Features – Page 22

Why are groups of university students modifying Cadillac Lyriq EVs?

Cadillac Lyriq, Cars, EcoCar EV Challenge, Features / Shannon Garcia / April 21, 2024

A Cadillac Lyriq EV — Enlarge / For the previous EcoCar 3 competition, student teams turned Camaro sportscars into hybrids. For the EcoCar EV challenge, their job is to improve on the Cadillac Lyriq.

EcoCar

Across the country, teams of students at 15 different universities are in the middle of a four-year project, dissecting an electric vehicle and figuring out ways to make it even better. The program, called the EcoCar EV Challenge, was founded more than three decades ago by the US Department of Energy and is run by the DOE’s Argonne National Laboratory.

Over the last 35 years, more than 30,000 students from 95 universities have participated in the EcoCar Challenge, part of the DOE’s Advanced Vehicle Technology Competition. Each segment spans four years, with the most recent cycle beginning in 2023 with a new Cadillac Lyriq donated by the General Motors automaker.

The students take this competition very seriously, as participation alone brings a lot of benefits, including the potential for a lifelong career path.

Mobility advancement in progress

One of the organization’s goals is to challenge teams to “identify and address specific challenges with equity in the future of mobility through the application of innovative hardware and software solutions” while working with underserved populations. Through this process, the student-run teams are discovering untapped potential for future EV development and finding solutions that could help local and national communities.

The entire first year is packed with intense research and planning. Students don’t even get to put their hands on a car until year two; meanwhile, they learn how to work together and communicate as a team. They run simulations with propulsion controls and modeling, and by the time they have access to a vehicle, they’re ready to dive in.

University of Alabama student Corban Walsh explains that during the prototyping process, automakers like Cadillac end up with a fleet of pre-production vehicles that can’t be resold. Walsh and his team were given a practically new all-electric Lyriq with just 17,000 miles (27,400 km) on it, and they decided their goal was to transform it from a rear-wheel-drive to an all-wheel-drive configuration and boost the horsepower from 300 to 550 (223 to 373 kW). With tasks like that, one might think this is an ideal club for car fanatics. But Walsh says the team has diverse interests and is in fact very software- and planning-focused.

Year one is research and planning.

EcoCar

“In some ways, we attract the ‘car guy’ type of person, but at the end of the day, you don’t have to be a car guy,” Walsh says. “You can even forget it’s a car sometimes.”

Any student can join the EcoCar EV Challenge, and general onboarding familiarizes them with the tracks and teams they can join. First, they take a lab tour and view required safety videos; then, they choose a subteam under the general categories of hardware, integration, and software development. The Connected and Automated Vehicle Features subteam, for example, integrates sensor hardware and software, stitching together the data.

Along the way, small tasks lead to big advances. One of the first orders of business for the Lyriq was to obtain a clean title and registration as a salvage vehicle to be considered road-legal. Teams strip the cars down as far as they can, sometimes moving forward through a series of trials and errors. They read all the manuals they can get their hands on, consulting with their GM mentor when they get stuck.

GM also supplies some parts, allowing students to order a limited number from the catalog. The University helps defray some of the cost, and companies like American Axle donate critical components like motors. Natick, Massachusetts-based Mathworks provides the simulation software the team needs for planning. Students learn how to use the resources available on campus, too.

“One of the hardest but coolest things we’ve worked on was when we had to plan mountings for two new motors,” Walsh says. “We decided to use the on-campus foundry where we can cast these parts.”

The foundry had excellent advice for the team, Walsh says, helping them figure out how to make mountings that were strong enough to hold the motor and won’t cause corrosion. They 3D-printed the part and made a ceramic mold, then burned out the plastic and let the metal harden.

Why are groups of university students modifying Cadillac Lyriq EVs? Read More »

Framework’s software and firmware have been a mess, but it’s working on them

AMD, BIOS, Biz & IT, Features, framework laptop, framework laptop 13, framework laptop 16, intel, Security, Tech / Shannon Garcia / April 15, 2024

Enlarge / The Framework Laptop 13.

Andrew Cunningham

Since Framework showed off its first prototypes in February 2021, we’ve generally been fans of the company’s modular, repairable, upgradeable laptops.

Not that the company’s hardware releases to date have been perfect—each Framework Laptop 13 model has had quirks and flaws that range from minor to quite significant, and the Laptop 16’s upsides struggle to balance its downsides. But the hardware mostly does a good job of functioning as a regular laptop while being much more tinkerer-friendly than your typical MacBook, XPS, or ThinkPad.

But even as it builds new upgrades for its systems, expands sales of refurbished and B-stock hardware as budget options, and promotes the re-use of its products via external enclosures, Framework has struggled with the other side of computing longevity and sustainability: providing up-to-date software.

Driver bundles remain un-updated for years after their initial release. BIOS updates go through long and confusing beta processes, keeping users from getting feature improvements, bug fixes, and security updates. In its community support forums, Framework employees, including founder and CEO Nirav Patel, have acknowledged these issues and promised fixes but have remained inconsistent and vague about actual timelines.

But according to Patel, the company is working on fixing these issues, and it has taken some steps to address them. We spoke to him about the causes of and the solutions to these issues, and the company’s approach to the software side of its efforts to promote repairability and upgradeability.

Promises made

Here’s a case in point: the 12th-generation Intel version of the Framework Laptop 13, which prompted me to start monitoring Framework’s software and firmware updates in the first place.

In November 2022, Patel announced that this model, then the latest version, was getting a nice, free-of-charge spec bump. All four of the laptop’s recessed USB-C ports would now become full-speed Thunderbolt ports. This wasn’t a dramatic functional change, especially for people who were mostly using those ports for basic Framework expansion modules like USB-A or HDMI, but the upgrade opened the door to high-speed external accessories, and all it would need was a BIOS update.

The recessed USB-C ports in the 12th-gen Intel version of the Framework Laptop 13 can be upgraded to fully certified Thunderbolt ports, but only if you're willing to install one in a long series of still-in-testing beta BIOSes. — Enlarge / The recessed USB-C ports in the 12th-gen Intel version of the Framework Laptop 13 can be upgraded to fully certified Thunderbolt ports, but only if you’re willing to install one in a long series of still-in-testing beta BIOSes.

Andrew Cunningham

A final version of this BIOS update finally showed up this week, nearly a year and a half later. Up until last week, Framework’s support page for that 12th-gen Intel laptop still said that there was “no new BIOS available” for a laptop that began shipping in the summer of 2022. This factory-installed BIOS, version 3.04, also didn’t include fixes for the LogoFAIL UEFI security vulnerability or any other firmware-based security patches that have cropped up in the last year and a half.

And it’s not just that the updates don’t come out in a timely way; the company has been bad about estimating when they might come out. That old12th-gen Framework BIOS also didn’t support the 61 WHr battery that the company released in early 2023 alongside the 13th-gen Intel refresh. Framework originally told me that BIOS update would be out in May of 2023. A battery-supporting update for the 11th-gen Intel version was also promised in May 2023; it came out this past January.

Framework has been trying, but it keeps running into issues. A beta 3.06 BIOS update with the promised improvements for the 12th-gen Intel Framework Laptop was posted back in December of 2022, but a final version was never released. The newer 3.08 BIOS beta entered testing in January 2024 but still gave users some problems. Users would go for weeks or months without any communication from anyone at Framework.

The result is multiple long forum threads of frustrated users asking for updates, interspersed with not-untrue but unsatisfying responses from Framework employees (some version of “we’re a small company” is one of the most common).

Framework’s software and firmware have been a mess, but it’s working on them Read More »

Why there are 861 roguelike deckbuilders on Steam all of a sudden

deck-builder, deckbuilders, Features, gaming, roguelike, roguelike deck-builder, roguelike deckbuilders, roguelikes / Mike M. / April 13, 2024

A very full house —

9 answers from 8 devs about why combat card games on screens have blown up.

Kevin Purdy – Apr 12, 2024 1: 31 pm UTC

A hand holding a set of cards from popular roguelike deckbuilders, including Slay the Spire and Balatro — Aurich Lawson

In a deckbuilding game, you start out with a basic set of cards, then upgrade it over time, seeking synergies and compounding effects. Roguelikes are games where death happens quite often, but each randomized “run” unlocks options for the future. In both genres, and when they’re fused together, the key is staying lean, trimming your deck and refining your strategy so that every card and upgrade works toward unstoppable momentum.

“Lean” does not describe the current scene for roguelike deckbuilder games, but they certainly have momentum. As of this writing, Steam has 2,599 titles tagged by users with “deckbuilding” and 861 with “roguelike deckbuilder” in all languages, more than enough to feed a recent Deckbuilders Fest. The glut has left some friends and co-workers grousing that every indie game these days seems to be either a cozy farming sim or a roguelike deckbuilder.

I, an absolute sucker for deckbuilders for nearly five years, wanted to know why this was happening.

In Slay the Spire, and most roguelike deckbuilders, you battle enemies by drawing cards and playing a limited number of them: attack, defend, buff, debuff, etc. Crucially, enemies show you what they are going to do next, so you can triage and strategize.

MegaCrit
Winning battles nets you random new card choices, which may or may not fit your strategy.

MegaCrit
You choose which path to take, full of battles, stores, random “encounters,” rest stops, and “Elite” battles that are more rewarding.

MegaCrit
Stores and encounters will often let you buy cards or artifacts, and sometimes remove them, too.

MegaCrit
Roguelike deckbuilder bosses are often designed to challenge build strategies and force adaptability.

MegaCrit
Or, as often happens, you just die and start over with more cards and upgrades unlocked for next time.

MegaCrit

What is so appealing to developers and players about single-player card games made for screens? How do developers differentiate their deckbuilders? And how do you promote a title in a niche but crowded field?

Seeking these answers, I spoke with a bunch of roguelike deckbuilder developers, and I read interviews and watched conference talks from others. Some common themes and trends revealed themselves. Like a well-honed deck, each element fed into and bolstered the others.

But let’s first go back to the beginning, to perhaps the most powerful single element of roguelike deckbuilders’ success: two college friends in their 20s, tired of working QA jobs.

Slay the Spire’s starting point

Slay the Spire marked what was arguably the start of modern, single-player roguelike deckbuilder video games. Some games may technically have combined combat-oriented deckbuilding with the procedural generation and die/improve/repeat nature of roguelikes, but the 2019 game was the first to crack the formula and build a big audience around it. Slay the Spire also broadly boosted enthusiasm for single-player card games on computers in general—games other than Windows’ Solitaire, at least.

Video directed by Justin Wolfson, edited by John Cappello. Click here for transcript.

In a video interview with Ars Technica, and at Game Developer Conference (GDC) talks in 2019 on marketing and balancing, developers Anthony Giovannetti and Casey Yano told the game’s story. Giovannetti and Yano had met in college and made some one-off games, then graduated and got jobs. Giovannetti was a card game and tabletop enthusiast, even briefly managing a game store. He was certainly familiar with deckbuilding pioneer Dominion, but his main game was Netrunner—he still maintains the community site StimHack. Yano worked at Amazon, where he said he picked up the company’s “customer obsession” mentality.

In mid-2015, the two reconnected and went all-in on making their genre-melding concept, initially named “Card Crawl.” Starting with stick-figure drawings, a procedurally generated progression scheme cribbed from FTL, and input from some advanced Netrunner playtesters, they worked until the game was ready for early access on Steam. Chief among their in-development discovery was broadcasting enemy intents to the player and simplifying visuals and indicators until they were readable at a glance, even in a foreign language.

Slay the Spire launched in Steam’s Early Access after more than two years of development in November 2017. It sold 200 copies on day one, 300 on day two, and 150 on day three, declining from then on. The developers had made trailers, sent more than 600 emails to press and other outlets, and in the critical first two weeks of release, they had only sold 2,000 copies.

Things looked grim, but eventually, some of the 200 keys they sent to streamers led to some live play. An influential Chinese streamer’s Slay session garnered more than 1 million views, which nudged the game up the top seller list, leading to further sales, which sparked more streams, and so on. Grateful for their second wind, the team released new patches every week and used statistical feedback from early sessions to further tune the game. They took care not to remove “overpowered” strategy discoveries because they understood the joy of “a well-powered Rube Goldberg machine.”

Despite critical raves, a 99 percent positive Steam review rating, and more than 1.5 million sales by September 2019, Yano told the GDC crowd that “we never really improved how to, like, sell the game. I would say it’s still really word-of-mouth. But it’s been doing well that way, so I think we’re gonna keep going that way.”

Multiple developers I spoke with cited Slay the Spire as inspiration; one had more than 1,000 hours in it. The game’s design and success have compounded a few times over, creating new starting points. Balatro‘s developer claimed to have not played deckbuilders before making his own, but he was fascinated by streams of Luck Be a Landlord. That slot machine roguelike was, per its developer’s blog, heavily influenced by Slay the Spire. Even if you don’t know it, you probably know it.

<em>SpellRogue</em>, from a two-person team, has cards, but you use them by rolling dice and fitting the results into the cards’ slots (Yahtzee!).” height=”1440″ src=”https://cdn.arstechnica.net/wp-content/uploads/2024/04/Screenshot_EarlyAccess_3840x2160-2-scaled.jpg” width=”2560″></img><figcaption>
<p><em>SpellRogue</em>, from a two-person team, has cards, but you use them by rolling dice and fitting the results into the cards’ slots (Yahtzee!).</p>
<p>Guidelight Games/Ghost Ship Publishing</p>
</figcaption></figure>
</p></div>
<nav>Page: <span>1 <a href=

Why there are 861 roguelike deckbuilders on Steam all of a sudden Read More »

The Maven: A user-friendly, $2K Cargo e-bike perfect for families on the go

cargo bike, Cars, e-bike, Features, Reviews / DJ Henderson / April 6, 2024

family fun —

The $2K bike is aimed at smaller riders who want a manageable cargo e-bike. It delivers.

Beth Mole – Apr 5, 2024 11: 30 am UTC

The first thing I should say in this bike review is that I am not a bike enthusiast.

My preferred form of exercise is running, where no mechanical components are necessary. But I’m acting as reviewer here because what I lack in longstanding opinions on brand-name bike gearing and motor hubs, I make up for by being the exact target audience for the bike under review: the Maven Cargo E-bike by Integral Electrics. This is a cargo bike designed not for hardcore cyclists but for smaller riders, women specifically, who would happily swap out their family’s second car for a simpler e-bike—as long as it can handle the needs of family life: toting children, running errands, and making short commutes.

This is exactly what Integral CEO and co-founder Laura Belmar and her family were looking for amid the pandemic, she told me in an interview. But while her husband picked out e-bikes that were comfortably designed for him, who is taller than her, she consistently found herself top-heavy and struggling as soon as her two kids were loaded onto the bikes. “They were scared to ride with me,” she said of her kids. “One time, we were literally going down in the park and a jogger came by and grabbed the rack and pulled us back up.”

Belmar said she knew other families in the same situation. So she set out to design a bike that would essentially be a family station wagon on two wheels, one that would be easy to maneuver and control by smaller riders but still adjustable for taller cyclists—the Maven claims a size range of 5 feet, 0 inches to 6-foot-7. And, aside from ease of use, she sought ideal family-car features: comfort, safety, and affordability.

As a 5-foot-4 person with a 5-year-old, a taller husband, a need to run occasional errands, and an interest in ditching a second car, I’m the best person on Ars’ staff to see if the Maven lives up to its lofty goals. With the help of the cycling enthusiasts and experts on Ars’ staff, I’ll make sure this review hits all of the technical details cycling nerds will be looking for. But this will be an accessible review for families interested in an alternative to a second car and who, like me, may be cargo e-bike newbies. I’ll start with my general impressions and then dive into specifics.

The Maven at a glance

General impressions

As mentioned above, this is a cargo e-bike designed to never feel unwieldy to smaller riders while they’re hauling precious cargo. On this count, the Maven hits the mark. Straight out of the box, before I even dove into the manual, I easily rode around without even turning on the motor. It’s certainly a hefty bike, weighing in at 85 pounds on its own. But I never felt top-heavy on it or struggled to maneuver it. Integral boasts that it accomplishes this with a low center of gravity and fat, stable tires. Its two batteries sit low on the bike, and its 20-inch wheels allow the rear rack to sit just 24 inches off the ground. The tires are also 3 inches wide, giving them extra stability.

The Maven isn’t the only cargo e-bike on the market with these features; 20-inch tires are on several other bikes, including Aventon’s Abound and some others previously reviewed by Ars, like the Trek Fetch+2 and the RadWagon. So, whether the Maven is the best bike for your situation may depend on its other features.

The bike provides a fun, effortless ride—with and without groceries or my kid on the back. My review bike came with a rear railing/handlebar (a $99 add-on) and a seat pad ($69) that allowed my kid to help me test out the bike. He was not afraid to ride with me. In fact, he loved it. And in our many miles together, I found myself periodically forgetting he was back there. Going up hills and accelerating was effortless when the 750-watt motor kicked in. The adjustable front suspension was generously cushiony as we took the bike over gravel, dirt, asphalt, and sidewalks in various states of repair.

On a few occasions, my kid reminded me of his presence by shaking the bike from side to side, pretending we were sliding on ice. (He was having fun imagining us re-creating one of his favorite scenes from the animated movie Polar Express, when the train derails on a frozen lake.) But even with his best efforts to destabilize the bike, I never felt at risk of losing control or going down.

The Maven: A user-friendly, $2K Cargo e-bike perfect for families on the go Read More »

After Concorde, a long road back to supersonic air travel

Features, NASA, Science, supersonic, supersonic boom, supersonic flight / DJ Henderson / March 30, 2024

shhh —

Supersonic flight without loud booms? NASA is working on that.

Jacek Krywko – Mar 29, 2024 10: 45 am UTC

NASA's and Lockheed Martin's X-59 experimental supersonic jet is unveiled during a ceremony in Palmdale, California, on January 12, 2024. — Enlarge / NASA’s and Lockheed Martin’s X-59 experimental supersonic jet is unveiled during a ceremony in Palmdale, California, on January 12, 2024.

Robyn Beck/AFP via Getty Images

When Chuck Yeager reached Mach 1 on October 14, 1947, the entire frame of his Bell X-1 aircraft suddenly started to shake, and the controls went. A crew observing the flight in a van on the ground reported hearing something like a distant, rolling thunder. They were probably the first people on Earth to hear a boom made by a supersonic aircraft.

The boom felt like an innocent curiosity at first but soon turned into a nightmare. In no time, supersonic jets—F-100 Super Sabers, F-101 Voodoos, and B-58 Hustlers—came to Air Force bases across the US, and with them came the booms. Proper, panes-flying-off-the windows supersonic booms. People filed over 40,000 complaints about nuisance and property damage caused by booming jets, which eventually ended up with the Federal Aviation Administration imposing a Mach 1 speed limit for flights over land in 1973.

Now, NASA wants this ban to go. It has started the Quesst mission to go fast over American cities once more. But this time, it wants to do it quietly.

Breaking the sound barrier

The reason Yeager’s X-1 was so difficult to control at Mach 1 was not an actual “sound barrier” the plane broke. The “barrier” aspect is purely metaphorical. While Yeager’s plane experienced turbulence and shaking, it was due to rising drag and aircraft design.

At subsonic speeds, the airflow around the wings, tail, and fuselage is smooth. But at supersonic speeds, the air going over irregular shapes— the nose, canopy, and wings—accelerates to above the speed of sound. Then, where the curvature of the wing or canopy becomes less pronounced, it starts to build up pressure and decelerate back below Mach 1, a phenomenon known as “adverse pressure.” This creates shockwaves, and those are what cause supersonic booms and change the way wings, flaps, and other control surfaces behave in an airplane. The X-1 started acting so wild at Mach 1 because its aerodynamics weren’t designed for supersonic flight.

Lockheed, Bell, McDonell Douglas, and other companies that built early supersonic planes solved the control issues quickly, which made accelerating to Mach speeds pretty uneventful for the pilot. But that left two decades of booming.

Enlarge / A Bell Aircraft Corporation X-1 supersonic test plane, circa 1950. An X-1 was the first plane to break the sound barrier in Chuck Yeager’s flight on October 14, 1947.

Museum of Flight/CORBIS/Corbis via Getty Images

How loud is the boom?

A supersonic jet boom sounds like a thunder strike hitting nearby—a product of the shockwaves generated mainly by the nose and tail of the aircraft. The boom usually falls between 100 and 110 on a perceived level decibel scale (PLdB), which is used to quantify how people experience sound. A car door slam 100 feet away is 60 PLdB; distant thunder, like the one the ground crew heard during Yeager’s first supersonic flight, is around 70 PLdB. A supersonic boom is on par with a nearby thunder strike, which falls at around 105–110 PLdB.

It’s really freaking loud. And you can easily make it even louder.

This 110 PLdB is estimated for an airplane in a steady, level flight at high altitude. These conditions create what’s known as a “carpet boom” that tracks the aircraft on the ground for the entire time it flies supersonic.

Transitions from subsonic to supersonic speeds and vice versa result in so-called “focus booms,” which can be up to three to four times louder than a carpet boom. This likely gave rise to the popular misconception that the boom is heard only when a plane breaks the sound barrier.

Focus booms are also caused by maneuvers like pitch and dive, where an aircraft gains altitude, levels, and flies back down; turns made with aggressive banking angles work as well. Unlike carpet booms, the booms made by transitions and maneuvers are singular events. The military even tested whether those amplified booms could be projected at chosen spots on the ground to weaponize them. As it turned out, you could do targeted booms, but they proved more scary than lethal.

But despite all the problems with booming, the allure of superior speed was irresistible. Supersonic airplanes could cut the time of transatlantic flights by half. So back in the mid-1950s, when the FAA’s Mach 1 speed limit was still many years away, British and French engineers got to the drawing board and conceived one of the most breathtaking airliners to ever pierce the sky: Concorde.

After Concorde, a long road back to supersonic air travel Read More »

Testing the 2024 BMW M2—maybe the last M car with a manual transmission

BMW M2, car review, Cars, Features, manual transmission / DJ Henderson / March 23, 2024

A pale blue BMW M2 seen parked in the hills — Enlarge / BMW’s M2 might be the last M car it builds with three pedals and a stick shift.

Peter Nelson

We’re at an interesting crossroads in the high-performance enthusiast car market. Running east to west is the adoption of electric vehicles and a slow reduction in internal combustion engine car production. North to south is the progression of ICE horsepower from the factory over the years, and it’s unclear how far it continues from here. Coming in diagonally is the weakening demand for manual transmissions—this is sadly where they end.

In the middle of this intersection is the 2024 BMW M2 six-speed manual, hanging its tail out in a massive controlled drift around the edges, expressing one last hurrah as BMW’s final object of internal-combustion M car affection.

I recently had the opportunity to pilot BMW’s latest, smallest M car through some of Southern California’s most fun mountain roads, plus Willow Springs International Raceway’s Streets of Willow circuit. When it comes to quickly figuring out this kind of car’s powertrain and chassis, I can’t think of a better mix of pavement. Here’s what makes the latest—and last—six-speed-manual-equipped M2 generation an overall excellent enthusiast coupe.

Enlarge / BMW has given the M2 a much more muscular look than the normal 2 series coupe.

Peter Nelson

Focused inside-out

Looks are subjective, particularly BMW looks, but I think BMW did a good job on the M2’s exterior. Its kidney grilles, headlights, fender flares, exhaust tips, and wide fenders—especially in the rear quarter panels—are attractive. It’s a muscular little coupe, and it definitely informs you of its intentions with its massive intakes cut into its front end. Behind them lies a heat exchanger for its engine’s air-to-water intercooling (more on that in a bit), plus several other forms of water and oil cooling to ensure long-lasting peak performance, all-twisty-road-and-track-session-long. It’s hard to mistake it for a base 2 Series.

Inside, it’s quite spacious for a coupe and has great visibility all around. My test car included the $9,900 Carbon Package, which gets you comfortable, near-race-bucket carbon fiber seats and a slick carbon roof. I’m 6 feet and 3 inches tall, so the absence of sliding glass up top was a godsend and even allowed me to wear a helmet on track without needing to recline, a rarity in modern cars. The seats are a bit of a pain to slide in and out of, and the left leg bolster pushed inward slightly too much, impeding efficient and comfortable clutch action for my lanky figure. I suspect many folks wouldn’t have the same issue, though.

Technology-wise, a crisp 12.3-inch digital instrument cluster and a 14.9-inch touchscreen take up a lot of real estate. BMW’s iDrive 8 software is easy to get the hang of, operates quite seamlessly, and has good haptic feedback. Materials quality is overall quite good; all buttons and dials felt substantial, and the Carbon Package includes chic slabs of carbon fiber trim instead of the boring old piano black plastic that’s all too common in modern performance cars.

Opinions are mixed when it comes to BMW's carbon bucket seats. They hold you in place well but can be hard to get in and out of, and the hump between the driver's legs is polarizing. — Enlarge / Opinions are mixed when it comes to BMW’s carbon bucket seats. They hold you in place well but can be hard to get in and out of, and the hump between the driver’s legs is polarizing.

Peter Nelson

Testing the 2024 BMW M2—maybe the last M car with a manual transmission Read More »

Here’s what we know about the Audi Q6 e-tron and its all-new EV platform

Audi, Audi Q6 e-tron, Cars, Features, Premium Platform Electric / Kelly Newman / March 18, 2024

premium platform electric —

Audi has bet big on its next flexible EV architecture, starting with this SUV.

Jonathan M. Gitlin – Mar 18, 2024 6: 00 pm UTC

An Audi A6 seen in a studio — Enlarge / This is Audi’s next electric vehicle, the Q6 e-tron SUV.

Audi

MUNICH—Audi’s new electric car platform is an important one for the company. Debuting in the new 2025 Q6 e-tron, it will provide the bones for many new electric Audis—not to mention Porsches and even Lamborghinis and Bentleys—in the coming years. Its development hasn’t been entirely easy, either; software delays got in the way of plans to have cars in customer hands in 2023. But now the new Q6 e-tron is ready to meet the world.

There’s some rather interesting technology integrated into the Q6 e-tron’s new electric vehicle architecture. Called PPE, or Premium Platform Electric, it’s been designed with flexibility in mind. Audi took the role of leading its development within Volkswagen Group, but the other brands within that corporate empire that target the upper end of the car market will also build EVs with PPE.

Since SUVs are still super-popular, Audi is kicking off the PPE era with an SUV. But the platform allows for other sizes and shapes—next year, we should see the A6 sedan and, if we’re really lucky, an A6 Avant station wagon.

The Q6 e-tron is a midsize SUV, measuring 187.8 inches (4,771 mm) long, 78.5 inches (1,993 mm) wide, and 65 inches (1,648 mm) tall.

Audi
That’s as wide and tall as the Q8 e-tron, but four inches shorter, mostly in the 114.3-inch (2,998 mm) wheelbase, which translates to a little less rear leg and cargo room.

Audi
The “quattro blisters” above each wheel arch prevent the shape from looking too slab-sided when you see it in person.
There’s a small frunk.

Audi
Most of your luggage goes here.

Audi

Better batteries

There’s a new EV powertrain, a significant advancement over the one that powers Audi’s Q8 e-tron SUV. The cells are prismatic and made by CATL at a German plant, with a nickel cobalt manganese chemistry (in a roughly 8:1:1 ratio). It’s been simplified, with 12 modules, each made of 15 cells. Compared to the Q8’s pack, the new Q6 has 30 percent greater energy density at the pack level, as well as 5 percent more actual energy, despite a 15 percent reduction in the mass of the pack (1,257 lbs/570 kg).

It operates at 800 V, which enables very fast DC charging: The 94.9 kWh (useable) battery pack can charge from 10 to 80 percent in 21 minutes. Audi says it doesn’t have to throttle back from 270 kW until the state of charge increases past 40 percent, at which point it declines at a constant rate to 150 kW at 80 percent SoC. (Past 80 percent, a fast-charging EV will throttle back the charger significantly.)

Of course, that requires access to a DC fast charger capable of 800 V. For 400 V chargers, the battery pack cleverly splits itself into two 400 V packs using a mechanical fuse switch, then equalizes their SoCs, then charges them both in parallel at up to 135 kW. Audi says it went for this approach versus a DC-DC inverter because it saved weight. Both sides feature AC charge ports, with DC charging only on the driver’s side. Model year 2025 Q6 e-trons will feature CCS1 ports on the driver’s side, with the switch to J3400 taking place the following year.

A cutaway of the Q6 e-tron’s powertrain.

Jonathan Gitlin
A closer look at the Q6 e-tron’s rear drive motors.

Jonathan Gitlin
More motor components.

Jonathan Gitlin
PPE EVs have AC charging ports on both sides.

Audi

Here’s what we know about the Audi Q6 e-tron and its all-new EV platform Read More »

Hackers can read private AI-assistant chats even though they’re encrypted

AI, Artificial Intelligence, Biz & IT, Encryption, Features, gpt, privacy, Security, side channel / Mike M. / March 14, 2024

CHATBOT KEYLOGGING —

All non-Google chat GPTs affected by side channel that leaks responses sent to users.

Dan Goodin – Mar 14, 2024 12: 30 pm UTC

AI assistants have been widely available for a little more than a year, and they already have access to our most private thoughts and business secrets. People ask them about becoming pregnant or terminating or preventing pregnancy, consult them when considering a divorce, seek information about drug addiction, or ask for edits in emails containing proprietary trade secrets. The providers of these AI-powered chat services are keenly aware of the sensitivity of these discussions and take active steps—mainly in the form of encrypting them—to prevent potential snoops from reading other people’s interactions.

But now, researchers have devised an attack that deciphers AI assistant responses with surprising accuracy. The technique exploits a side channel present in all of the major AI assistants, with the exception of Google Gemini. It then refines the fairly raw results through large language models specially trained for the task. The result: Someone with a passive adversary-in-the-middle position—meaning an adversary who can monitor the data packets passing between an AI assistant and the user—can infer the specific topic of 55 percent of all captured responses, usually with high word accuracy. The attack can deduce responses with perfect word accuracy 29 percent of the time.

Token privacy

“Currently, anybody can read private chats sent from ChatGPT and other services,” Yisroel Mirsky, head of the Offensive AI Research Lab at Ben-Gurion University in Israel, wrote in an email. “This includes malicious actors on the same Wi-Fi or LAN as a client (e.g., same coffee shop), or even a malicious actor on the Internet—anyone who can observe the traffic. The attack is passive and can happen without OpenAI or their client’s knowledge. OpenAI encrypts their traffic to prevent these kinds of eavesdropping attacks, but our research shows that the way OpenAI is using encryption is flawed, and thus the content of the messages are exposed.”

Mirsky was referring to OpenAI, but with the exception of Google Gemini, all other major chatbots are also affected. As an example, the attack can infer the encrypted ChatGPT response:

Yes, there are several important legal considerations that couples should be aware of when considering a divorce, …

as:

Yes, there are several potential legal considerations that someone should be aware of when considering a divorce. …

and the Microsoft Copilot encrypted response:

Here are some of the latest research findings on effective teaching methods for students with learning disabilities: …

is inferred as:

Here are some of the latest research findings on cognitive behavior therapy for children with learning disabilities: …

While the underlined words demonstrate that the precise wording isn’t perfect, the meaning of the inferred sentence is highly accurate.

Enlarge / Attack overview: A packet capture of an AI assistant’s real-time response reveals a token-sequence side-channel. The side-channel is parsed to find text segments that are then reconstructed using sentence-level context and knowledge of the target LLM’s writing style.

Weiss et al.

The following video demonstrates the attack in action against Microsoft Copilot:

Token-length sequence side-channel attack on Bing.

A side channel is a means of obtaining secret information from a system through indirect or unintended sources, such as physical manifestations or behavioral characteristics, such as the power consumed, the time required, or the sound, light, or electromagnetic radiation produced during a given operation. By carefully monitoring these sources, attackers can assemble enough information to recover encrypted keystrokes or encryption keys from CPUs, browser cookies from HTTPS traffic, or secrets from smartcards. The side channel used in this latest attack resides in tokens that AI assistants use when responding to a user query.

Tokens are akin to words that are encoded so they can be understood by LLMs. To enhance the user experience, most AI assistants send tokens on the fly, as soon as they’re generated, so that end users receive the responses continuously, word by word, as they’re generated rather than all at once much later, once the assistant has generated the entire answer. While the token delivery is encrypted, the real-time, token-by-token transmission exposes a previously unknown side channel, which the researchers call the “token-length sequence.”

Hackers can read private AI-assistant chats even though they’re encrypted Read More »

Shields up: New ideas might make active shielding viable

active shielding, Features, Science / Kelly Newman / March 11, 2024

On October 19, 1989, at 12: 29 UT, a monstrous X13 class solar flare triggered a geomagnetic storm so strong that auroras lit up the skies in Japan, America, Australia, and even Germany the following day. Had you been flying around the Moon at that time, you would have absorbed well over 6 Sieverts of radiation—a dose that would most likely kill you within a month or so.

This is why the Orion spacecraft that is supposed to take humans on a Moon fly-by mission this year has a heavily shielded storm shelter for the crew. But shelters like that aren’t sufficient for a flight to Mars—Orion’s shield is designed for a 30-day mission.

To obtain protection comparable to what we enjoy on Earth would require hundreds of tons of material, and that’s simply not possible in orbit. The primary alternative—using active shields that deflect charged particles just like the Earth’s magnetic field does—was first proposed in the 1960s. Today, we’re finally close to making it work.

Deep-space radiation

Space radiation comes in two different flavors. Solar events like flares or coronal mass ejections can cause very high fluxes of charged particles (mostly protons). They’re nasty when you have no shelter but are relatively easy to shield against since solar protons are mostly low energy. The majority of solar particle events flux is between 30 Mega-electronVolts to 100 MeV and could be stopped by Orion-like shelters.

Then there are galactic cosmic rays: particles coming from outside the Solar System, set in motion by faraway supernovas or neutron stars. These are relatively rare but are coming at you all the time from all directions. They also have high energies, starting at 200 MeV and going to several GeVs, which makes them extremely penetrating. Thick masses don’t provide much shielding against them. When high-energy cosmic ray particles hit thin shields, they produce many lower-energy particles—you’d be better off with no shield at all.

The particles with energies between 70 MeV and 500 MeV are responsible for 95 percent of the radiation dose that astronauts get in space. On short flights, solar storms are the main concern because they can be quite violent and do lots of damage very quickly. The longer you fly, though, GCRs become more of an issue because their dose accumulates over time, and they can go through pretty much everything we try to put in their way.

What keeps us safe at home

The reason nearly none of this radiation can reach us is that Earth has a natural, multi-stage shielding system. It begins with its magnetic field, which deflects most of the incoming particles toward the poles. A charged particle in a magnetic field follows a curve—the stronger the field, the tighter the curve. Earth’s magnetic field is very weak and barely bends incoming particles, but it is huge, extending thousands of kilometers into space.

Anything that makes it through the magnetic field runs into the atmosphere, which, when it comes to shielding, is the equivalent of an aluminum wall that’s 3 meters thick. Finally, there is the planet itself, which essentially cuts the radiation in half since you always have 6.5 billion trillion tons of rock shielding you from the bottom.

To put that in perspective, the Apollo crew module had on average 5 grams of mass per square centimeter standing between the crew and radiation. A typical ISS module has twice that, about 10 g/cm2. The Orion shelter has 35–45 g/cm2, depending on where you sit exactly, and it weighs 36 tons. On Earth, the atmosphere alone gives you 810 g/cm2—roughly 20 times more than our best shielded spaceships.

The two options are to add more mass—which gets expensive quickly—or to shorten the length of the mission, which isn’t always possible. So solving radiation with passive mass won’t cut it for longer missions, even using the best shielding materials like polyethylene or water. This is why making a miniaturized, portable version of the Earth’s magnetic field was on the table from the first days of space exploration. Unfortunately, we discovered it was far easier said than done.

Shields up: New ideas might make active shielding viable Read More »

Review: Apple’s efficient M3 MacBook Airs are just about as good as laptops get

13-inch MacBook Air, 15-inch MacBook Air, Apple, Apple M3, Features, MacBook Air, Tech / Kelly Newman / March 7, 2024

Air apparent —

For Intel or even M1 upgraders, there’s a lot to like about the M3 Air.

Andrew Cunningham – Mar 7, 2024 2: 00 pm UTC

Apple's M3 MacBook Airs put a new chip in 2022's design. — Enlarge / Apple’s M3 MacBook Airs put a new chip in 2022’s design.

Andrew Cunningham

Right off the bat, the M3 MacBook Airs aren’t as interesting as the M2 models.

July 2022’s M2 MacBook Air updated the design of the 13-inch laptop for the Apple Silicon era after the M1 Air’s external design played it safe. And the first-ever 15-inch MacBook Air, released over a year later, was an appealing option for people who wanted a larger screen but didn’t need the extra power or cost of a MacBook Pro. Together, they were a comprehensive rethink of Apple’s approach to its mainstream laptops, modeled after the similarly dramatic Apple Silicon MacBook Pro redesigns.

The M3 Airs don’t do any of that. They are laptop designs we’ve already seen, wrapped around a processor we’ve already seen. But they may end up being more important than the M2 Airs because of when they’re being released—as the last of the Intel Macs slowly age and break and Apple winds down software support for them (if not in this year’s macOS release, then almost certainly next year’s). Between the faster chip and a couple of other feature updates, the new machines may also be the first ones that are truly worth a look for M1 Air early adopters who want an upgrade.

Apple left us a scant 48 hours to test and use this laptop, but here’s what we’ve observed so far.

Does the design hold up?

The 13- and 15-inch MacBook Airs. Same design, but the 15-inch Air has a bigger screen and trackpad and better speakers, while the 13-inch Air is smaller and lighter. Note both the fingerprints on the Midnight finish and how the notch can be either more or less visible based on your settings.

Andrew Cunningham
Air footprints compared: the 13-inch on top of the 15-inch.

Andrew Cunningham

The M1 MacBook Air is still the one I use most days, and anyone coming from a 2018–2020 Intel MacBook Air will be familiar with the design. So the M2/M3-era MacBook Air design is still striking to me, despite being the better part of two years old.

By and large, I think the newer design holds up pretty well; I don’t mind the loss of the taper, even if it makes the laptop look a bit more boxy and less sleek. The full-height function row and tweaked keyboard are both good, and I don’t generally have issues with trackpad palm rejection on either the 13- or 15-inch models. It’s nice to have MagSafe back, though in the end, I almost always charge the Air with one of the many USB-C chargers I have strategically tucked into most rooms in the house.

Specs at a glance: Apple M3 MacBook Air (as reviewed)
Screen	13.6-inch 2560×1664 IPS LCD	15.3-inch 2880×1864
OS	macOS 14.4 Sonoma
CPU	Apple M3 (4 E-cores, 4 P-cores)
RAM	16GB unified memory
GPU	Apple M3 (10 GPU cores)
Storage	512GB soldered SSD
Battery	52.6 WHr	66.5 WHr
Networking	Wi-Fi 6E (802.11ax), Bluetooth 5.3
Ports	2x Thunderbolt/USB4, MagSafe 3, headphones
Size	11.97×8.46×0.44 inches (304.1×215×113 mm)	13.40×9.35×0.45 inches (340.4×237.6×115 mm)
Weight	2.7 lbs (1.24 kg)	3.3 lbs (1.51 kg)
Warranty	1-year
Price as reviewed	$1,499	$1,699
Other perks	1080p webcam, TouchID

I’m also reminded anew of just how much I like the 15-inch MacBook Air as someone who likes a big screen but doesn’t use a laptop for much gaming or anything heavier than Photoshop or Lightroom (and I generally don’t care that much about high-refresh-rate displays). The combination of size and weight really is close to ideal, and though the 15-inch Air is unmistakably larger and heavier than the 13-inch model, the difference isn’t so large in daily use that I spend a lot of time thinking about it. The improved speaker setup is also nice to have when you’re playing music or using that bigger screen to watch something.

The biggest downside of the design remains the display notch. As we and others have noted multiple times, it’s not that you don’t get used to it, and in typical desktop use (especially in dark mode and with a dark wallpaper), you can often forget it’s there. But in the absence of FaceID or some major other functional addition, it feels like a lot of space to take up for not a lot of user-visible benefit.

Sure, a 1080p webcam instead of a 720p webcam is nice, but I would choose a notch-less screen with more usable space every time if given the choice. (The strips of screen to either side of the notch can only really display the macOS menu bar; go into the Control Center area of the Settings and change “automatically hide and show the Menu Bar’ to “Never” if you don’t want those strips of screen to go totally wasted in full-screen mode).

The Midnight finish as seen on a 15-inch MacBook Air, freshly cleaned and pristine.

Andrew Cunningham
This is what the laptop looked like before I cleaned it. I’ve had it for two days. You’ll definitely still see fingerprints.

Andrew Cunningham

One design change that Apple has highlighted for the M3 Airs is a new coating for the Midnight (read: blue-tinted black) version of the Air that is said to reduce its fingerprint-y-ness. Apple did the same thing for the M3 version of the MacBook Pro last year.

The new finish looks a shade or two lighter than the old Midnight coating and does show fingerprints a bit less. But “less” isn’t “none,” and my Air was immediately, visibly fingerprint-y and skin-oily, both on the lid and in the palm rest area. It remains more noticeable than on either the Starlight finish of the 13-inch M3 Air or the space gray finish on my M1 Air. Choose your color finish accordingly.

Review: Apple’s efficient M3 MacBook Airs are just about as good as laptops get Read More »

Off-roading EVs find a home at King of the Hammers

Cars, Cybertruck, Electric vehicles, Features, King of the Hammers, off-roading, Rivian / Mike M. / March 6, 2024

A Rivian kicks up sand off-road — Enlarge / EVs are making in-roads at the annual King of the Hammers event in California.

Michael Teo Van Runkle

Electric vehicles are few and far between in the desert at King of the Hammers, a weeks-long off-roading event that often looks more like Burning Man than motorsport. Almost all EVs can be found at the Optima Oasis, a not-so-literal oasis of solar and hydrogen-powered chargers that the battery company erected smack-dab in the middle of nowhere for the past two years.

King of the Hammers takes place in Johnson Valley Off-Highway Vehicle Area, the nation’s largest OHV space by sheer acreage. But the vast expanse, about 100 miles as the crow flies from downtown Los Angeles, turns into a thriving metropolis once a year when a makeshift city dubbed “Hammertown” draws tens of thousands of four-wheeling enthusiasts to the sand and rocks.

I went to check out the festivities—especially the event’s EV-focused Unplugged rally.

Slow charging at King of the Hammers

This year’s attendance peaked at over 100,000, but that full number wasn’t quite present when I drove out on KoH’s first Sunday in an Audi Q8 e-tron to watch trophy trucks race at top speed across the desert. Range anxiety kicked in heavily on my 135-mile (217 km) commute, which included a few thousand vertical feet of climbing to truly test the Audi’s claimed 280 miles (450 km) of electric range.

Enlarge / Charging in the Optima Oasis.

Michael Teo Van Runkle

I arrived at the Optima Oasis with 78 miles (126 km) of range remaining and promptly plugged into a Level 2 charger, where I left the Audi charging for the rest of the day. I checked in a few times, noting that the charger, hooked into the KoH grid, managed to pump out an average of about 12 miles (19 km) worth of electrons per hour. At approximately 50 kilowatts, that rate would be enough to get me home later in the evening, but not if I’d been out four-wheeling in the car all day—and that slow rate certainly wouldn’t do the trick for the massive group of EVs that Optima expected later in the week as part of its second Unplugged rally. As the sun went down and I readied myself for the drive home, three massive tractor-trailers arrived with the solar and hydrogen setups to support EV owners for King of the Hammers’ main events.

The following Thursday, I drove back to Johnson Valley in a Ford Bronco Raptor, probably the greatest production vehicle ever built for the desert—if not the most fuel-efficient or eco-friendly. I planned to catch the home-built Every Man Challenge, as well as the most hardcore half-million-dollar-plus Ultra4 race that serves as the main event on the second Saturday. But first, I sheepishly pulled my gas guzzler back into the Optima Oasis to join a growing group of EV enthusiasts milling about the charging stations.

The sun began to warm us, the cars, and two massive solar arrays as more and more EVs pulled in—far more than I expected at an event that tilts heavily toward the joys of internal combustion. We’d definitely need faster chargers than I used on the Audi, I thought. Many owners topped up their batteries, while a team from Morrflate gave out lessons on airing down tires for better traction, a more comfortable ride, and reduced risk of flats while off-roading.

Enlarge / These solar arrays charge batteries in the trailer that can fast-charge four EVs at once.

Michael Teo Van Runkle

And we needed that lesson, as Optima also chose a much more technical route than I expected—especially considering the smattering of bone-stock Kia and Toyota crossovers throughout the group, some of which wore eco tires or little more than all-seasons. But Rivian R1T and R1S owners made up the majority, and most of the vehicles still rode on factory Pirelli Scorpion All-Terrains. Optima allows plug-in hybrids into the Unplugged rally, too, and I spotted a few Jeep Wrangler 4xes and Toyota Tundra hybrids, plus one Cybertruck brought out for testing by Unplugged Performance.

I’m paranoid, and the weather forecast predicted heavy rain, so I packed my recovery gear and threw in a set of Maxtrax Lite recovery boards, a Yankum rope, and two soft shackles into the back of my borrowed R1T before we left Optima’s home base for the trail run. And not just for the “soft-roader” hybrids—also because I’d never actually driven a Rivian before and didn’t quite know what to expect.

Off-roading EVs find a home at King of the Hammers Read More »

I worked exclusively in Vision Pro for a week—here’s how it went

Apple, Features, Reviews, Tech, vision pro, visionOS / Kelly Newman / March 4, 2024

A close-up look at the Vision Pro from the front.

Samuel Axon
There are two displays inside the Vision Pro, one for each eye. Each offers just under 4K resolution.

Samuel Axon
This is the infamous battery pack. It’s about the size of an iPhone (but a little thicker), and it has a USB-C port for external power sources.

Samuel Axon
There are two buttons for the Vision Pro, both on the top.

Samuel Axon
You can see the front-facing cameras that handle passthrough video just above the downward-facing cameras that read your hand gestures here.

Samuel Axon
Apple offers several variations of the light seal to fit different face shapes.

Samuel Axon

You can get a lot of work done while wearing Apple’s Vision Pro and have fun doing it—but it’s not yet at the stage where most of us will want to fully embrace spatial computing as the new way of working.

I spent more than a week working almost exclusively in the Vision Pro. I carried on Slack conversations, dialed into Zoom video calls, edited Google Docs, wrote articles, and did everything else I do within my day-to-day responsibilities as an editor at Ars Technica.

Throughout the experience, I never stopped thinking about how cool it was, like I was a character in a cyberpunk novel. The Vision Pro opens some new ways of approaching day-to-day work that could appeal to folks with certain sensibilities, and it offers access to some amenities that someone who hasn’t already invested a lot into their home office setup might not already have.

At the same time, though, I never quite zeroed in on a specific application or use case that made me think my normal habit of working on a MacBook Pro with three external monitors would be replaced. If you don’t already have a setup like that—that is to say, if you’ve just been working on a laptop on its own—then the Vision Pro can add a lot of value.

I plan to explore more use cases in the future, like gaming, but this is the last major piece in a series of sub-reviews of the Vision Pro that I’ve done on various applications, like entertainment or as an on-the-go mobile device.

My goal has been to see if the Vision Pro’s myriad use cases add up to $3,500 of value for today’s computing enthusiast. Productivity is front and center in how Apple markets the device, so this is an important one. Let’s see how it holds up.

The basics

Outside the realm of entertainment, visionOS and its apps are mostly about flat windows floating in 3D space. There are very few apps that make use of the device’s 3D capabilities in new ways that are relevant to productivity.

There are two types of visionOS apps: spatial apps and “Compatible Apps.” The former are apps designed to take advantage of the Vision Pro’s spatial computing capabilities, whereas Compatible Apps are simply iPad apps that work just fine as flat windows within the visionOS environment.

Let's find out if the Vision Pro can be an adequate replacement for this, my usual work space. — Enlarge / Let’s find out if the Vision Pro can be an adequate replacement for this, my usual work space.

Samuel Axon

In either case, though, you’re usually just getting the ability to put windows around you. For example, I started out by sitting at my kitchen table and putting my writing app in front of me, Slack and my email app off to the side, and a browser window with a YouTube video playing on the other side. This felt a bit like using several large computer monitors, each with an app maximized. It’s cool, and the ability to shift between your real environment and fully immersive virtual ones can help with focus, especially if you do intensive creative work like writing.

If there’s one thing Apple has nailed better than any of its predecessors in the mixed reality space, it’s the interface. Wherever your eyes are looking, a UI element will glow to let you know it’s the item you’ll interact with if you click. Clicking is done by simply tapping two of your fingers together almost anywhere around your body; the headset has cameras all over, so you don’t have to hold your hands up or in front of you to do this. There are also simple pinching-and-moving gestures for scrolling or zooming.

I worked exclusively in Vision Pro for a week—here’s how it went Read More »