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Week in Review: Most popular stories on GeekWire for the week of May 24, 2026

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Get caught up on the latest technology and startup news from the past week. Here are the most popular stories on GeekWire for the week of May 24, 2026.

Sign up to receive these updates every Sunday in your inbox by subscribing to our GeekWire Weekly email newsletter.

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A Camera Viewfinder Makes A Great TV

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When we think of CRT camera viewfinders, most of us probably imagine the tiny CRTs you’d find in a 1980s camcorder. They’re super cute and a load of fun to play with, but they’re very much a consumer device. Professional cameras of the type you’d find in a studio had their own viewfinders, which were a lot closer to a small TV. They’re about as high quality as it gets for a monochrome CRT, and [Evan Monsma] has done the conversion to a general-purpose monitor.

On one side, this is a very straightforward hack, simply a case of tracing wires to identify the power and video pins. Given a tool battery, the monitor fires up and gives a super-sharp picture. What we like about this is the wooden base he’s made for the thing, at the same time rough-and-ready, and professional-looking from the outside. It has a routed space for the cables, and once mounted flush with the monitor base and given a bit of wood stain, it looks almost as though it was manufactured that way.

It’s likely most of us won’t find a broadcast viewfinder in the trash, instead settling at best for a little Chinese portable TV. But it’s still interesting to see these unusual devices. Perhaps it might make a good cyberdeck.

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Thanks [Luis] for the tip!

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Engine Hours Vs. Idle Hours: What’s The Difference?

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When drivers hear the word “idling,” they may think about sitting in traffic at a stoplight or leaving the car running in a fast food drive-thru. Both situations count as idle time, which refers to any period when an engine is running but the vehicle itself isn’t moving. Unfortunately, excessive idling causes wear and tear on your engine, and that stationary time still contributes to your vehicle’s total engine hours.

By definition, the term “engine hours” refers to the total running time of a vehicle’s engine, whether it’s moving or sitting still. That means every minute you spend driving, warming up your car, sitting in traffic, or just idling in a parking lot contributes to the overall total. Idle hours are simply the portion of that running time spent while your vehicle isn’t moving.

Engine hours are so important that many commercial businesses track them for their vehicle fleets. This is because mileage alone, even in a used diesel truck, isn’t a proper measurement of just how much wear and tear a vehicle’s engine has actually experienced. For example, two cars with similar mileage can have very different engine hours, depending on how they were used. In some cases, heavy idling can add a lot of engine time without adding that many miles overall.

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The impact of excessive idling

Continuous idling can lead to a decrease in engine efficiency over time, along with other internal engine issues. That’s because an idling engine is running without the same working load and operating conditions it experiences during normal driving. Without that heat and pressure, the engine’s combustion cycle is less efficient, and internal conditions become less ideal. This is especially true for modern diesel engines, which are designed to perform best while under load.

Idling can eventually lead to carbon buildup in key engine components, including the vehicle’s exhaust system and engine cylinders. It can also reduce oil quality over time. That’s because fuel can mix with the engine oil during low-temperature, low-load operation. This affects how well the oil lubricates and protects internal engine components.

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However, mechanical issues aren’t the only problems caused by too much vehicle idling. Unnecessary idling means more harmful exhaust fumes are produced, which contribute to both air pollution and impact the climate. An idling vehicle is also wasting fuel, which can get expensive over the long term. 



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5 Of The Worst Mistakes You Can Make When Using 4WD

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Four-wheel drive (4WD) systems can be pretty capable in situations where front-wheel drive and rear-wheel drive vehicles become hopelessly stuck. Before moving on, let’s first understand the different types of drive systems that exist. Front-wheel drive, as the name suggests, only sends power to the two front wheels, and is known to be fuel efficient. Rear-wheel drive does the opposite, sending power to only the rear wheels, and gives sportier handling than front-wheel drive systems. AWD, or all-wheel drive, can send power to all four wheels, as and when needed, and can even vary the power between the front and rear wheels. 

4-wheel drive is the ultimate setup for off-roading, and drives all four wheels on the car all the time. It’s important to note that in both AWD and 4WD, the mode is not constantly on. Instead, the driver –- or the car -– will activate the mode, and then the effects come into play. Many modern vehicles will be front-wheel drive until the 4WD/AWD mode is activated; for example, this is the case on the Toyota RAV4. However, many drivers tend to treat their 4WD buttons like something magical that makes their vehicle invincible, no matter what the conditions are. Now, this does stem partly from manufacturers marketing 4WD as a foolproof system rather than a tool that requires knowledge to operate. The results can be catastrophic damage and expensive repairs. If you want to avoid such a fate, here are five common mistakes that people make when using 4WD.

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Driving in 4WD on dry pavement

One of the classic errors that people unfamiliar with 4WD systems make is driving on pavement or asphalt with the 4WD system engaged. In really egregious cases, these drivers will be driving at high speeds with the system on, which can quickly wreck the entire 4WD setup. This is because 4WD systems are primarily intended for use in situations when traction is reduced -– and only at rather low speeds. 

The issue here is that when you turn your vehicle on the road –- left or right, doesn’t really matter -– the left and right wheels will want to rotate at different speeds. However, the 4WD system will prevent them from doing that. Off-road, in a muddy creek bed, this stress can exit the system naturally because the wheels would “slip” , but this can’t happen on dry, high-traction pavement. The result is something called drivetrain binding, which is also called “wind up” in some parts of the world, and is extremely detrimental to your car. 

Among a great many possibilities, it can make turning feel jerky, make your tires wear a lot faster, apply undue stress to your axles, and even harm the transfer case. The reason this happens is because many of the traditional 4WD setups lock the front and rear wheels together manually via something called a center differential. This is another reason why AWD systems are preferred, because they usually engage automatically when wheel slipping is detected, without much need for user input.

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Using the wrong 4WD mode

There are usually two types of 4WD mode, known as 4WD high and low range. 4WD high range, usually indicated with a “4WD Hi”, “4H”, or some similar demarcation near the 4WD button, locks the front and rear wheels together without changing any gearing ratios. That last bit is important because the car is still using its “standard” gears, meaning the torque delivery to those wheels would remain relatively normal. This means the car in 4WD high can still move at moderate speeds with little problems, perfect for applications like driving in snow or sand. 

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4WD low range, on the other hand, changes things up quite a bit. The low-range refers to a change in the gearing ratios, so that the engine can deliver lots of torque to the wheels at low RPMs . This helps traction significantly, and people who tow things will know how much 4WD low helps in towing something heavy uphill. Also, during 4WD low, engine braking is much higher than normal, so it also helps when going downhill. The tradeoff with 4WD low is that it’s not intended for even moderate speed use, with the most experienced drivers just sticking to a crawl when using it. Using the wrong mode can lead to problems like the transmission overheating, clutches wearing excessively on manuals, drivetrain binding, extremely high engine revs, and just plain old getting stuck –- which is what 4WD was supposed to avoid.

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Having street tires on a 4WD car

The tires -– and more specifically the tread on those tires -– is as important as having a 4WD system on your car. In fact, we’re willing to say that in most cases, an AWD system with off-road tires will outperform a 4WD system with street tires in the hands of the everyday driver. That’s because street or road-use-specific tires will have a tread that balances traction with fuel economy and noise levels, whereas off-road tires prioritize grip . We cannot stress how important it is to have the correct tires for your particular situation –- snow tires won’t do you much good if visiting Texas in the summer, for instance. 

Even the National Parks Service (NPS) says that tire choice is critical. For example, the NPS says that in order to visit the Mojave reserve in California, the most important item that a visitor needs is “a high clearance 4×4 with tires designed for off-pavement use”, so it’s best to take this seriously. That same NPS page also says that street tires getting ripped up while being used off-road are a significant cause for vehicles getting stranded, along with breakdowns and not having proper ground clearance. 

The NPS also advises travelers to carry at least two spare tires when visiting, of which one is explicitly supposed to be an all-terrain tire. So, don’t take a chance when planning a trip off the beaten track; research your environment thoroughly, choose the right tires, and don’t forget to bring a spare.

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Not using the center locking differential

As we’ve mentioned earlier, many 4WD vehicles come with something called a differential, which is a piece of the 4WD system that allows the wheels to turn independently or forces them to turn together depending on the setting. Vehicles can have up to three differentials, mounted on the front axle, rear axle, and in the middle of the vehicle, each serving different purposes. 

A front locking diff locks the front left and front right wheels together, making them spin at the same speed. The rear does the same, but for the back wheels –- the rear is arguably more important because the back axle on SUVs can usually handle more weight, thus leading to those back wheels being able to provide more traction. There is also something called a limited-slip differential that is sort of a hybrid option between these, but we won’t get into that. A center locking differential, however, is slightly different, in that it locks the front and rear driveshafts together, with no locking of the left and right wheels -– but should never be used on paved roads unless you want accelerated wear on your vehicle. 

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So, with a center diff, the driver gets the choice of choosing whether they want power sent equally to both axles (by using the center diff), if they want the rear wheels to push the vehicle together (rear diff engaged), or both cases together. This flexibility is what gives serious off-road vehicles like the Mercedes G63 and some Toyota Land cruisers the ultimate off-road capability, and not using your center locking diff is essentially leaving torque on the table in rough terrain. 

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Not airing down the tires

If you think about it, the basic function of every 4×4 system is to provide traction in conditions where that traction could otherwise be reduced. In such instances, airing down your tires -– which means reducing the air below the recommended roadgoing PSI -– can help quite a bit, especially on soft surfaces like snow, sand, gravel, and dirt. The primary reason why this helps is because the area of your tire that’s actually making contact with the ground (known as the “contact patch”), increases drastically with lower tire pressure. 

A larger contact patch on one or even more tires increases the surface area that the weight of the vehicle rests on, which in turn means a lot more traction than normal. It also makes it easier to go over small obstacles. For instance, if you’re going over a brick at road-level PSI, the particular tire that’s going over the brick might lift up into the air, leaving a very small contact patch for traction on that particular tire. However, if you air down your tires, the tire “absorbs” the brick, maintaining a large contact patch, and therefore, more traction. Not airing down your tires means that your 4×4 system won’t be delivering the optimum amount of traction to get you out of sticky situations, so it’s best to do so. Some off-road focused vehicles even come with a built-in air compressor for reinflation.

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How to watch Brazil vs Panama for *FREE*

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  • Date: Sunday 31 May
  • Kick-Off: 10:30pm BST / 5:30pm ET / 7:30am AEST
  • Stream Brazil vs Panama free on Globoplay
  • Use NordVPN to unblock free Globoplay stream

Brazil vs Panama are both ramping up their World Cup preparations this weekend as they face off in a friendly at the Maracanã Stadium in Rio de Janeiro.

A Seleção is one of the favourites for the tournament, but with question marks over Neymar Jr’s fitness, attention is very much elsewhere.

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‘This is fine’ artist KC Green reaches agreement with AI startup Artisan

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After criticizing a startup called Artisan for misusing his work, artist KC Green — creator of the famous “This is fine” meme — said he’s reached an agreement with Artisan. 

The dispute arose after the startup appeared to use a version of Green’s art to promote its AI assistant Ava. In Artisan’s bus and subway ads, Green’s recognizable dog sat amid recognizable flames, but instead of saying “This is fine,” it declared, “My pipeline is on fire,” while the ad urged people to “Hire Ava the AI BDR.”

Earlier this month, Green posted on social media that his art had been “stolen like AI steals” and urged his followers to “vandalize” the ads if they saw them. He also told TechCrunch he was frustrated about having to “try my hand at the American court system” instead of putting that time into his comics.

Artisan, meanwhile, told us it has “a lot of respect for Green and his work.” Then, earlier this week, founder and CEO Jaspar Carmichael-Jack said the two sides had come to an agreement.

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When TechCrunch reached out to Green, he confirmed that they’d “reached a settlement pretty quick,” with Artisan taking down the ads in New York and San Francisco that used his character, and Green taking down his initial post.

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5 Of The Best Motorcycles For Two-Up Riding

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Whether you’re choosing your first motorcycle with the intention of carrying a passenger or just looking to upgrade to a more capable bike for two-up riding, it’s important to consider several factors. First, you’ll need to make an honest assessment of your riding skill level and your partner’s needs.

For example, you may be tempted by the thrills promised by some of the fastest touring motorcycles in the world. After all, they have the word “touring” in their classification, passenger accommodations, and, in most cases, attached luggage, so they must be suitable for long-range two-up rides. Right?

Personal experience proves that’s not always the case. Having bought an early 2000s Honda VFR800Fi complete with a cushy aftermarket seat and hard side bags, I was excited to take my wife on our first two-up ride into the nearby countryside. She hated it immediately. The passenger position on the VFR, admittedly a motorcycle that’s more sport than touring, was not comfortable. So, when choosing the best motorcycle for two-up riding, it’s best to consider its passenger accommodations before you buy.

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On the other hand, sport touring bikes are a great option for many riders and their partners. Full-on touring motorcycles offer the most highway comfort, but can be cumbersome to move around when parking. Cruisers are a great choice for many two-up couples, and those looking to get off the beaten path can find adventure bikes suitable for two-up riding.

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1. Honda Africa Twin Adventure Sports ES

Many enthusiasts consider the standard Honda Africa Twin adventure bike one of the best motorcycles for solo riding, but find it falls short of greatness for two-up riding. One key element holding it back from a passenger perspective is its off-road-inspired forward-sloping passenger seat design.

The Honda Africa Twin Adventure Sports ES features an upgraded seat with improved foam and a more neutral riding posture for greater comfort on longer trips. Honda Powersports lists the 2026 model’s base MSRP at $17,799, plus a $775 “Destination Charge.” There are two other two-up-capable adventure bikes priced higher and lower than the Honda that come to mind: the Triumph Tiger 1200 Rally Pro on the upper end of the scale and the less expensive Husqvarna Norden 901 Expedition. However, the Africa Twin Adventure Sports ES provides plenty of usable power, a well-rounded suite of features, and comfortable ergonomics from both seats. For many riding pairs, this blend of traits at its mid-range price makes it just right, as Goldilocks might say.

A 1,084cc liquid-cooled parallel-twin four-stroke engine powers the Africa Twin Adventure Sports ES with around 100 horsepower and 82 pound-feet of torque. The electronically adjustable suspension system includes inverted 45mm Showa front forks with 8.3 inches of travel and a Pro-Link Showa rear shock with 7.9 inches of travel.

There’s little doubt that the Honda adventure bike is more road-biased. It makes sense since most adventures will involve more pavement than dirt two-track riding. When on the highway, riders will enjoy the Africa Twin’s cruise control, Apple CarPlay and Android Auto, cornering ABS, rally-inspired fairing, and TFT touchscreen display. Other features, like the aforementioned ES seat, selectable torque control, electronically-adjustable suspension preload, and the bike’s low center of gravity, will be appreciated on or off-road.

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2. Harley-Davidson CVO Road Glide RR

It’s no secret that Harley-Davidson has produced some of the most iconic motorcycles for two riders. While even the brand’s intro-level models like the Nightster offer functional two-up riding performance, the sky is the limit with models like the 2025 Harley-Davidson CVO Road Glide RR.

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The best Harley-Davidson for two-up touring falls between those extremes. For the price of the CVO Road Glide RR, one could buy a 2026 Road Glide Limited with a starting MSRP of $32,999 (plus undisclosed destination charges), complete with fairing, hard side luggage, and trunk, ride it to Sturgis on a two-week road trip, and still afford a nice down payment on a house.

The 2026 Harley-Davidson Road Glide Limited is loaded with features designed for comfortable long-distance two-up (or solo) touring. The Milwaukee-Eight 117 cubic-inch V-Twin provides predictable performance with variable-valve timing and electronic sequential port fuel injection, producing 131 pound-feet of torque and 106 horsepower.

Safety is a significant factor for a motorcycle destined to carry two people on long rides. The HD Road Glide Limited includes several safety features designed for that task. Harley-Davidson’s Cornering Rider Safety Enhancements provide extra traction when it matters most, adding another layer of safety to features like its anti-lock brake systems, electronic linked braking, traction control systems, and drag-torque slip control.

The standard passenger seat provides accommodations akin to sitting in a recliner. However, there are upgrades available through Harley-Davidson. For the ultimate backseat ride, consider a set of extended passenger armrests, and the heated rear seat option is practically a must-have for cooler temperatures.

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3. BMW R 18 Transcontinental

The 2025 BMW R 18 Transcontinental, with an MSRP of $24,395 (plus $895 destination and handling), is one of those timeless motorcycle designs that blend old-school style with modern performance. Of course, there are a number of other motorcycle brands that offer serviceable cruisers for two-up riding, and each one is someone’s favorite.

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One design feature that sets the BMW R 18 apart is its boxer engine, which differs from the standard V-Twin found on most capable cruisers today. The R 18’s twin-cylinder boxer engine displaces 1,802 cubic centimeters, delivering 91 horsepower and up to 120 lb-ft of torque, with at least 110 lb-ft throughout the 2000 to 4000 rpm range.

Power is routed through a constant-mesh six-speed gearbox engaged via a single-disc dry clutch and delivered to a shaft final drive. The BMW Motorrad Integral ABS handles braking duties, enhanced by Automatic Stability Control, Dynamic Brake Control, and Dynamic Engine Brake Control.

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4. Yamaha FJR1300ES

With the range of sport-touring motorcycles on the market today, it’s difficult to choose one as the best for every type of riding duo. More adventurous types might prefer something from the Kawasaki Ninja series, like the Ninja H2 SX or SE. Others are well-suited by more subdued, but still sporty models like the Yamaha Tracer 9 GT+, Kawasaki Versys, or Honda NT1100.

While those are all fine sport-touring models, especially for solo touring, it’s hard to argue against the more refined Yamaha FJR1300 as the best sport-touring motorcycle for two-up riding. The downside is that Yamaha’s website doesn’t list a current-year model for the FJR. Instead, it still shows the 2024 FJR1300ES with an MSRP starting at $18,299, plus a $575 Destination Charge.

According to Cycle World, Yamaha last updated the FJR in 2016. So while it may not have the latest technological advancements, it’s still a good example of not messing with near-perfection for the sake of padding the sales brochure. Despite its aging platform, the 2024 FJR1300ES offers features designed for long-range two-up touring.

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Passenger and rider comfort is enhanced by its adjustable ergonomics, push-button windscreen adjustments, plush passenger and rider seating, heated grips, cruise control, and integrated hard luggage. Adjustable ergonomics include 0.8 inches of toolless seat adjustment, three handlebar positions, and over 5.1 inches of windscreen adjustment at the push of a button. The electronically adjustable suspension allows settings that provide the most comfort for long stretches and best performance to tackle the twisties.

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5. Honda Gold Wing

When you close your eyes and imagine a motorcycle capable of delivering comfortable accommodations for two-up riding mile after mile, it’s very likely that you’ll picture the Honda Gold Wing. In fact, the Gold Wing is often considered one of the most comfortable motorcycles around, even by those who have never ridden one.

The first Honda GL1000 Gold Wing that hit the streets in 1975 was quite different from what we see in the current generation, although it was designed as Honda’s flagship high-speed touring bike even then. However, its horizontally-opposed 1,000cc four-cylinder engine set the stage for what the Gold Wing would become.

Second-generation Gold Wings, introduced in 1980, began offering touring-enhanced models such as the GL1100 Interstate that featured full fairings, tall windscreens, and hard-sided luggage to carry enough clothes for a few days. The fourth-generation GL1500 introduced the Gold Wing’s first flat-six engine design in 1988.

The current-generation Honda Gold Wing, the GL1800, has an MSRP starting at $25,500 (plus $775 Destination Charges). The Gold Wing Tour, which adds a rear trunk (doubling as a passenger backrest), heated seats, and upgraded suspension, starts at $29,500 (plus the destination charge). At the GL1800’s heart is a smooth-running 1,833 cc flat-six, delivering 90 horsepower and 102.5 lb-ft of torque, according to Cycle World.

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China just told its tech giants to stop fighting on price and start investing in AI

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TL;DR

A top Communist Party journal told China’s platforms to stop price wars and invest in AI. The signal suggests regulatory stabilisation after years of crackdowns.

A top-level Communist Party publication has signaled a shift in how Beijing intends to govern its largest internet platforms. A draft commentary set to appear in the Qiushi journal on Monday says the focus will be on balancing support for growth with enhanced regulatory oversight. The message is directed at companies including Alibaba, Meituan, and PDD Holdings.

The guidance reiterates Beijing’s stance on curbing “involution-style” competition, a reference to the price wars and aggressive subsidies that have defined Chinese e-commerce in recent years. Platforms are told to compete on value, not on who can lose money the fastest. The commentary also calls for stronger oversight of algorithms, data use, and consumer protection.

The more significant signal is what the commentary encourages. Platform companies are told to increase investment in strategic technologies, specifically artificial intelligence and cloud computing. Beijing is pointing its tech giants toward higher-value growth areas and away from the subsidy-fuelled margin destruction that has characterised the sector.

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The healthy development of the sector depends on a sound governance system and effective regulatory measures,” the commentary says. “The irregularities seen in China’s platform economy are partly linked to the fact that regulatory and governance frameworks have yet to fully adapt to its characteristics.

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The policy follows years of sustained scrutiny. Alibaba was fined $2.8 billion in 2021. Didi was forced to delist from the New York Stock Exchange. Meituan faced antitrust investigations. PDD’s Temu has been under pressure over merchant fees and pricing practices. The regulatory crackdown wiped hundreds of billions of dollars from Chinese tech market capitalisations between 2021 and 2023.

The Qiushi commentary suggests Beijing is moving from crackdown to calibration. The regulatory backdrop is stabilising, but compliance costs are rising and operational constraints are tightening. Platforms get permission to grow again, with conditions.

Chinese AI companies are already competing aggressively on price. DeepSeek permanently cut its V4 Pro model pricing by 75% this week, undercutting every Western frontier model. The Qiushi commentary’s call for AI investment aligns with a broader national strategy to dominate the AI stack from models to chips to applications.

China’s technology exports are expanding simultaneously across multiple fronts. BYD, Chery, and Geely are entering Canada. Xiaomi shipped 600,000 EVs in under two years. CXMT’s DRAM is appearing inside Corsair kits. The platform regulation signal is one piece of a broader industrial policy that encourages Chinese companies to invest in strategic technologies at home while competing globally.

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For investors, the message is cautiously positive. The crackdown era appears to be over. Alibaba’s stock has recovered significantly from its 2022 lows. But the new framework means higher compliance costs, tighter algorithm transparency requirements, and an end to the subsidy-driven growth models that built Pinduoduo and Temu. The companies that redirect spending from price wars to AI will be rewarded. Those that do not will face regulatory pressure.

The Qiushi journal is the Communist Party’s premier theoretical publication. Commentary published in it reflects official policy direction rather than speculative opinion. When it tells China’s platforms to stop fighting on price and start investing in AI, the platforms listen. The question is whether the investment produces innovation or compliance theatre. Beijing is betting on the former.

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Moore's law is hitting a wall, so researchers are stacking silicon chip layers instead of shrinking them

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At the Grainger College of Engineering, materials science and engineering professor Qing Cao and his team have built working silicon circuits by stacking active layers directly on top of each other. Instead of adding more devices side by side, they are moving into the third dimension and building stacked layers…
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Claude Mythos exposed a hard truth: Your enterprise patching process is way too slow

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In 2024, researchers from the University of Illinois found that GPT-4, when provided with a common vulnerabilities and exposures (CVE) description, could autonomously exploit 87% of a curated 15-vulnerability one-day dataset. Without the description, it could only exploit 7%. This provided a “margin of safety” for the industry because while AI could exploit known vulnerabilities, it could not discover them.

However, on April 7, Anthropic announced that Claude Mythos Preview had closed that margin, with the model autonomously discovering thousands of zero-day vulnerabilities across major operating systems and browsers. Separately, Mythos scored 83.1% on the CyberGym vulnerability reproduction benchmark. In one campaign targeting OpenBSD across 1,000 scaffold runs, the total compute cost was less than $20,000.

Exploitation timelines are collapsing. Langflow’s CVE-2026-33017 (CVSS 9.8) was exploited 20 hours after disclosure with no public proof-of-concept. Marimo’s CVE-2026-39987 (CVSS 9.3) was hit in 9 hours and 41 minutes.

The defensive infrastructure most organizations rely on wasn’t designed for this. Rapid7’s 2026 threat landscape report states that the median time from CVE publication to CISA’s known exploited vulnerabilities (KEV) listing is five days. Google’s M-Trends 2026 report found that exploitation is happening before a patch is even released. When the Langflow advisory was published, the first exploit arrived in 20 hours. When the Marimo advisory was published, it took under 10 hours.

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The assumption that your patch window is safe because exploitation takes time is no longer true. Here are your building blocks.

Replace CVSS-only prioritization with a three-layer filter

Most vulnerability management programs still prioritize by CVSS score alone. CVSS quantifies a vulnerability’s “theoretical” severity without considering whether a vulnerability is being exploited in the wild or how quickly someone could weaponize it. A CVSS 8.8 vulnerability with a history of active exploitation (like Docker’s CVE-2026-34040) gets lower priority than a CVSS 9.8 vulnerability that may never be exploited in the wild.

A recent study validated against 28,377 real-world vulnerabilities offers a concrete replacement: A three-layer decision tree incorporating CISA KEV status, Exploit Prediction Scoring System (EPSS) scores, and CVSS, thus forming a singular prioritization filter.

Three-Layer Vulnerability Prioritization Filter

Layer

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Data source

Threshold

Action

SLA

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1. Active exploitation

CISA KEV catalog

Listed

Immediate patching

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Hours

2. Predicted exploitation

EPSS via FIRST.org

Score ≥ 0.088

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Escalate to Tier 0 pipeline

24 hours

3. Severity baseline

CVSS via NVD

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Score ≥ 7.0

Typical remediation

Per policy

Validated result: 18x efficiency gain, 85.6% coverage of exploited vulnerabilities, ~95% reduction in urgent remediation workload. All three data sources are open and free.

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The described integration is entirely automatable. It’s possible to build a script to query the CISA KEV API, the EPSS API from FIRST.org, and the NVD, and have that script run against your asset inventory for every published CVE. The human in this process should remain in the loop as an approver, but not as the trigger.

Close the agent authorization gap

Creating exploits quickly not only changes how patches are prioritized, but how controls are configured for all the agent-driven systems that now possess privileged credentials. Your authorization policies have not been assessed against the behavior of AI agents, and that is now a measurable risk. CVE-2026-34040 showed that Docker’s authorization plugin architecture silently bypasses every plugin when the request body exceeds 1MB. Common AuthZ plugins (OPA, Casbin, Prisma Cloud) are unaware of this type of bypass, which occurs in Docker’s middleware before the request reaches the plugin.

When Cyera demonstrated this vulnerability, they showed that an AI agent debugging infrastructure could infer the bypass path while completing a legitimate task, without any instruction to exploit anything.

The Internet Engineering Task Force (IETF) is working on authorization models for agents. The document draft-klrc-aiagent-auth-01, published in March by participants from AWS, Zscaler, Ping Identity, and OpenAI, proposes the use of the current Secure Production Identity Framework for Everyone (SPIFFE) and OAuth 2.0 for AI agents to obtain dynamically provisioned and short-lived credentials.

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Separately, the IETF Agent Identity Protocol draft (draft-prakash-aip-00) reports that out of about 2,000 surveyed model context protocol (MCP) servers, none had authentication.

But these standards are months to years away from implementation. For now, security teams must proactively incorporate agent-level test scenarios for all authorization boundaries, such as oversized requests, burst frequency, and multi-step escalation of privileged requests.

Map your credential blast radius

In a survey conducted by CSA/Zenity and published on April 16, 53% of organizations said they had already seen cases where AI agents exceeded their intended permissions, and 47% experienced a security incident involving an agent.

When AI builder tools such as Flowise (CVE-2025-59528, CVSS 10.0), Langflow, or n8n become compromised, the blast radius extends far beyond the host. These tools contain API keys to frontier models, database credentials, vector store tokens, and OAuth tokens to business systems. A compromised AI builder host is not just a single-system breach. It is a credential harvest that unlocks authenticated access to every connected service.

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Without credential dependency maps for each AI tool host, incident response for agent compromise is guesswork. For every instance, document each credential, the extent of its access, and the relevant credential rotation process. Also begin migrating static API keys to short-lived tokens where downstream services allow.

Five actions for this quarter

1. Deploy the three-layer KEV-EPSS-CVSS filter

Substitute CVSS-only prioritization according to the table above. Automate the collection of data from all three APIs as part of a scheduled script against your asset inventory. Desired outcome: 18 times more efficient, 85.6% coverage of exploited vulnerabilities, 95% reduction in urgent remediation workload.

2. Implement event-driven patching for Tier 0 services.

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Determine which services fall under the critical exposure tier: Services exposed directly to internet users, AI builder hosts, and container orchestration control plane. Trigger event-driven patching on a CVE publication instead of waiting for the next maintenance window for this tier.

Goal: deploy patch to canary within four hours of a CVE being declared critical. Use the CISA KEV and EPSS feeds to trigger event-driven patching. In situations where it is impossible to meet the goal of four-hour patching because of legacy dependencies, change-freeze windows, or rollback risk, immediately apply compensating controls such as removing internet exposure to the vulnerable service, rotating credentials for the vulnerable service, disabling affected functionality of the service (if applicable), and identifying an exception owner for the exposure until a patch can be deployed.

It is not acceptable to allow unbounded exposures for extended periods while awaiting a maintenance window.

3. Test authorization boundaries at agent scale.

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Create test cases for every API that AI agents may communicate with via AuthZ policies. Specifically, include test cases for requests exceeding 1MB, 5MB, and 10MB body sizes. This includes test cases for burst rate > 100 requests per second and test cases for unusual parameter combinations (privileged flags, host mounts, capability additions). Additionally, patch to Docker Engine 29.3.1 to fix CVE-2026-34040.

4. Credential blast radius mapping for all AI builder hosts.

Document each credential for each Langflow, Flowise, n8n, and custom AI pipeline instance. Classify each credential by its lifespan (static key vs. short-lived token). Identify what each credential can access. Set up alerts for anomalous IP or identity for any credential access.

5. Shadow AI discovery scan for this week.

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According to CSA data, there is a greater than 50% chance that your agents have exceeded their expected boundaries. Check your Security Information and Event Management (SIEM) and network monitoring tools for communications to the default ports of the AI builder: Langflow 7860, Flowise 3000, and n8n 5678. Any unauthorized instances are an unmonitored attack surface.

The takeaway

AI agents are emerging, and the standards bodies are responding. The IETF has multiple drafts related to agent authentication and authorization. The Coalition for Secure AI has published its MCP Security taxonomy and Secure-by-Design principles.

But these standards move at standards-body speed, and the exploit window is now measured in hours. Organizations that implement the three-layer filter and event-driven patching this quarter will have a measurable reduction in exposure. Those who wait will be running calendar-based patch cycles against an adversary that operates in less than 20 hours. 

Nik Kale is a principal engineer specializing in enterprise AI platforms and security

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Apple Glasses won’t arrive until late 2027, says corroborating leak

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The Apple smart glasses with cameras and no heads-up display have been rumored for the end of 2026, but could now come at the end of 2027 instead. Though that’s not the whole story.

Rumors about Apple’s smart glasses effort have been increasing in frequency since 2024, but primarily from a single source. One other highly accurate source that has been in play since 2023 has offered a differing timeline, until now.

According to the Bloomberg newsletter “Power On,” Apple is pushing back its smart glasses release to late 2027 after hitting some development snags. While Mark Gurman didn’t offer his usual derogatory pile-on of Apple’s internal struggles, the timeline shift comes as a bit of a surprise.

His initial reports in 2024 around the latest codenamed N50 glasses suggested a 2027 launch window. He later suggested in January 2025 that Apple smart glasses development had hit “massive hurdles” that could take years to get past.

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In May 2025, Gurman shared that Apple was aiming for a late 2026 launch window that has been repeated frequently by him since.

He’s also been clear that Apple smart glasses don’t have an AR display, and those would arrive much later. Now, Gurman has been repeating “by the end of the decade,” which, given it is 2026, isn’t exactly that far away.

As recently as February and April 2026, Gurman has repeated that late 2026 release timeline. What is unusual is that there was never any hint of a potential delay or struggle to get the glasses to mass production.

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iPhone Fold rumors continue to push for a fall release in spite of repeated production issues

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Then comes today’s report shifting the release back an entire year. Also in this report is information about the potential design aspects of the smart glasses.

It seems Apple will try to stand out with unique design elements like “oval-shaped cameras, unique colors, and multiple frame styles.” Apple allegedly also believes future iterations could be seen as a health device that could include AR features that help people see.

Meanwhile, Apple has seemingly run into repeated problems getting iPhone Fold to mass production, which hasn’t started, yet it still reportedly isn’t being pushed back.

So, it seems odd that Apple’s timeline would suddenly shift around 8 months out from announcing the product. But then there’s the other leaker’s timeline.

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Enter Ming-Chi Kuo

The other leaker I mentioned earlier is Ming-Chi Kuo, and he has been much more reserved in his leaking frequency on Apple smart glasses. While his history is hit and miss, the details he gets right are enough to have earned him quite the respect in the field.

iPhone screen showing connection status for Wes's Apple Glass at 100 percent battery, next to a pair of black smart glasses on a blue gradient background

Apple’s rumored AR glasses have been discussed for years

However, I will note that his accuracy and resources seemed to have dropped since he shifted to his social-media-based leaking patterns of today.

Apple’s AR and VR efforts have been seeing consistent leaks since as early as 2015, but the most recent iteration was discussed by Kuo in 2021. Then, his report was much more forward-looking and thus, wholly inaccurate.

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I mean, the man called for Apple Vision Pro in 2022, full-AR Apple Glass in 2025, and AR contact lenses by 2030. It is a wild report in retrospect.

Jump forward to something a little less speculative, and his reporting has been consistent with the Apple smart glasses release window. In June 2025, Kuo reported that Apple was aiming to ship three to five million Meta Ray-Ban-like smart glasses in the second quarter of 2027.

Given Kuo’s strong suit is the supply chain and the fact that he had shipping estimates, it is easy to argue that he’s had the correct timeline all along. So, it is curious that Gurman has been saying late 2026 or early 2027 until today.

Game of leaks

Of course, all of these rumors are nebulous and will always shift and move as new information is obtained. Accuracy isn’t always easy to determine too since the age of a leak once it is released is rarely known.

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Apple Vision Pro is the start of Apple’s work in the wearable AR/VR field

For example, Kuo might have heard from the supply chain that Apple’s supply-side management aimed for an initial order in 2027. Gurman might have heard from his internal source, likely on or near the Vision Product Group, that the internal team’s goals were the end of 2026.

Then, as deadlines were missed and supply chains shifted, the internal team finally realized that their stretch goal wasn’t possible. Which means shifting back to the supply-chain suggested goal of 2027, thus making them meet Kuo’s previously reported timeline.

In essence, both leakers could have accurately reported what they had heard, and both be correct in this instance. Then there’s also the chance they’re both wrong and Apple announces smart glasses at a completely different time.

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However, Gurman has proven somewhat unreliable when it comes to reporting around the Vision Product Group. As Daring Fireball pointed out, Gurman completely missed the Apple Vision Pro update to M5 when he reported in January 2025 that “I don’t believe there will be a new headset from Apple this year.”

Then, later in April 2025, Gurman said a lighter Apple Vision product could ship by the end of 2025 or early 2026 and even suggested that the M5 refresh had been abandoned. The unchanged M5 model shipped in October 2025 instead.

There is no doubt that Gurman has some insider connections that give him unprecedented access into Apple’s inner workings. However, it is important to note that he is no foolproof and does make mistakes — often when trying to create a narrative around an otherwise innocuous leak.

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visionOS 27 could hint at Apple’s future AR plans

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WWDC is on June 8 and could provide a hint of what the rest of Apple’s year might look like. However, since the initial set of Apple Smart Glasses won’t have a display, there is unlikely to be any sign of them in visionOS 27.

Then there’s the fact that Apple has several glasses-related products in development beyond the N50. Several of which, we have no idea what they are or when they could release.

There’s always the chance that one set is coming at the end of 2026 and another in 2027. Apple’s supply chain is immense and these leakers may be describing different parts of different elephants.

Time will tell if the smart glasses will arrive in the next twelve months. In this case, I’d bet on Kuo’s initial report of a late 2027 launch until he says otherwise.

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