Author name: DJ Henderson

woman-sneezes-out-maggots-after-fly-larvae-get-trapped-in-her-deviated-septum

Woman sneezes out maggots after fly larvae get trapped in her deviated septum

She had surgery to remove the mucus munchers, which recovered 10 larvae at various stages and a pupa. A genetic test and DNA sequencing confirmed they were sheep bot flies, as did visual inspection of two third-stage larvae and the puparium.

Third instar Oestrus ovis larva and puparium retrieved from the nasal sinuses of a 58-year-old female patient, Greece. A) The third instar was yellowish, with rows of spines on the ventral surface. B) The posterior peritremes were circular with a central button. C) The broken puparium was black and wrinkled and contained remnants of the pupa.

Third instar Oestrus ovis larva and puparium retrieved from the nasal sinuses of a 58-year-old female patient, Greece. A) The third instar was yellowish, with rows of spines on the ventral surface. B) The posterior peritremes were circular with a central button. C) The broken puparium was black and wrinkled and contained remnants of the pupa. Credit: Kioulos, Kokkas, Piperaki, Emerging Infectious Diseases 2026

Nasal novelty

Not only had experts never found a pupa in a human snout before, but they also thought the development to that stage was “biologically implausible.”

“The paranasal sinus environment does not meet temperature and humidity requirements for pupation, and host secretions, immune responses, and resident microbiota create a hostile milieu for pupal development,” the experts, led by Ilias Kioulos, a medical entomologist at the Agricultural University of Athens, wrote.

Still, in this poor woman’s nose, the pests persisted. Kioulos and his colleagues speculate that two factors favored the fly’s festering infection in the woman: a large initial dose of larvae and her severely deviated septum.

“From a purely anatomic perspective, we hypothesize that the combination of high larval numbers and septum deviation impeded normal egress from the nasal passages, permitting progression to the [third larval stage] and, in 1 instance, pupation,” they wrote. In other words, there were so many maggots in her crooked nasal passage that they created a bottleneck on their way out, allowing some to stay longer than usual. The other, equally disturbing possibility, is that the flies are adapting to using human noses for their full life cycle.

The experts note that, in a way, the woman was lucky. In animals, the third-stage larvae can’t pupate when they become trapped in the sinuses. Instead, they either dry out, liquify, or calcify, which can all lead to secondary bacterial infections.

From here, Kioulos and his colleagues warn that clinicians should be aware of the potential for human cases of sheep bot fly infections, which are widely distributed around the globe.

Woman sneezes out maggots after fly larvae get trapped in her deviated septum Read More »

slay-the-spire-2-is-a-bit-too-familiar-for-its-own-good

Slay the Spire 2 is a bit too familiar for its own good

Do you remember the joyful satisfaction you felt when you really started to understand Slay the Spire?

This isn’t a totally rhetorical question. If you’re reading this piece about Slay the Spire 2—published roughly a week into what promises to be a lengthy Early Access period—I have to assume you’ve put in dozens, if not hundreds (or thousands?) of hours with the original Slay the Spire. At this point, the game probably feels less like a game and more like a comfortable old pair of sneakers. You probably have a favorite character, a preferred set of card synergies to focus on building for that character, and a set of alternative strategies to aim for when the vagaries of chance make that preferred strategy impossible. The game’s plentiful randomization makes each run feel a bit different, but the contours of those runs start to feel a little common to anyone who has tinkered with the game for years.

But think back, if you can, to when Slay the Spire was an exciting new challenge. Remember those first few runs, when you were still deep in the trial-and-error phase of your Slay the Spire journey. You still had to read each new card carefully as it appeared, developing potential strategies on the fly and weighing key deckbuilding and power-building decisions for minutes at a time to maximize your chance of survival. Sure, you failed a lot. But you got a little more confident each time, and a little farther every few sessions, and just a little more knowledgeable about and immersed in the game’s intricate, well-balanced systems.

After years of waiting, I was hoping Slay the Spire 2 could bring back some of that sense of discovery, helping me look at a thoroughly saturated game genre from a new angle. After a week kicking the Early Access tires, though, it’s hard to shake the feeling that, despite all the changes and additions, Slay the Spire 2 is just a little too similar to the well-worn original. If the first Slay the Spire is a comfortable old pair of shoes, Slay the Spire 2 is a fresh new pair that is, ironically, a little too easy to break in.

Slay the Spire 2 is a bit too familiar for its own good Read More »

doubling-the-voltage:-what-800-v-architecture-really-changes-in-evs

Doubling the voltage: What 800 V architecture really changes in EVs

According to Leapenergy, however, 800 V prices are coming down. Today, an 800 V platform costs an additional $1,180, but this is projected to fall to $420 by 2028.

Where’s the industry headed?

Industry forecasts suggest that 800 V architectures will initially remain concentrated in higher-end EVs before gradually filtering downmarket.

Some analysts estimate that 15–20 percent of EVs globally could adopt 800 V systems by 2030, although the share is much higher in premium segments, where more than half of vehicles priced above $60,000 may use 800 V platforms.

China’s fast-moving EV industry may push the technology even further, with projections of around 35 percent penetration by the end of the decade.

The shift is being driven largely by improvements in silicon-carbide power electronics, which enable higher voltages while reducing switching losses and improving charging efficiency. As those components scale and costs fall, what is currently a feature of premium EVs from companies like Hyundai Motor Group, Porsche, and Lucid Motors may gradually migrate into more mainstream vehicles.

400 V vs. 800 V verdict:

So here lies the big question: Is 800 V the future of EVs? Yes—but don’t expect it to happen overnight.

Doubling the pack voltage brings clear technical advantages. Lower current means less heat, lighter cabling, more efficient electronics, and the ability to sustain extremely high charging power without pushing connectors and wiring to their limits. That’s why performance-focused EVs like the Taycan have embraced 800 V architectures.

For drivers who regularly rely on high-power DC fast-charging, the difference can translate into noticeably shorter stops. And shorter stops mean you can do cooler stuff with your life, instead of waiting for your EV to charge.

However, 400 V systems aren’t going away any time soon. They’re simpler, cheaper, and well understood, and they work perfectly well for the vast majority of EV use cases—especially when most charging still happens at home or at relatively modest public chargers. That’s why hugely successful vehicles like the Tesla Model Y and Ford Mustang Mach-E continue to use optimized 400-volt platforms while still delivering competitive charging speeds.

For now, though, the takeaway is simpler: 800 V isn’t a revolution—it’s an evolution. It makes fast-charging faster and high-performance EVs easier to engineer, but the 400 V architecture that powered the first wave of modern EVs still has plenty of life left in it.

Doubling the voltage: What 800 V architecture really changes in EVs Read More »

live-nation-director-boasted-of-gouging-ticket-buyers,-“robbing-them-blind”

Live Nation director boasted of gouging ticket buyers, “robbing them blind”


Unsealed messages add wrinkle to trial after US agreed to settle with Live Nation.

Credit: Getty Images | Bloomberg

Newly unsealed documents show that a Live Nation regional director boasted of gouging ticket buyers and “robbing them blind” with fees for ancillary services such as slight upgrades to parking.

Live Nation has tried to exclude Slack messages from a trial that seeks a breakup of Live Nation and its Ticketmaster subsidiary, claiming the messages are irrelevant to the case, “highly prejudicial,” and would “inflame the jury.” The US government and state attorneys general opposed the motion to exclude evidence. US District Judge Arun Subramanian of the Southern District of New York hasn’t ruled on the motion yet, but ordered the documents unsealed yesterday.

Live Nation has touted the experiences it offers concertgoers at amphitheaters but sought “to exclude candid, internal messages in which the individual who is currently Head of Ticketing for these amphitheaters calls fans ‘so stupid,’ explains that he ‘gouge[s]’ them, and brags that Live Nation is ‘robbing them blind, baby,’” said a memorandum of law filed by the US and states.

The messages were “sent between Live Nation employees Ben Baker and Jeff Weinhold on the workplace collaboration tool known as Slack,” the memorandum said. The “robbing them blind” message was sent by Baker.

“As of 2022 (when most of the messages were sent), Mr. Baker was a regional Director of Ticketing for venues including Live Nation’s MidFlorida Credit Union Amphitheatre (a major concert venue),” the brief said. “Mr. Weinhold was also a regional Director of Ticketing for venues including Jiffy Lube Live (another major concert venue). Mr. Baker is now Head of Ticketing for Venue Nation (the component of Live Nation responsible for operating its amphitheaters), and Mr. Weinhold is a Senior Director of Ticketing for Live Nation’s Capital Region.”

US settlement throws trial into doubt

The brief said that “Live Nation’s excessive prices for ancillary services,” like those boasted of in the internal messages, “are directly relevant to Plaintiffs’ claims” regarding how “Live Nation monetizes its monopoly position in the amphitheater market.”

The trial itself could be halted and restarted at a later date because the Trump administration decided to settle with Live Nation and Ticketmaster. The US and states filed their motion to exclude the evidence on March 8, the same day that the US and Live Nation informed the court of a proposed settlement.

The US/Live Nation settlement blindsided state attorneys general, who have said they intend to take over the lead role in litigating the case. State AGs criticized the settlement terms and asked for a mistrial to give them time to prepare for a new trial. The judge reportedly urged the state AGs and Live Nation to hold settlement talks and to be prepared to continue the trial next week if they don’t reach a settlement.

The exhibits that Live Nation wanted to exclude were posted on the court docket yesterday. “I charge $50 to park in the grass lmao,” said a 2022 message from Baker. “I charge $60 for closer grass.”

Baker wrote, “parking alone I did almost $200K more than 2019…with LESS shows.” He shared an image that showed an increase in premier parking revenue from $499,415 in 2019 to $666,230 in 2021 and added, “robbing them blind baby… that’s how we do.” Weinhold replied, “lol.”

“I gouge them on ancil prices”

Baker complained that a Dead & Company cancellation prevented him from taking second place in a sales competition. “Gimme a plaque dammit,” he wrote. In a discussion about ticket prices and promotions, Baker wrote, “I gouge them on ancil prices to make up for it.”

Weinhold wrote in another chat, “I have VIP parking up to $250 lol.” Baker replied, “I almost feel bad taking advantage of them.” Weinhold then mentioned that he raised club prices to $125 and Baker replied, “I wonder if I can get $225.”

Live Nation said the messages aren’t reflective of the company’s general operations. “The Slack exchange from one junior staffer to a friend absolutely doesn’t reflect our values or how we operate,” Live Nation said in a statement provided to Ars today. “Because this was a private Slack message, leadership learned of this when the public did, and will be looking into the matter promptly. Our business only works when fans have great experiences, which is why we’ve capped amphitheater venue fees at 15 percent and have invested $1 billion in the last 18 months into US venues and fan amenities.”

The US and states said Live Nation is downplaying Baker’s position at the company. “Defendants’ brief fails to mention this individual has since been promoted and now serves as Head of Ticketing for Venue Nation, with responsibilities relating to all of Live Nation’s venues,” the plaintiffs’ brief said.

Live Nation said in a March 8 filing that the messages aren’t relevant to the trial because they concerned fees for things like VIP club access, premier parking, or lawn chair rentals. “These products are not primary concert tickets, are sold separately from tickets, and are not part of the ticketing services markets at issue in this trial; they bear no relevance to the parties’ claims and defenses,” Live Nation told the court.

Live Nation: Messages could “inflame the jury”

Live Nation said the only purpose of using the exhibits as evidence “is to portray Defendants in an unflattering light and inflame the jury against Defendants,” and that the exhibits “would confuse and mislead the jury, invite decision-making on an improper emotional basis, and cause unfair prejudice to Defendants.” The company also asked the court to bar plaintiffs “from questioning Ben Baker or any other witness about the substance of these Exhibits or about similar communications concerning ancillary, fan-facing products and services not encompassed by the markets and claims proceeding to trial.”

The brief from US and states said the messages about ancillary fees are highly relevant. The brief said the ancillaries “include facilities fees that Live Nation imposes on fans as part of the ticket price, portions of service fees that Live Nation imposes on fans in addition to the ticket price, and Live Nation’s sale of ‘onsite’ services, such as upgraded parking and access to the VIP lounge.”

The brief said that Live Nation boasted in its latest annual report that ancillary revenue was over $45 per fan for the year, and that “Live Nation CEO Michael Rapino has cited ‘onsite’ ancillary sales [as] a ‘high margin business’ enabled by Live Nation’s scale.”

Live Nation’s argument that ancillary services are irrelevant to trial questions about concert tickets “completely misses the point,” the plaintiffs said. “The fact that Live Nation uses the high-margin ancillary business to monetize the amphitheater monopoly at issue in this case is sufficient on its own to demonstrate relevance. Second, Live Nation is able to degrade the fan experience by charging excessive prices for ancillary services without fear of artists switching away, which demonstrates its monopoly power in the amphitheater market.”

Urging the judge to allow the chats as evidence, the brief said the messages “provide important context and insight to the jury of how Defendants in fact operate their businesses, potentially contrary to the testimony the witness may provide in the courtroom.”

Photo of Jon Brodkin

Jon is a Senior IT Reporter for Ars Technica. He covers the telecom industry, Federal Communications Commission rulemakings, broadband consumer affairs, court cases, and government regulation of the tech industry.

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centuries-before-the-inca,-peru’s-wealthy-imported-parrots-from-afar

Centuries before the Inca, Peru’s wealthy imported parrots from afar


The Inca Empire’s system of roads were built on centuries-old trade routes.

This large, elaborate Ychsma funerary bundle features a wooden mask painted with cinnabar and adorned with a parrot-feather headdress. Credit: Olah et al. 2026

Centuries before the rise of the Inca Empire, a much smaller kingdom on the central coast of Peru already had a sophisticated trade network—one it used to import live parrots across the Andes from the Amazon rainforest.

Australian National University conservation geneticist George Olah and his colleagues recently studied feathers from a headdress in a Ychsman noble’s tomb, dating to 1100–1400 CE (the centuries before the rise of the Inca Empire). DNA and chemical isotopes reveal that the parrots the feathers came from (still bright blue, yellow, and green after all these centuries) were born in the wild on the far side of the Andes but kept in captivity somewhere on the Peruvian coast. To pull off importing live parrots from hundreds of miles away across the steep, towering Andes, the Ychsma (who the Inca annexed around 1470) must have had a far-reaching trade network that spanned at least half a continent.

And they must have really liked birds.

Long-distance trade before the Inca roads

Olah and his colleagues carefully selected fragments of individual barbs (the thin keratin strands that make up the body of a feather) from 25 feathers sewn onto funerary headdresses found at the pre-Inca city of Pachacamac, located on the dry coast of present-day Peru, just south of Lima. From each fragment, researchers sequenced mitochondrial DNA and measured the ratios of certain nitrogen and carbon isotopes, which can reveal information about a creature’s diet.

The results suggest the parrots were born in the wild but spent at least a year in captivity eating local maize. That means they must have been captured hundreds of kilometers away, because parrots don’t tend to flock to the desert on their own.

The Ychsma kingdom grew out of a fragment of the old Wari Empire (known for its hallucinogenic beer, its canal system, and for breaking up around 1100 CE after a solid 500-year run). Centered at Pachacamac, the Ychsma built pyramids and irrigated their arid river valleys to grow crops. And like most of the cultures that lived in the Andes highlands and along the coasts of modern-day Peru and Chile, they really had a thing for parrot feathers.

Parrots’ colorful blue, green, and red feathers were the status symbol, “essential for communicating status, power, and cosmology,” as Olah and his colleagues put it. In the Andes highlands, the Wari—and later the Inca—imported bright-feathered rainforest birds in the millions over several centuries. On the coasts, the Moche and Nasca cultures did much the same.

Parrot feathers feature in headdresses and in tunics made from thousands of feathers sewn onto cotton cloth. The birds themselves show up in tombs and temples as mummified offerings, and they were sculpted and painted onto centuries’ worth of pottery.

The parrot feathers on a handful of funerary headdresses from one of the only unlooted, intact tombs left at Pachacamac recently indicated that the Ychsma were linked to a trade network that once connected huge swaths of two continents across hundreds of kilometers.

Based on parrots and their feathers alone, archaeologists knew there must have been connections that reached from the Amazon basin west to the coastal deserts of Chile and Peru and north to Mexico and the southwestern United States. But the details of that trade—including how live parrots ended up crossing one of the world’s most daunting mountain ranges—were unclear for the centuries before the rise of the Inca Empire and its imperial road networks.

Until recently, archaeologists and historians assumed that the period between the breakup of the Wari Empire and the rise of the Inca was mostly a time when smaller kingdoms and confederations, like Ychsma and its neighbors, squabbled with each other and had influence that didn’t reach much beyond their own region. But based on parrot feathers, these between-empires Andean cultures actually had complex, thriving, and very sophisticated trade relationships without needing to have a system imposed by a central imperial government.

photo of roughly a dozen red and blue macaws on a cliffside

Macaws hang out in the Peruvian Amazon.

Credit: Balazs Tisza

Macaws hang out in the Peruvian Amazon. Credit: Balazs Tisza

Born in the rainforest, raised in the desert

The headdress feathers came from four parrot species: scarlet macaws, red-and-green macaws, blue-and-yellow macaws, and mealy amazons. (The last are cute little green dudes that really deserve a nicer name; “mealy” is apparently a reference to the dusty “powder down,” grains of keratin formed by the disintegrating tips of their down feathers.) All of them live in lowland tropical forests and palm swamps in the Amazon Basin; Peru’s coastal deserts are practically the opposite of their usual wet, lush habitat.

Some pre-colonization cultures bred their own parrots, including at Chaco Canyon in New Mexico and at a huge pueblo complex called Paquimé in Mexico’s Chihuahua Desert. You can tell from the Paquimé parrots’ DNA that they came from a small, slightly inbred population, probably one descended from a breeding colony imported together on a single trip.

But at Pachacamac, the parrots’ DNA looked like it had come from a larger, more genetically diverse population. In fact, it looked a lot like the level of genetic diversity found in modern wild parrots. In other words, the Pachacamac headdresses used feathers from parrots born and bred in the wild.

But they didn’t spend their entire lives there. “The birds were not living in the rainforest when these feathers grew,” wrote Olah and his colleagues. A high proportion of carbon-13 in the feather barbs meant that while they were growing, the birds had been eating a diet rich in domestic grains like maize. Meanwhile, nitrogen-15 in the feathers suggested that ocean food chains had played a role, perhaps through seabird guano being used to fertilize the maize.

Most parrot species molt and regrow feathers about once a year, though it can vary by a few months, so these birds must have spent at least six to 18 months in Ychsma territory before being plucked for someone’s funerary headdress. And that means that someone in the Amazon was trading with the Yschma, handing over not just bundles of feathers but live parrots.

Archaeologists found similar evidence in mummified parrots, buried as ritual offerings, at the trading city of Pica, roughly 1,000 kilometers south of Pachacamac in Chile’s Atacama Desert. Pica thrived from around 900 CE to around 1400 CE, the same pre-Inca period as Pachacamac.

photo of part of a headdress with blue and yellow feathers attached

These feathers detached from the headdress they were originally part of.

Credit: Izumi Shimada

These feathers detached from the headdress they were originally part of. Credit: Izumi Shimada

Very intrepid delivery service

Getting a bunch of parrots across the Andes Mountains alive and in reasonably good condition is not an easy task—certainly not one your faithful correspondent would volunteer for. The authors used least-cost modeling, a method that maps the most efficient or lowest-energy path across a landscape, to create a likely map of those ancient parrot-trading routes, starting from ten sites in the Amazon and ending at Pachacamac.

If river travel were an option, one potential route cuts straight east across the Andes to Pachacamac. It lines up well with historical accounts describing how the Arawak-speaking Yanesha people traveled along very similar paths to trade in the coastal valleys of central Peru.

Another route crosses the Andes further north, ending up around Chimú, home of the Kingdom of Chimor, the largest of the post-Wari, pre-Inca kingdoms. From that area of northern Peru, it then follows the coastline southward to Pachacamac. Archaeological evidence already shows that Chimor traded with the Chachapoyas culture, located in the cloud forests on the eastern slopes of the Andes. And their “people were known for their bird-catching skills,” according to Olah and his colleagues.

Since both of these routes are supported by archaeological and historical evidence, it’s entirely possible that the Ychsma were getting their parrots through both networks. Presumably, they must have been sending back valuable goods in return.

“Transporting goods such a great distance by land and/or sea raises the questions of the high costs involved,” wrote Olah and his colleagues. But for people in both the Andes highlands and along the arid coasts, the parrots and their colorful, exotic feathers were presumably worth whatever it cost to get them. In other words, the most affluent and powerful people among the Ychsma and their neighbors were willing to make it worth the Amazon traders’ while to procure and deliver the birds.

(Unfortunately, that’s still true of unscrupulous pet breeders and collectors today.)

“This study also provided a deep historical context for a human fascination with colorful parrots that today drives a destructive illegal trade threatening their very survival,” Olah and his colleagues wrote.

Nature Communications, 2026. DOI: 10.1038/s41467-026-69167-9 (About DOIs).

Photo of Kiona N. Smith

Kiona is a freelance science journalist and resident archaeology nerd at Ars Technica.

Centuries before the Inca, Peru’s wealthy imported parrots from afar Read More »

fda-contradicts-trump-admin,-declines-to-approve-generic-drug-for-autism

FDA contradicts Trump admin, declines to approve generic drug for autism

In September, the Trump administration took what it called “bold actions” on autism that included touting the generic drug leucovorin as a promising treatment. In a news release, Marty Makary, commissioner of the Food and Drug Administration, claimed a “growing body of evidence suggests” the drug could be helpful. And at a White House press event, Makary suggested it might help “20, 40, 50 percent of kids with autism.”

Hundreds of thousands of kids, in my opinion, will benefit,” he said at another point in the event.

The bold claims were apparently persuasive. A study published in The Lancet last week found that new outpatient prescriptions of leucovorin for children ages 5 to 17 shot up 71 percent in the three months after the Trump administration’s actions.

But it became clear today that the rest of the FDA did not share Makary’s and the other administration officials’ view. In an announcement, the regulatory agency said it had approved leucovorin for a rare genetic condition—but not for autism.

In comments to the Associated Press, senior FDA officials said they found little evidence for expanding the drug’s use to autism and, thus, narrowed its review to the treatment of the rare genetic condition, which is cerebral folate deficiency (CFD) in adults caused by a genetic mutation in the folate receptor 1 gene (CFD-FOLR1).

FDA contradicts Trump admin, declines to approve generic drug for autism Read More »

ig-nobels-ceremony-moves-to-europe-over-security-concerns

Ig Nobels ceremony moves to Europe over security concerns

Traditionally, the awards ceremony and related Ig Nobel events have taken place in Boston at Harvard University, Massachusetts Institute of Technology, and Boston University. However, four of last year’s 10 winners opted to skip the ceremony rather than travel to the US, and the situation has not improved.

Nor is it just the Ig Nobels being affected by the hostile US environment for international travel. Many international gaming developers are choosing to skip this year’s weeklong Game Developers Conference in San Francisco, citing similar concerns. “I honestly don’t know anyone who is not from the US who is planning on going to the next GDC,” Godot Foundation Executive Director Emilio Coppola, who’s based in Spain, told Ars. “We never felt super safe, but now we are not willing to risk it.”

So this year, the Ig Nobel organizers are joining forces with the ETH Domain and the University of Zurich for hosting duties. “Switzerland has nurtured many unexpected good things—Albert Einstein’s physics, the world economy, and the cuckoo clock leap to mind—and is again helping the world appreciate improbable people and ideas,” Abraham said.

The Ig Nobels will not be returning to the US any time soon. Instead, the plan is for Zurich to host every second year; every odd-numbered year, the ceremony will be hosted by a different European city. Abraham likened the arrangement to the Eurovision Song Contest.

Ig Nobels ceremony moves to Europe over security concerns Read More »

an-unlikely-set-of-clues-helps-reconstruct-ancient-chinese-disasters

An unlikely set of clues helps reconstruct ancient Chinese disasters


Shang Dynasty oracle bones and modern weather models feature in the same study.

This diorama at Xinxiang City Museum, Henan Province shows what a Shang Dynasty village might have looked like. Credit: Gary Todd, CC0, via Wikimedia Commons

Warmer waters in the Pacific Ocean may have brought devastating floods to the cradle of ancient Chinese civilization, according to a recent study in which its authors link three wildly different lines of evidence to tell the story.

People in Shang Dynasty China, around 3,000 years ago, probably didn’t realize that the massive floods sweeping through their heartland were the product of typhoons battering the southern Chinese coast hundreds of kilometers away. They certainly couldn’t have seen that the sheer intensity of those typhoons was fueled by a sudden shift in temperature cycles over the Pacific Ocean thousands of kilometers to the south and east. But, with the benefit of 3,000 years of hindsight and scientific progress, Nanjing University meteorologist Ke Ding and colleagues recently managed to connect the dots. The results are like a handwritten warning from the Shang Dynasty about how to prepare for modern climate change.

Typhoons, oracle bones, and abandoned settlements

Around 3,000 years ago, two great civilizations were flourishing in central China. In the Yellow River Valley, the Shang Dynasty rose to prominence, producing the first Chinese writing and also sacrificing thousands of people in ceremonies at the capital, Yinxu. Meanwhile, on the Chengdu Plain in southwestern China, the Shanxingdui culture built a walled capital city and sculpted large bronze heads, gold foil masks, and tools of jade and ivory, which they buried in huge sacrificial pits.

Archaeological sites across central China reveal that at various points between 2,500 and 4,000 years ago, disasters rocked these thriving societies, decimating the population, forcing settlements to relocate, and causing major cultural shifts and political upheaval.

Both civilizations rebounded after these disruptions; it didn’t take long, in the archaeological scheme of things, for populations to swell and settlements to rebuild. But for a little while, life was clearly disrupted.

A few wildly different clues point to the cause—or at least, one of the causes—of this upheaval: modern weather simulations, archaeological sites hundreds of miles from the Chinese coast, coastal sediments in Japan and South Korea that record the intensity of ancient typhoons, and even Shang Dynasty divination texts. All three of these lines of evidence converged on the same dates, telling a single horrifying story.

Reconstructing ancient storm seasons

We have a pretty good idea of how the size and intensity of a storm determines what kind of footprint it leaves on coastal sediments. Researchers look for similar traces in ancient sediments and use them to reconstruct what tropical storm seasons were like in the past (the field is called paleotempestology, which is your faithful correspondent’s new favorite word).

Based on paleotempestology records not only in China, but also along the coasts of South Korea and southwestern Japan, typhoons moving west across the Pacific Ocean tended to be more intense during the storm seasons around 2,800 years ago. Typhoons that curved northward had more intense seasons around 3,800 years ago and again around 3,300 years ago.

Those bouts of more intense typhoons may be related to something that happened off the coast of Peru around 3,000 years ago, when El Niño events suddenly got more frequent, more extreme, and longer-lasting. Paleoclimate researchers know this because around this time, shellfish species that live in cool water (but can’t take the heat) all but disappear from the Peruvian archaeological record, replaced by more heat-tolerant species. Around the same time, people living along the coast gave up building huge monumental temples, and villages shrank. You’re going to want to keep those dates in mind, because…

Ding and colleagues charted radiocarbon dates from sites across China’s Central Plains and Chengdu Plain, hoping to pinpoint changes in population and potential signs of a society in crisis. They noticed that the number of sites on the Central Plain, home to the Shang Dynasty, decreased sharply around 3,800 years ago and again about 3,300 years ago; at the sites that weren’t abandoned, changes suggested smaller populations overall. On the Chengdu Plain, something similar happened around 2,800 years ago. Villages, towns, and cities shifted toward higher ground; layers of mud left behind by flooding hint at the reason.

map of the Pacific ocean and China showing typhoon paths

This map shows the tracks of typhoons during the 1995 storm season; note that some plow straight west, while others veer northward.

Credit: By Nilfanion – Created using Wikipedia:WikiProject Tropical cyclones/Tracks. The background image is from NASA [1]. The tracking data is from the Joint Typhoon Warning Center’s best track database, Public Domain, https://commons.wikimedia.org/w/index.php?curid=2505757

This map shows the tracks of typhoons during the 1995 storm season; note that some plow straight west, while others veer northward. Credit: By Nilfanion – Created using Wikipedia:WikiProject Tropical cyclones/Tracks. The background image is from NASA [1]. The tracking data is from the Joint Typhoon Warning Center’s best track database, Public Domain, https://commons.wikimedia.org/w/index.php?curid=2505757

How does a typhoon in the Pacific flood inland China?

Seeing how well those dates lined up with when coastal sediments suggest more intense typhoons had been churning through the Pacific, Ding and colleagues ran some computer simulations using an LLM-based program called Pango-weather. The goal was to figure out how a typhoon on the coast could bring torrential rains and flooding to communities hundreds of miles inland. The answer wasn’t that the typhoon swept across the entire country; often, the typhoons in question never even made landfall. But they didn’t have to make landfall to stir up easterly winds that carried more water vapor across hundreds of miles to the plains.

Both the Shang Dynasty and Shu civilizations set up their capitals on plains just to the east of large mountain ranges. Normally, that works out very well for farmers, because the mountains force eastbound air upward, where it cools; water vapor condenses and rain falls. But settlements on the windward side of mountain ranges are also vulnerable to extreme rainfall events—like the ones caused by typhoons messing with the region’s airflow patterns.

Ding and colleagues’ results suggest that an increase in the average intensity of typhoons (which means that the researchers boosted the storms’ starting wind speed from about 54 kilometers per hour to about 126 kilometers per hour) caused more moisture to gather over regions like the Chengdu Plain and the Central Plains. Specifically, the Chengdu Plain was more impacted by typhoons moving west, while the Central Plains caught more flooding from typhoons that followed northward tracks. The effects were on the order of an extra 51 millimeters of rain a day in the Central Plains and extra 24 millimeters a day on the Chengdu Plain.

Consulting the oracle bones

The people of the Shang Dynasty and the Shu civilization probably didn’t know that large-scale weather systems, or even larger-scale climate shifts, were to blame for their woes, but they were definitely aware that they were living through periods in which serious floods were more likely. Writings on more than 55,000 pieces of burned bone from the late Shang Dynasty (2,996–3,200 years ago) reveal that Shang royals and nobles were very worried about heavy rains and floods during the period—worried enough to ask oracles to try to predict them.

Shang Dynasty rulers took their most pressing questions to oracles, who would throw oxen shoulder blades (scapulae) or the bony undersides of turtle shells (plastrons) onto a fire, then interpret the pattern of cracks in the burned bone. Fortunately for modern historians, those oracles also inscribed both the question and the answer into the bone itself, producing some of China’s first systematic writing.

Ding and colleagues counted the references to “upcoming rain” and “upcoming heavy rain” in the texts and found that Shang nobility asked their diviners about downpours much more often during the exact time periods when sediments suggest more intense typhoons and archaeological evidence suggest major social and political upheaval. And you don’t tend to keep asking if there’s going to be a big flood unless you have good reason to think that there might be.

photo of an ox scapula inscripted with early Chines characters in columns

3,000 years ago, a Shang Dynasty oracle tossed this ox scapula into a fire, looking for hints about the future in the way the burned bone cracked.

Credit: By Gary Lee Todd 2011-09-01 12: 34: 54 https://www.flickr.com/photos/101561334@N08/9830601816/, CC0, https://commons.wikimedia.org/w/index.php?curid=96430584

3,000 years ago, a Shang Dynasty oracle tossed this ox scapula into a fire, looking for hints about the future in the way the burned bone cracked. Credit: By Gary Lee Todd 2011-09-01 12: 34: 54 https://www.flickr.com/photos/101561334@N08/9830601816/, CC0, https://commons.wikimedia.org/w/index.php?curid=96430584

When it rains, it pours

Of course, it’s not possible to say that these periods of unrest and struggle in ancient China happened entirely thanks to more intense typhoons, but the cycle of worsening storm seasons probably played a role. And in between floods, the lack of water may have been another major factor.

Paleoclimate records in ancient sediment reveal that even as typhoons were getting more intense, central China was baking under a drought—also thanks to the same cycle that drives El Niño today (recent studies suggest that El Niño years lead to severe droughts in central China and more intense typhoons in the Pacific). And the oracle bones reflect Shang dynasty rulers’ concerns about drought, too: references to prayers for rain and plagues of locusts closely match the periods of El Niño conditions identified in previous studies. The Shang Dynasty was getting hit with a one-two punch of climate disasters: years of drought, punctuated by heavy rains and devastating floods.

“This pattern bears similarities to the climatic challenges faced by the Maya civilization,” wrote Ding and colleagues, “where prolonged El Niño-like conditions may reduce overall rainfall while intensified cyclone activity could increase extreme rainfall, ultimately contributing to social declines.”

Why it matters today

Those 3,000-year-old oracle bones hold a warning for modern China. The character for “disaster” in the oracle bone scripts is a set of squiggly horizontal lines that immediately calls to mind floodwaters, and floods are still one of the deadliest and costliest disasters that China faces. Not only are floodwaters destructive, but they can leave behind too much salt in the soil and can also lead to outbreaks of insects and other pests (for both people and crops).

The mechanics that connect typhoon intensity to flooding in inland China work the same way they did during the Shang Dynasty. Current climate models predict that typhoons could be 14 percent more intense, on average, by the end of this century, thanks to humans and our pollution habits.

But the message from the oracle bones isn’t about despair; it’s about planning. As Ding and colleagues put it: “This study urges better preparation against the disastrous impact of intensified typhoons, especially in inland areas where facilities to mitigate extreme rainfalls and floods are relatively inadequate.”

Science Advances, 2026 DOI: 10.1126/sciadv.eaeb1598 (About DOIs).

Photo of Kiona N. Smith

Kiona is a freelance science journalist and resident archaeology nerd at Ars Technica.

An unlikely set of clues helps reconstruct ancient Chinese disasters Read More »

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Flexible feline spines shed light on “falling cat” problem

Why do falling cats always seem to land on their feet? Scientists have been arguing about the precise mechanism for a very long time—since at least 1700, in fact—conducting all manner of experiments to pin down what’s going on. The research continues, with a paper published in the journal The Anatomical Record reporting on new experiments to analyze the flexibility of feline spines.

We covered this topic in-depth in 2019, when University of North Carolina, Charlotte, physicist Greg Gbur published his book, Falling Felines and Fundamental Physics. For a long time, scientists believed that it would be impossible for a cat in free fall to turn over. That’s why French physiologist Etienne-Jules Marey’s 1894 high-speed photographs of a falling cat landing on its feet proved so shocking to Marey’s peers. But Gbur has emphasized that cats are living creatures, not idealized rigid bodies, so the motion is more complicated than one might think.

Over the centuries, scientists have offered four distinct hypotheses to explain the phenomenon. There is the original “tuck and turn” model, in which the cat pulls in one set of paws so it can rotate different sections of its body. Nineteenth-century physicist James Clerk Maxwell offered a “falling figure skater” explanation, whereby the cat tweaks its angular momentum by pulling in or extending its paws as needed. Then there is the “bend and twist,” in which the cat bends at the waist to counter-rotate the two segments of its body. Finally, there is the “propeller tail,” in which the cat can reverse its body’s rotation by rotating its tail in one direction like a propeller.

At the time, Gbur told Ars that, while all those different motions play a role, he thought that the bend-and-twist motion was the most important. “When one goes through the math, that seems to be the most fundamental aspect of how a cat turns over,” he said. “But there are all these little corrections on top of that: using the tail, or using the paws for additional leverage, also play a role.” This latest paper has Gbur rethinking that conclusion, according to his recent blog post, giving a bit more credence to the tuck-and-turn mechanism.

Flexible feline spines shed light on “falling cat” problem Read More »

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2026 Australian Grand Prix: Formula 1 debuts a new style of racing


Just like the Apple movie?

The key is understanding how to conserve energy across a lap. Oh, and be reliable.

The race starts during the Formula 1 Qatar Airways Australian Grand Prix 2026 in Melbourne, Australia, on March 8, 2026. (Photo by Alessio Morgese/NurPhoto via Getty Images)

Formula 1’s 2026 season got started in Australia this weekend. Credit: Alessio Morgese/NurPhoto via Getty Images

Formula 1’s 2026 season got started in Australia this weekend. Credit: Alessio Morgese/NurPhoto via Getty Images

Formula 1’s 2026 season got underway this past weekend in Melbourne, Australia. Formula 1 has undergone a radical transformation during the short offseason, with new technical rules that have created cars that are smaller and lighter than before, with new hybrid systems that are more powerful than anything since the turbo era of the 1980s—but only if the battery is fully charged.

The changes promised to upend the established pecking order of teams, with the introduction of several new engine manufacturers and a move away from the ground-effect method of generating downforce, which was in use from 2022. For at least a year, paddock rumors have suggested that Mercedes might pull off a repeat of 2014, when it started the first hybrid era with a power unit far ahead of anyone else.

That wasn’t entirely clear after six days of preseason testing in Bahrain, nor really after Friday’s two practice sessions in Melbourne, topped by Charles Leclerc’s Ferrari and Oscar Piastri’s McLaren, respectively. The Mercedes team didn’t look particularly worried, and on Saturday, we found out why when George Russell finally left off the sandbags and showed some true pace, lapping more than six-tenths faster by the end of free practice than the next-quickest car, the Ferrari of Lewis Hamilton.

It’s never done that before

It wasn’t all smooth running for Antonelli, who tore three corners off his car during the same practice session, giving his mechanics a monstrous job to rebuild it all in a few short hours for qualifying. That almost didn’t happen, until qualifying was interrupted with a red flag caused by an uncharacteristic crash for four-time world champion Max Verstappen, who ended up in a crash barrier right at the start of his first flying lap.

A rear lockup sent Max Verstappen into the barrier during qualifying. Paul Crock / AFP via Getty Images

“I’ve never experienced something like that before in my career. The rear axle just completely locked on, then of course you can’t save that anymore at that speed,” Verstappen told the media. Red Bull hasn’t yet revealed the precise cause of Verstappen’s crash, which forced him to start Sunday’s race from the back of the grid, but it’s likely related to the way the car’s electric motor can harvest more than half of the power output from the V6 engine.

Verstappen wasn’t the only driver caught out by unfamiliar hybrid behavior. Last year’s title hopeful and hometown hero Oscar Piastri looked to have the measure of his teammate (and reigning world champion) Lando Norris, but never even took the start of the race. On the way to the grid, Piastri took a little too much curb at turn 4, at which point his car delivered 100 kW more power than he was expecting; on cold tires, this spun the wheels, and before he could catch it, the car was in pieces and his weekend was over.

Ctrl-Alt-Del

If you are a relatively recent F1 fan, you may have only watched the sport during a period of extreme reliability. It was very much not always this way, and even when budgets for the top teams were two or three times what they’re allowed to spend now, cars broke down a lot.

Completely disassembling them and putting them back together overnight didn’t help, a practice that ended some years ago, but mostly it was technical rules that required teams to use the same engines for multiple races. Until 2004, you could use multiple engines in a single race weekend; by 2009, each driver was only allowed to use eight engines during a single season. Now, the limit is just three engines, and the same for the components of the hybrid systems, with grid penalties for drivers who exceed these limits.

Aston Martin's Canadian driver Lance Stroll during the Formula One Australian Grand Prix at Melbourne's Albert Park Circuit on March 8, 2026. (Photo by Martin KEEP / AFP via Getty Images)

Aston Martin got enough running this weekend to shave two seconds off its lap time deficit to the front-runners.

Credit: Martin KEEP / AFP via Getty Images

Aston Martin got enough running this weekend to shave two seconds off its lap time deficit to the front-runners. Credit: Martin KEEP / AFP via Getty Images

That has been a rare occurrence of late, since the previous power units had been relatively stable since 2014 and were thus well-understood. But multiple drivers had issues this weekend in Oz. On Friday, we already discussed the vibration problem that limited Aston Martin’s running in preseason testing and during the first day of practice. That didn’t get much better for the team in green, which used Sunday’s race as a test session: Fernando Alonso completed 21 laps in total; Lance Stroll did 43 and actually took the finish—although it wasn’t classified, as the race distance was 58 laps.

But Aston Martin wasn’t alone in having problems. Williams has had its own trouble this year with a car that is uncompetitive and overweight, and Carlos Sainz missed the entire qualifying session after having a breakdown on his way back into the pit lane. On Sunday, Audi’s Nico Hülkenberg had to be pushed into the garage just before the start of the race with a power unit failure, marring what has otherwise been an excellent debut for the new power unit constructor, which took over the Sauber team.

Verstappen’s teammate, Isack Hadjar, had done the seemingly impossible for a Red Bull second driver and stepped up after Verstappen’s qualifying crash to claim third on the grid, behind the two extremely fast Mercedes drivers. But he only got as far as lap 10 before his power unit, the product of Red Bull’s in-house program with help from Ford, failed somewhat spectacularly, parking him by the side of the road. Five laps later, the (Ferrari-powered) Cadillac of Valteri Bottas broke down, too. Not quite the failure rate that some predicted, but six cars out of 22 still failed to make it to the checkered flag.

But it wasn’t all bad

That said, the other 16 cars did finish, including the Cadillac of Sergio Perez. Cadillac has managed to stand up a team from scratch and, since then, meet every deadline it needed to. Now, it has the rest of the season to show us it can make its car fast, something that equally applies to Williams and Aston Martin.

MELBOURNE, AUSTRALIA - MARCH 08: Gabriel Bortoleto of Brazil driving the (5) Audi F1 Team R26 leads Esteban Ocon of France driving the (31) Haas F1 VF-26 Ferrari and Pierre Gasly of France driving the (10) Alpine F1 A526 Mercedes on track during the F1 Grand Prix of Australia at Albert Park Grand Prix Circuit on March 08, 2026 in Melbourne, Australia. (Photo by Joe Portlock/Getty Images)

Audi looks to have landed in the midfield at the start of its F1 adventure.

Credit: Joe Portlock/Getty Images

Audi looks to have landed in the midfield at the start of its F1 adventure. Credit: Joe Portlock/Getty Images

Audi had an almost as monumental task as Cadillac, designing and building a new power unit to install in what was the Sauber team before the German OEM took control. Aside from Hulkenberg’s problem, it had a pretty good debut. The cars lined up 10th and 11th for the race, and Gabriel Bortoleto showed off the talent that won him an F2 championship in his first year by finishing in 9th place, scoring the outfit points on its debut. Audi looks like a solid midfield contender, alongside Haas and Racing Bulls.

Alpine’s Pierre Gasly scored the final point, but that team, like Williams, looks a long way from making best use of its Mercedes power units and right now needs to combat a problem with understeer that affects its car in high-speed corners.

Russell initially battled Leclerc for the lead, passing and repassing each other several times over several laps, allowing a rejuvenated Hamilton to catch up with them. Russell was the meat in a sandwich between the two Ferraris until Hadjar’s crash called out the first virtual safety car. The two Mercedes took the opportunity to pit for new tires, undercutting their rivals in red.

The Ferraris of Leclerc and Hamilton probably weren’t fast enough to have won even if they’d pitted at the same time. They didn’t and finished in third and fourth, behind the victorious Russell with Antonelli in second place. In clean air, the Mercedes looked unstoppable in Melbourne, and the team clearly understands how to get the most out of these new power units compared to its customer teams.

A new style of racing

The peculiarity of these new hybrid power units has demanded a new way to be fast, particularly at the temporary circuit formed around the roads of Melbourne’s Albert Park, which lacks the heavy braking zones of most F1 tracks. This was evident with the cars decelerating well before the turn 9-10 complex as the engines diverted so much of their power away from the rear wheels and through the electric motor into the battery to use later in the lap. While not quite coasting, the drivers were clearly trying to maintain as much momentum as possible with little power actually going to the tires.

MELBOURNE, AUSTRALIA - MARCH 8: The drivers prepare for their group photo on track during the F1 Grand Prix of Australia at Albert Park Grand Prix Circuit on March 8, 2026 in Melbourne, Australia. (Photo by Jayce Illman/Getty Images)

Twenty-two drivers, 22 opinions.

Credit: Jayce Illman/Getty Images

Twenty-two drivers, 22 opinions. Credit: Jayce Illman/Getty Images

Whether they approved of this or not seems to rest on whether they have a fast car.

“I thought the race was really fun to drive. I thought the car was really, really fun to drive. I watched the cars ahead, there was good battling back and forth. So far, so good. It may seem different, but in my position, I thought it was great,” said Hamilton.

“It created a lot of action in the first few laps of the race, so I think, you know, on this kind of track there will be a lot of action, in some other track maybe a bit less. But I think today was much better than what we all anticipated, so I think, yeah we need to just wait a few more races before actually commenting on this new regulation,” said Antonelli.

“Maybe now, there’s a bit more of a strategic mind behind every move you make, because every boost button activation, you know you’re going to pay the price big time after that, and so you always try and think multiple steps ahead to try and end up eventually first. But it’s a different way to go about racing for sure,” Leclerc said.

“Everyone’s very quick to criticize things. You need to give it a shot, you know. We’re 22 drivers, when we’ve had the best cars and the least tire degradation, and we’ve been happiest, everyone moans the racing [is] rubbish. Now, drivers aren’t perfectly happy, and everyone said it was an amazing race. So, you can’t have it all. And I think we should give it a chance and see after a few more races,” said Russell.

Outside the top four, the verdict was less impressed—Verstappen in particular. And I noted with interest a press release this morning from Red Bull that his GT3 team announced that the four-time F1 champion will contest the 2026 Nurburgring 24-hour race in May, plus the qualifying races that lead up to it. Verstappen will race alongside Jules Gounon, Dani Juncadella, and Lucas Auer in a Mercedes-AMG GT3 after securing his permit to race at the fearsome German circuit last year. With little left to prove in F1, there is absolutely a greater than zero chance the Dutch driver walks away from single-seaters next year—at least until the next F1 rule change—to try and win endurance races like Le Mans.

A mercedes-AMG GT3 race car inside a cooling tower of a power plant

Red Bull had someone BASE jump into this cooling tower to unveil the livery on Verstappen’s GT3 car.

Credit: Mihai Stetcu / Red Bull Content Pool

Red Bull had someone BASE jump into this cooling tower to unveil the livery on Verstappen’s GT3 car. Credit: Mihai Stetcu / Red Bull Content Pool

But that will surely depend on how well things go over the next few races, the next of which takes place next weekend in Shanghai, China. For now, I’m cautiously optimistic. The first few races of the season are on tracks that won’t play to these hybrids’ strengths, and it’s easy to reflexively hate anything new. But the racing on Sunday was more than entertaining enough, even if it wasn’t quite the same as we saw last year.

Photo of Jonathan M. Gitlin

Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica’s automotive coverage. He lives in Washington, DC.

2026 Australian Grand Prix: Formula 1 debuts a new style of racing Read More »

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Chevrolet killed it then brought it back, now we drive it: The 2027 Bolt


Faster charging, more modern infotainment, and a new LFP battery are highlights.

A row of Chevrolet Bolt noses in the sun

It’s back! Credit: Jonathan Gitlin

It’s back! Credit: Jonathan Gitlin

WESTLAKE VILLAGE, Calif.—When the Chevrolet Bolt debuted in 2017, the electric hatchback stood out: Here was an electric vehicle with more than 200 miles of range for less than half the price of a Tesla Model S. The Bolt had its ups and downs, though. A $1.8 billion recall saw the automaker replace the battery packs in more than 142,000 cars, which wasn’t great. COVID delayed the Bolt’s midlife refresh a little. It got a price cut—the first of several—plus new seats, infotainment, and even the Super Cruise driver assist, plus a slightly more capacious version called the Bolt EUV.

Along the way, the Bolt became GM’s bestselling EV by quite some margin, even as the OEM introduced its new range of more advanced EVs using the platform formerly known as Ultium. But as is often the way with General Motors, a desire to do something else with the Bolt’s assembly plant saw the car’s cancellation, as GM wanted to retool the Orion Township factory as part of its ill-judged bet that American consumers would embrace full-size electric pickups like the Silverado EV. And thus, in 2022, GM CEO Mary Barra announced the Bolt’s impending demise.

This was not well-received. Even though Chevy promised an almost-as-cheap Equinox EV, Bolt fans besieged the company and engineered a volte face. At CES in 2023, Barra revealed the Bolt would be brought back, with an all-new lithium iron phosphate battery in place of the previous lithium-ion pack. When GM originally designed the Bolt, it was the company’s sole EV, but now there’s an entire (not-) Ultium model range. The automaker also has a giant parts bin to pick from, so the Equinox EV donates its drive motor, plus there’s a new Android Automotive OS infotainment system.

But you could have read all that ages ago. Chevy announced some specs and pricing last October, including the news that there would be a sportier RS trim in addition to the LT version. Then, in January, we learned its 262-mile (422 km) range and the fact that it can DC fast-charge at up to 150 kW, using a NACS socket instead of CCS1. Now, we’ve had a chance to spend some time behind the wheel of the 2027 Bolt, and here’s what we found.

Spec sheets can be misleading

As before, the Bolt’s electric motor drives its front wheels. The drive unit generates 210 hp (157 kW), a 4 percent bump on the old car. But its torque output is just 169 lb-ft (230 Nm), well down on the 266 lb-ft (360 Nm) of the earlier Bolts. This had me worried: near-instant and effortless torque practically defines the EV driving experience, and the thought of missing nearly 40 percent of that thrust sounded like it would make for a radically different driving experience.

In fact, the 2027 Bolt is actually slightly zippier than the old car. The motor’s torque output might be less, but with an 11: 59:1 final drive ratio, you would never, ever guess. Zero to 60 mph (97 km/h) takes 6.8 seconds, 0.2 faster than before. The new motor can spin faster than the old one, and so even at highway speed there’s sufficient acceleration when you need it.

If you’re looking for a new EV for between $30,000–$40,000 there’s an awful lot of choice now. Jonathan Gitlin

The new powertrain is also more efficient. Even though much of our drive route was on challenging—and hilly—roads like Mulholland Drive down to Malibu, and mostly in Sport mode, I still saw around 4 miles/kWh (15.5 kWh/100 km). So that 262 mile range estimate from the 65 kWh battery pack sounds spot-on.

Perhaps the old Bolt’s biggest weakness was how slow its DC charging was—almost an hour to 80 percent at a maximum of just 55 kW. Now with NACS, things are a lot better. I tested recharging a Bolt LT from 19–80 percent using a Tesla V4 Supercharger, which took 25 minutes and added an indicated 211 miles of range. The charge curve is much flatter than before, starting at ~110 kW before gradually beginning to ramp down once the state of charge passed 65 percent. Like other batteries, the LFP pack will charge much more slowly once it reaches 80 percent, but unlike lithium-ion, you’re encouraged to charge the car to 100 percent as often as possible.

For most charging networks, recharging is as simple as plugging in and letting the car and charger talk to each other using plug and charge (ISO 15118); this is still being implemented for Tesla Superchargers, but you can initiate a charge from the Bolt’s charging app. A word of caution though: The charge socket is on the driver’s side of the car, which means you’ll have difficulty using a V3 Supercharger—which only features a short cable—without blocking more than one stall, something that may enrage any Tesla owners hoping to charge simultaneously.

A blue Chevy Bolt charges

Fast-charging is actually fast now.

Credit: Jonathan Gitlin

Fast-charging is actually fast now. Credit: Jonathan Gitlin

And before you ask, no, it wasn’t possible to relocate the charge port; this would require a significant redesign to the car’s unibody as well as its powertrain layout, at vast expense.

Drives like a Bolt should

Although the new $32,995 RS trim has a sportier appearance inside and out than the $28,995 LT, both trims use identical suspension tuning. The ride is more than a little bouncy over the expansion gaps of LA’s highways, but a look at previous reviews reminds me that old Bolts also did this. The effect was much less noticeable on the back roads, where the car proved nimble if not exactly captivating to drive: I would very much like to try one on performance tires. The range would suffer a little, but cornering grip would be much improved. That said, the low-rolling resistance tires have more grip and are less likely to break traction than, say, the Toyota bZ we just reviewed.

There’s a new power-steering actuator, and a new rear-twist axle, but the suspension and steering geometry should be the same as older Bolts.

However, if you’re familiar with the old Bolt, you’ll notice a few changes. The cabin has a lot more storage nooks and cubbies than before, and both the main instrument panel and the infotainment screen are larger than in a 2023 Bolt. You use a stalk mounted on the steering column to select D/R/N/P, and must now use a persistent icon on the touchscreen to toggle one-pedal driving on or off. This is less convenient than the old car and its physical controls. The regenerative braking paddle is gone from behind the steering wheel, too.

The new cabin. The seats are better but lack lateral support. If you want wireless phone charging, you’ll have to spend $1,195 on the tech package. Jonathan Gitlin

But there are two settings for one-pedal driving, one gentler than the other, and you’ll also regenerate energy using the brake pedal. Exactly how much regen occurs before the friction brakes take over depends on things like the battery’s state of charge; in high regen, I saw as much as 85 kW by lifting the throttle, and the same with one-pedal driving turned off but using the brake pedal to slow. With one-pedal turned off, the car will still regenerate a few kW when you lift the accelerator pedal, so, unlike a German EV, this car won’t coast freely.

Is this the McRib of EVs?

Any worries that the rebatteried Bolt would be missing the car’s essential character were misplaced. Although some of the numbers on paper look lower, the driving experience is no worse than the old car in most ways, and improved in terms of onboard safety systems, powertrain efficiency, and so on. The comments will no doubt reflect antipathy that GM dropped Apple CarPlay and Android Auto to cast one’s phone, but the inclusion of apps like Apple Music might go some way toward alleviating this angst. In all, the 2027 Bolt represents a solid upgrade.

But there’s a catch. Just like last time, GM has other designs on the Bolt’s assembly plant—now in Fairfax, Kansas. That factory will churn out Bolts for just 18 months; next year production ends and the automaker repurposes the site to build gasoline-powered Buick Envisions and Chevy Equinoxes. Chevy told us that it expects there will be sufficient Bolts to stock dealerships for the next two years, but after that, it’s done.

Photo of Jonathan M. Gitlin

Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica’s automotive coverage. He lives in Washington, DC.

Chevrolet killed it then brought it back, now we drive it: The 2027 Bolt Read More »

rocket-report:-spacex-launch-prices-are-going-up;-russia-fixes-broken-launch-pad

Rocket Report: SpaceX launch prices are going up; Russia fixes broken launch pad


It looks like United Launch Alliance will build more upper stages for NASA’s SLS rocket.

A welder works on repairs to the Soyuz launch pad at the Baikonur Cosmodrome in Kazakhstan. Credit: Roscosmos

Welcome to Edition 8.32 of the Rocket Report! The big news this week is NASA’s shake-up of the Artemis program. On paper, at least, the changes appear to be quite sensible. Canceling the big, new upper stage for the Space Launch System rocket and replacing it with a commercial upper stage, almost certainly United Launch Alliance’s Centaur stage, should result in cost savings. The changes also relieve some of the pressure for SpaceX and Blue Origin to rapidly demonstrate cryogenic refueling in low-Earth orbit. The Artemis III mission is now a low-Earth orbit mission, using SLS and the Orion spacecraft to dock with one or both of the Artemis program’s human-rated lunar landers just a few hundred miles above the Earth—no refueling required. Artemis IV will now be the first lunar landing attempt.

As always, we welcome reader submissions. If you don’t want to miss an issue, please subscribe using the box below (the form will not appear on AMP-enabled versions of the site). Each report will include information on small-, medium-, and heavy-lift rockets, as well as a quick look ahead at the next three launches on the calendar.

Sentinel missile nears first flight. The US Air Force’s new Sentinel intercontinental ballistic missile is on track for its first test flight next year, military officials reaffirmed last week. The LGM-35A Sentinel will replace the Air Force’s Minuteman III fleet, in service since 1970, with the first of the new missiles due to become operational in the early 2030s. But it will take longer than that to build and activate the full complement of Sentinel missiles and the 450 hardened underground silos to house them, Ars reports.

Nowhere to put them... No one is ready to say when hundreds of new missile silos, dug from the windswept Great Plains, will be finished, how much they cost, or, for that matter, how many nuclear warheads each Sentinel missile could actually carry. The program’s cost has swelled from $78 billion to an official projection of $141 billion, but that figure is already out of date, as the Air Force announced last year that it would need to construct new silos for the Sentinel missile. The original plan was to adapt existing Minuteman III silos for the new weapons, but engineers determined that it would take too long and cost too much to modify the aging Minuteman facilities. Instead, the Air Force, in partnership with contractors and the US Army Corps of Engineers, will dig hundreds of new holes across Colorado, Montana, Nebraska, North Dakota, and Wyoming. The new silos will include 24 new forward launch centers, three centralized wing command centers, and more than 5,000 miles of fiber connections to wire it all together, military and industry officials said.

The easiest way to keep up with Eric Berger’s and Stephen Clark’s reporting on all things space is to sign up for our newsletter. We’ll collect their stories and deliver them straight to your inbox.

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Space One is now 0-for-3. Japan’s Space One said its Kairos small ‌rocket self-destructed 69 seconds after liftoff on Thursday, failing to achieve the country’s first entirely commercial satellite launch for the third attempt in a row, Reuters reports. Three months after a failure of Japan’s flagship H3 rocket, the unsuccessful flight of the smaller Kairos launcher dealt a fresh blow to Japan’s efforts to establish domestic launch options and reduce its reliance ​on American rockets amid rising space security needs to counter China. Kairos measures about 59 feet (18 meters) long with three solid-fueled boost stages and a liquid-fueled upper stage to inject small satellites into low-Earth orbit. The rocket is capable of placing a payload of about 330 pounds (150 kilograms) into a Sun-synchronous orbit.

Accidental detonation... The Kairos rocket terminated its flight Thursday at an altitude of approximately 18 miles (29 kilometers) above the Pacific Ocean, just downrange from Space One’s spaceport on the southern coast of Honshu, the largest of Japan’s main islands. “No significant abnormalities were found in the flight or onboard equipment” before the self-destruction, Space One’s vice president, Nobuhiro Sekino, told a press conference, suggesting that the rocket’s autonomous flight termination system went wrong. This is a rare mode of failure in rocketry, but it has happened before. The first flight of Rocket Lab’s Electron rocket was terminated erroneously in 2017, despite no issues with the launch vehicle itself. (submitted by EllPeaTea)

PLD Space raises $209 million. PLD Space has raised 180 million euros ($209 million) to ramp up production of the Spanish startup’s Miura 5 launch vehicle, marking the largest funding round for a European space business announced this year, Space News reports. PLD said the Series C equity funding round is led by Japan’s Mitsubishi Electric Corporation, with co-investment from the Spanish Ministry of Science, Innovation, and Universities, and the Spanish public funds management company Cofides. The startup has now raised more than 350 million euros ($400 million) to date. Miura 5 has not flown yet, but PLD says it is designed to place more than a metric ton (2,200 pounds) of payload mass into low-Earth orbit.

All about scaling... The fresh cash will support PLD’s “transition to commercial operations and the scaling of its industrial and launch capabilities,” the company said in a statement. “Miura 5 was designed to address a clear and growing capacity gap in the market, and this investment support strengthens our ability to transition into commercial operations,” said Ezequiel Sánchez, PLD Space’s executive president. “It accelerates the build‑out of the industrial and launch infrastructure required to deliver reliable access to space for an expanding pipeline of global customers.” (submitted by Leika and EllPeaTea)

MaiaSpace delays first launch. Another European launch startup, the French company MaiaSpace, has announced the first flight of its two-stage Maia rocket will take place in 2027, slipping from a previously expected late 2026 launch, European Spaceflight reports. MaiaSpace is a subsidiary of ArianeGroup, which builds Europe’s flagship Ariane 6 rocket. The Maia rocket will be partially reusable, with a recoverable first stage. Just two months ago, MaiaSpace said it was targeting an initial suborbital demonstration flight of the Maia rocket in late 2026.

Ensemble de lancement... On February 24, officials from MaiaSpace and the French space agency CNES gathered at the site of the former Soyuz launch pad in Kourou, French Guiana, to sign a temporary occupancy agreement allowing MaiaSpace to begin dismantling Soyuz-specific infrastructure at the site. During the event, MaiaSpace officials revealed they expected to host the inaugural flight of Maia from the facility in 2027. When asked for comment by European Spaceflight, a representative explained that the company remained committed to launching its first rocket less than five years after the company’s creation in April 2022. (submitted by EllPeaTea)

Korean company eyes launching from Canada. South Korean launch newcomer Innospace is exploring a planned spaceport in Nova Scotia, Canada, as a potential facility to expand operations to North America, Aviation Week & Space Technology reports. The company, which has yet to successfully fly its Hanbit-Nano rocket, said on March 4 that it has reached a nonbinding, preliminary “letter of intent” with Canada’s Maritime Launch Services. Innospace said the letter of intent “establishes a strategic framework” for Korean and Canadian officials to “assess the technical, regulatory, and commercial feasibility” of launching Hanbit rockets from Nova Scotia. The first flight of the Hanbit-Nano rocket failed shortly after liftoff last year from a spaceport in Brazil, and Innospace already has preliminary agreements for potential launch sites in Europe and Australia.

Looking abroad... Several launch startups are looking at establishing additional launch sites beyond their initial operating locations. Firefly Aerospace is looking at Sweden, and Rocket Lab has already inaugurated a second launch site for its Electron rocket in Virginia after basing its first flights in New Zealand. Innospace is unique, though, in that the South Korean rocket company’s first launch pad is already halfway around the world from its home base. Meanwhile, Canada is investing in its own sovereign orbital launch capability. “We look forward to working with Innospace to evaluate how our strategic position on the Eastern Atlantic rim of North America can support their launch program while advancing reliable, repeatable access to orbit and strengthening Canada’s commercial launch capability,” said Stephen Matier, president and CEO of Maritime Launch Services.

Russia completes launch pad repairs. Late last year, a Soyuz rocket launched three astronauts to orbit from the Russian-run Baikonur Cosmodrome in Kazakhstan. But post-launch inspections revealed significant damage. A service structure underneath the rocket was unsecured during the launch of the three-man crew to the International Space Station. The structure fell into the launch pad’s flame trench, leaving the complex without the service cabin technicians use to work on the Soyuz rocket before liftoff. But Russia made quick repairs to the launch pad, the only site outfitted to launch Russian spacecraft to the ISS. Rockets will soon start flying from Pad 31 again, if all goes to plan, Space.com reports.

Restored to service... Russia’s space agency, Roscosmos, announced Tuesday that the launch pad has been repaired. More than 150 employees from the agency’s Center for Operation of Space Ground-Based Infrastructure and representatives from four contractors have wrapped up work at the damaged launch pad. Roscosmos said 2,350 square meters of structures were prepared and painted, and more than 250 linear meters of welds were completed during the repair. Meanwhile, the head of the Roscosmos ground infrastructure division told a Russian TV channel in January that “multiple members” of the launch pad team were under criminal investigation after leaving the service structure unsecured during the November launch, according to Russian space reporter Anatoly Zak. The first launch from the restored pad is scheduled for March 22, when a Soyuz rocket will boost a Progress supply ship to the ISS. A Soyuz crew launch will follow this summer.

SpaceX price hike. SpaceX recently increased launch prices from $70 million to $74 million for a dedicated Falcon 9 ride, and $6,500 per kilogram to $7,000 per kilogram for a rideshare slot, Payload reports. The company has long signaled a steady pace of price bumps, so the move does not come as a surprise. Nonetheless, the increase (along with the lack of real alternatives) highlights a tough truth in the industry: Access to orbit has gotten significantly more expensive in recent years despite all the hoopla and hopium of falling launch prices.

Keeping up… The price of a dedicated launch on a Falcon 9 has risen about 20 percent since 2021, in line with US inflation. A rideshare slot, on the other hand, now costs about 40 percent more than it did in 2021, doubling the rate of inflation, according to Payload. Rideshare pricing is the far more important number to track here. Without a price-competitive alternative, the broader space startup community has relied almost exclusively on Falcon 9 Transporter and Bandwagon missions to get to space over the last five years. Ars has previously reported on how NASA pays more for launch services than it did 30 years ago, a trend partly driven by the agency’s requirement for dedicated launches for many of its robotic science missions.

NASA aims for standardized SLS rocket. NASA Administrator Jared Isaacman announced sweeping changes to the Artemis program on February 27, including an increased cadence of missions and cancellation of an expensive rocket stage, Ars reports. The upheaval comes as NASA has struggled to fuel the massive Space Launch System rocket for the upcoming Artemis II lunar mission and Isaacman has sought to revitalize an agency that has moved at a glacial pace on its deep space programs. There is growing concern that, absent a shake-up, China’s rising space program will land humans on the Moon before NASA can return there this decade with Artemis.

CU later, EUS… “NASA must standardize its approach, increase flight rate safely, and execute on the president’s national space policy,” Isaacman said. “With credible competition from our greatest geopolitical adversary increasing by the day, we need to move faster, eliminate delays, and achieve our objectives.” The announced changes to the Artemis program include the cancellation of the Exploration Upper Stage and Block IB upgrade for SLS rocket, and future SLS missions, starting with Artemis IV, will use a “standardized” commercial upper stage. Artemis III will no longer land on the Moon. Instead, the Orion spacecraft will launch on SLS and dock with SpaceX’s Starship and/or Blue Origin’s Blue Moon landers in low-Earth orbit.

NASA favors ULA upper stage. United Launch Alliance’s Centaur V upper stage, used on the company’s Vulcan rocket, will replace the Exploration Upper Stage (EUS) on SLS missions beginning with Artemis IV, Bloomberg reports. ULA, a 50-50 joint venture between Boeing and Lockheed Martin, also built the interim upper stages flying on the Artemis I, II, and III missions. Those stages were based on designs used for ULA’s now-retired Delta IV Heavy rocket. With that production line shut down, ULA will now provide Centaur Vs to NASA. This means Boeing, which was on contract to develop the EUS, will still have a role in supplying upper stages for the SLS rocket. Boeing is also the prime contractor for the rocket’s massive core stage.

Building on a legacy… The Centaur V upper stage is the latest version of a design that dates back to the 1960s. Centaurs began flying in 1962, and the Centaur V is the most powerful variant, with a wider diameter and two hydrogen-fueled RL10 engines. The Centaur V still uses the ultra-thin, pressure-stabilized stainless steel structure used on all Centaur upper stages. The Centaur has a reliable track record, and the Centaur V’s predecessor, the Centaur III, was human-rated for launches of Boeing’s Starliner crew capsule.

Artemis II helium issue fixed. NASA has fixed the problem that forced it to remove the rocket for the Artemis II mission from its launch pad last month, but it will be a couple of weeks before officials are ready to move the vehicle back into the starting blocks at Kennedy Space Center in Florida, Ars reports. Ground teams moved the SLS rocket back to the Vehicle Assembly Building last month to repair an issue with the upper stage’s helium system. Inspections revealed that a seal in the quick disconnect, through which helium flows from ground systems into the rocket, was obstructing the pathway, according to NASA. “The team removed the quick disconnect, reassembled the system, and began validating the repairs to the upper stage by running a reduced flow rate of helium through the mechanism to ensure the issue was resolved,” NASA said in an update posted Tuesday.

Targeting April 1… NASA is not expected to return the SLS rocket and Orion spacecraft to the launch pad until later this month. Inside the VAB, technicians will complete several other tasks to “refresh” the rocket for the next series of launch opportunities. NASA has not said whether the launch team will conduct another countdown rehearsal after it returns to Launch Complex 39B at Kennedy. The first of five launch opportunities in early April is on April 1, with a two-hour launch window opening at 6: 24 pm EDT (22: 24 UTC). There are additional launch dates available on April 3, 4, 5, and 6.

Next three launches

March 7: Falcon 9 | Starlink 17-18  | Vandenberg Space Force Base, California | 10: 58 UTC

March 10: Alpha | Stairway to Seven | Vandenberg Space Force Base, California | 00: 50 UTC

March 10: Falcon 9 | EchoStar XXV | Cape Canaveral Space Force Station, Florida | 03: 14 UTC

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Stephen Clark is a space reporter at Ars Technica, covering private space companies and the world’s space agencies. Stephen writes about the nexus of technology, science, policy, and business on and off the planet.

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