an event of WSJSarah Friar, CFO of OpenAI, stated that the company will not go public in the short term (she says until at least 2027) and that its priority is growth and investment in R&D, above profitability. The most striking part of his speech was when he said that they hope that the government will support the financing of future agreements related to data centers. That OpenAI is burning astronomical amounts of money to lead the AI ​​race is something we have been discussing for a long timebut it is the first time that they directly appeal to the state to guarantee it. Shortly after, Friar collected cable in a post on LinkedIn: “OpenAI does not seek government support for our infrastructure commitments. I used the word ‘support’ and that confused the message,” but the seed was already planted. Depreciation. OpenAI is closing deals to secure computing capacity. We have seen it with his alliance with NVIDIAwith amdwith Broadcom and more recently with amazon. The complexity of the situation is that the depreciation rates of AI chips remain uncertain. As it says Washington Post’s Gerrit de Vynck in XOpenAI is going to need the best chips to be at the forefront of the AI ​​market, but financing this demand is not the same if the life cycle of the chips is seven years, as if it is only two years. The money is flowing, the question is for how long. In this uncertain scenario, government support would act as a safety net so that banks and private equity firms would feel more comfortable and continue releasing billions for OpenAI. China will win. NVIDIA is also appealing for government involvement in subtle ways. In a Financial Times event in London, Its CEO Jenshen Huang has warned that “China is going to win the AI ​​race.” Their arguments are that China has more flexible regulation and government subsidies for the energy your data centers needthat It is not little. This energy advantage allows China to compete even if they cannot buy NVIDIA’s most powerful chips. Huang doesn’t say it directly, but it is a clear wake-up call: either you subsidize the energy our data centers need or China will win. The fear. The question has been hanging over the air for a long time: Are we witnessing a new bubble? The investor Michael Burry thinks soand he is not just any investor, he was the one who made gold when the real estate bubble burst in 2008 (the movie ‘The Big Short’ is based on his story). The thing is, Burry just bet short against NVIDIA, which recently It was valued at 5 billion dollars. Fear of the bubble continues to grow, according to a Coatue report and the number of fund managers who believe we are in a bubble increased to 54% in October, up from 37% in July this year. 48% of the S&P 500 index corresponds to AI-related stocks. Fountain: Bianco Research Numbers. The fear is not at all unfounded and all you have to do is take a look at the numbers. Account Tomás Pueyo in Uncharted Territories that the economy should be in recession, but the numbers show the opposite and AI is behind this growth. The S&P 500 index is through the roof and 48% of this growth corresponds to AI-related stocks. The share price is far above what it was in the dotcom bustall with ridiculous benefits. And that’s not all, the economic growth of the United States in 2025 is due almost entirely to the construction of data centers for AI. According to the Economist Jason Furmanwithout taking data centers into account, the GDP of the United States would have grown only 0.1% in 2025. The creator of the newsletter Today in Tabs He gave a very graphic example: “Our economy could be reduced to three AI data centers in trench coats.” Tightrope. Returning to OpenAI, its financial director assured the Financial Times that it could be profitable simply by stopping investing too aggressively since it has a “very healthy” margin structure. The thing is, they can’t do it. OpenAI needs to achieve AGI, its great promise and the only thing that could justify this insane investment. If it fails, will cause a shock wave that can impact NVIDIA, AMD, Oracle… and end up dragging down the global economy. The competition tightens, Anthropic is eating the business market’s toast and Google is not only winning every time more users with Geminireached record revenue in the last quarterwhile OpenAI lost $11.5 billion in the same period. It doesn’t look good. Images | Wikipedia In Xataka | NVIDIA will invest 100 billion in OpenAI so that OpenAI buys chips from NVIDIA. And it’s a disturbing sign

Nike wants to make slow runners faster. Your solution: powered sneakers

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Nike has sneakers that you can put on without touching with your hands and even some that they tie themselves. The brand has just crossed a new frontier: that of motorized footwear that helps you walk and run faster. With a design reminiscent of an exoskeleton, Nike compares it to the operation of the electric bicycle. Project Amplify. This is how they have named this footwear system, which is currently in the testing phase. For its creation, Nike has partnered with the robotics company Dephy. It consists of a shoe and an ankle brace with a motor and rechargeable battery that transmits energy through a transmission belt. The shoe can be worn alone or with the ankle brace. Booster. What Project Amplify does is “increase the natural movement of the lower leg and ankle”, that is, it gives us a boost to be able to walk or run faster and for longer with the same effort. According to Nike, it is a system similar to that of electric bicycles whose motor assists us in pedaling and helps reduce the energy demand of the muscles. Nike says it’s like having “a second set of calf muscles.” Hacking speed. Nike has invested heavily in research and development to design footwear that drives athletic performance. Its previous innovations have focused on combining cutting-edge designs and advanced materials that offer a “rebound” or propulsion effect. An example is Vaporfly technology, which proved to be a determining factor in achieving records in major marathons. This is the case of the controversial record of Eliud Kipchoge, who ran a marathon under two hours. There is also the case of the Nike Super Spikes that were worn by several athletes during the Tokyo Olympics. The impact was undeniable: Up to three athletes broke the record in the 400 meter hurdles. Examples like this highlight the importance of footwear and opened the debate about the limits of technology in sports. Even It has come to be described as “mechanical doping”. For the slow ones. At the moment we will not see “motorized” athletes in the Olympics. Nike makes it clear that it is not a system designed for high-level athletes, but for amateurs. running with a rather low pace who want to go faster with less effort. We are talking about runners with a pace greater than 6 or 7 minutes per kilometer. Another use scenario for these motorized shoes is to be able to make urban trips more quickly, for example to go to work on foot. Images | Nike In Xataka | The Alicante sneakers that are succeeding in Silicon Valley and that have Zuckerberg as their best ambassador

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