A semi-trailer that helps propel itself entered commercial road testing in late May, when a powertrain kit developed by Nivalis Energy Europe, headquartered in Luxembourg with engineering operations in Germany, was fitted to a trailer supplied by Amsterdam-based TIP Group. The self-powered trailer was handed over to German transport operator Sommer for use in its working fleet.
The Nivalis Powered Trailer Kit centers on an electric axle co-developed with Wiehl, Germany–based running gear specialist BPW, rated at 50 kilowatts peak, capable of both propulsion assistance and regenerative braking. That axle draws on a 60-kilowatt-hour, 400-volt lithium-ion battery pack charged from three sources: the axle itself during braking and deceleration, a full-rooftop array of photovoltaic panels generating up to 3.7 kilowatts-peak, and a 32-amp, three-phase AC grid connection available during parking stops. The driver’s only window into the system is a small display readable from the cab’s side mirror that shows the system status and battery charge level. Nothing about the trailer’s handling or licensing requirements changes.
The partners project savings of up to 7,000 liters of diesel per trailer per year, which is enough to keep about 19 tonnes of carbon dioxide out of the air. These figures are based on a trailer running 100,000 kilometers annually at payloads between 20 and 24 tonnes, on a mix of long-haul and hub-to-hub routes.
Pavel Gilman, vice president of sales and marketing at Nivalis, breaks down where those savings come from: roughly 30 to 35 percent from the electric axle during braking and deceleration, 11 to 15 percent from the rooftop solar panels, and the remainder (roughly half) from grid charging during parking stops. The pilot is planned to run for more than a year, spanning multiple seasons. The retrofit cost has not been disclosed, and the pilot is running on a single trailer. But the underlying assumptions are now on the table and they represent a specific, high-utilization use case (meaning a truck that’s almost always on the move, filled to capacity with freight) not a universal one.
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Across Europe and North America, a growing number of companies have concluded that electrifying the trailer, rather than replacing the tractor unit, may be the fastest and most cost-effective path to decarbonizing long-haul freight. A new battery-electric heavy truck carries a high upfront cost and demands charging infrastructure that most freight corridors do not yet reliably provide. A retrofit kit fitted to an existing trailer is meant to sidestep both problems.
The question the industry has been working to answer is whether the energy harvested from regenerative braking, rooftop solar, and grid charging in short bursts when the vehicle is parked for loading and unloading is enough to produce savings that recover the kit’s cost in a reasonable timeframe. Several companies now believe the answer is yes, and they are accumulating field data to prove it—though not all of them are going about it the same way.
Trailer industry places its bets
The competitive landscape has taken shape most visibly in Germany. Trailer Dynamics, an Aachen-based company, has conducted field tests with BMW Logistics, DB Schenker, Duvenbeck, and Volkswagen Konzernlogistik, reporting average fuel savings of around 40 percent for diesel tractor combinations, substantially higher than the up to 18 percent reduction implied by the Nivalis projection. The difference traces directly to battery size, but Trailer Dynamics frames the choice as an economic question rather than an architectural one.
“The discussion should not start with battery size, but with the economics of the transport operation,” the company said in response to written questions. “There is no single battery capacity that is universally right for every fleet.”
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Trailer Dynamics’s modular system offers three configurations ranging from 187 to 551 kilowatt-hours, sized to match route profile, annual mileage, payload, and charging access. The M300 version, whose designation reflects the capacity of its 300-kilowatt-hour lithium iron phosphate battery supplied by Chinese battery manufacturer CATL, adds approximately four tonnes to the trailer, roughly three times the one-to-1.4–tonnes added to a trailer by the Nivalis system.
Both companies’ systems would extend the range of a battery-electric tractor by reducing the energy demand on the tractor’s motor. But Trailer Dynamics explicitly targets that use case, claiming its self-propelled trailer yields combined ranges of up to 850 kilometers—enough to eliminate intermediate charging stops on many long-haul routes. Nivalis has not published range extension figures for electric tractor combinations, and its smaller battery and peak lower output suggest the effect would be more modest.
ZF, the German automotive supplier, entered the space with its TrailTrax system, using an electric axle rated at up to 210 kilowatts continuous power. ZF claims that, between onboard battery storage and energy recovered via regenerative braking, the self-propelled trailer system yields up to 16 percent in energy and carbon dioxide savings when combined with an ICE powered truck. The company also says TrailTrax can reduce carbon dioxide emissions by as much as 40 percent with opportunistic plug-in charging. Trailer manufacturers Kässbohrer and Krone have adopted the platform, as has BPW—the same running gear specialist co-developing the Nivalis axle.
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In North America, Range Energy is developing a system with up to 300 kilowatt-hours of onboard energy capacity, compatible with diesel, battery-electric, and hydrogen fuel cell tractors. Range, which has announced a partnership with ZF, to help drive the development and adoption of the Range eTrailer System within the North American commercial trucking industry, is now equipping its trailers with ZF’s AxTrax 2 e-axle for battery-powered propulsion. Range Energy has a separate pilot agreement with DB Schenker, the German logistics company that is also among the European operators that tested the Trailer Dynamics system. Range and DB Schenker say they plan to deploy a powered trailer in commercial trucking operations in North America, with first deliveries scheduled for later this year. The breadth of activity across continents reflects a field that has moved well past the question of whether powered trailers work. The argument now is about which architecture works best and at what cost.
What the field does not yet have is a common standard for measuring and reporting savings. The figures from various pilots—an average of 40 percent from Trailer Dynamics, up to 18 percent implied by the Nivalis projection—reflect different routes, loads, seasons, and battery sizes. In some cases, they represent short validation runs rather than sustained operational data. Fleet operators evaluating competing systems are working with numbers that are difficult to interpret and impossible to rank against one another.
Both architectures reduce available payload, but by very different margins. The M300’s roughly four-tonne addition dwarfs the one-to-1.4-tonne addition of the Nivalis system. Trailer Dynamics argues the weight penalty is largely academic in practice, because more than 90 percent of trailer movements are constrained by cargo volume before they approach legal weight limits. Under current European regulations, both systems reduce payload on a one-for-one basis. Frameworks under discussion would change that. New rules could allow up to four extra tonnes for electric trucks, with proposals to extend the provision to electric trailers. If amended, the payload effect would turn positive for both systems. Until then, every kilogram of kit is a kilogram unavailable for freight.
Small versus large battery systems
The choice between large-battery and small-battery powered trailers is a bet on which cost will fall faster: battery pack prices or the cost of grid charging infrastructure. A large-battery system delivers higher savings but requires reliable charging access across the operating cycle. If infrastructure buildout stalls—as it has repeatedly in heavy-duty transport—operators face the same dependency problem that has slowed battery-electric truck adoption. The Nivalis architecture hedges against that risk: its 32-amp connection requires only a standard industrial outlet, and the solar array and regenerative braking handle significant energy input without infrastructure at all. Gilman frames the design philosophy in terms of the industry it serves.
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“Logistics lives with low margins,” he said. “We are focused on the product which fits the industry technically and financially. It overcomes the capital expenditure hurdle and maximizes financial benefit by adding sources of energy which are symbiotic to each other.” And because Nivalis’s axle is comparatively light, he says, operators won’t be forced to reduce payload.
Trailer Dynamics sees it differently.
“Long-haul transport will increasingly move toward depot-based and destination-based charging models,” says Michael W. Nimtsch, the company’s Managing Director. “The question is not how small a battery can be made, but how much economic value each additional kilowatt-hour can generate over the life of the vehicle.”
On solar and regenerative recovery, Nimtsch argues both are useful complements to stored battery energy rather than substitutes for it.
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“Compared with the daily energy demand of a long-haul truck, solar generation remains relatively modest,” he says. The Nivalis energy breakdown supports that view in relative terms: Grid charging contributes the largest share of projected savings, regenerative braking second, and solar third. That hierarchy means performance depends more on charging access during dwell time than the multi-source framing might suggest even if that access requires only a standard industrial outlet.
Trailer Dynamics prices its system between €145,000 and €195,000 and targets a payback period of no more than five years. Nivalis targets five to six years at current costs, falling to three to four years as volumes grow. Asked exactly what the price tag says, the company declined to answer. The minimum annual savings needed, Gilman said, is between €5,000 and €6,000 per trailer. Until someone publishes a full year of results from a trailer running in normal commercial rotation, fleet operators cannot answer the two questions that actually drives adoption: What does this cost, and when does it pay back?
There are times when a physical connection works better. Here’s how to set it up.
Will Shanklin for Engadget
When you think of using a smartphone as a mobile hotspot, the wireless version is probably what comes to mind. But there’s also USB tethering, which lets you share your phone’s cellular connection with a computer over a cable. Here’s how it works, what it’s good for and how to set it up.
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Why USB tethering?
For most people, a wireless hotspot is still the easiest way to get a laptop online when you’re away from regular Wi-Fi. It’s more flexible, supporting multiple simultaneous connections. And unlike the USB kind, you’re free to move your phone away from the computer.
But there are some cases where USB tethering could make sense. A wired connection can be more stable, which is handy for crowded places like convention centers or airports. It also means you aren’t broadcasting a visible network in public. As a bonus, your phone might charge while it’s connected.
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How to set up USB tethering
Screenshot by Will Shanklin (Samsung)
Before we dive in, note that there’s one big catch: Android phones can’t tether via USB to a Mac. (You can still use a Wi-Fi hotspot instead.) Otherwise, USB tethering works with other phone-to-computer setups, including Android to Windows and iPhone to Mac or Windows.
If you’re tethering from an iPhone to Windows, you may need to install the Apple Devices app or iTunes for Windows from the Microsoft Store.
On Android:
Connect your phone to a Windows PC using a USB cable.
On your phone, navigate to Settings > Network & internet > Hotspot & tethering. (On some devices, it’s under Settings > Connections > Hotspot & tethering.) You can also swipe down to open Quick Settings, then press and hold Hotspot to jump to the tethering menu.
Toggle on USB tethering. If the option is grayed out, make sure you’re using a data-capable USB cable and not a charge-only one.
On iPhone:
Plug your iPhone into a computer using a USB cable.
You may see authentication prompts. If your iPhone asks whether to trust the computer, tap Trust and enter your passcode. If you’re connecting to a Mac and see an “Allow accessory to connect” prompt on your computer, click Allow.
On your iPhone, go to Settings > Personal Hotspot. (If you’ve never used a hotspot before, you may need to start under Settings > Cellular > Set up Personal Hotspot.)
Turn on Allow Others to Join.
A few things to keep in mind
USB tethering usually makes more sense for one device than as a full hotspot replacement. So, for example, if you’re trying to get both your laptop and tablet online at the same time, a Wi-Fi hotspot is the solution.
Keep in mind that laptops can burn through data with background tasks like updates and cloud syncing. Your carrier may also limit hotspot use, charge extra for it, count it against a separate data allowance or not support it at all. So it’s worth checking your plan before tethering over USB or Wi-Fi.
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And while a wired connection can be more stable than a wireless hotspot, it’s still relying on your phone’s cellular signal. Spotty service will still mean spotty internet, no matter how you connect.
Apollo Automobil rolled its first finished production car onto the Goodwood Festival of Speed grounds in July 2026, and the machine looked ready to rewrite the rules of what a track hypercar can be. Named Caribbean Dragon, this is unit one of just ten Apollo EVOs that will ever leave the German workshop. Twenty years after the original Gumpert Apollo began deliveries, the brand has returned with something sharper, lighter, and more uncompromising than before.
Caribbean Dragon has an incredible 75+ carbon-fiber panels that are all expertly crafted. You see, the paint job alone is a huge operation, with eight coats done by hand that took over 1000 hours. When the sun hits the pearlescent white coat, a diamond dust flake forms, resulting in a little light show. All of this color contrast has a big impact, with the ocean blue of the carbon accents and tinted blue finishes grabbing attention, much like bright sand meets deep water. Apollo CEO Niko Konta believes the name was inspired by comparing the brilliant white and deep blue colors. Forged wheels continue the concept, with white in the front and blue at the back, while blue brake calipers round out the look.
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Underneath the elegant bodywork is a full carbon-fiber monocoque weighing a whopping 165 kg, 15% stiffer and 10% lighter than the Apollo IE. The front and rear carbon subframes, as well as the specific crash components that comprise the chassis, are likewise the subject of extensive engineering. Overall, the dry weight is a lean 1300 kilograms. With adaptive aero generating 1350 kilos of downforce, this car has a bit more grunt than its own mass. The aggressive geometric form, X-shaped front LED lights, and vertical W-shaped rear lamps indicate that the bodywork is going for impact, yet each surface is actually engineered to push air around rather than just look showy.
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Inside the beast is a naturally aspirated 6.3-liter V12 from Ferrari’s F140 family, but it has been completely modified by HWA AG. With 800 metric horsepower and 765 nm of torque, it can reach 8500 rpm using only its own strength. That’s right, no turbo, no electrics, just good old-fashioned power delivered directly to the back wheels via a strong 6-speed sequential gearbox with paddle shifters. According to official numbers, it takes 2.7 seconds to accelerate from 0 to 100 km/h and has a top speed of 335 km/h, which is impressive for a monster. Carbon-ceramic brakes and Michelin Pilot Sport Cup 2 tyres absorb speed as needed.
The Dragon Skin exhaust system, as Apollo refers to it, is easily visible. It is essentially a one-piece 3D-printed titanium rod, made from a single block of natural titanium, with no welding necessary. It took 123 hours to print alone, as there’s a lot of titanium. The design is also really neat; it’s sturdy, lightweight, can withstand severe temperatures, and fits snugly into the car’s aero package. After a few heat cycles, the titanium develops a gorgeous blue tinge, like to a badge of honor.
Inside the cabin, Brose created the 3D-printed aluminum framework that connects everything, as it is these precise structural pieces that hold the controls together. All of the switchgear, pedals, and other hardware are similarly manufactured in a tidy reinforced framework, reducing weight while still allowing for some fairly complicated designs that standard machining cannot match. This car’s seats are one-of-a-kind, made of bright white and ocean blue leather with blue stitching, and the Apollo emblem is embroidered directly onto each headrest. The cushion patterns are hand-trimmed and look rather special. The steering wheel is solid machined aluminum blended with blue carbon fibre and ocean blue suede, and it’s a stunning piece of craftsmanship. The dashboard is a blend of high-tech digital displays and traditional gauges, with some classic racing-style tell tales to add flair.
Apollo created the EVO with track days in mind, not road excursions. There will be ten automobiles in total, and each one will be hand-built using the Forged software, meaning no two will be alike. Remember that the base model costs a stunning 3 million euros before taxes. The first car was handed over to its new owner at Goodwood, signaling the commencement of deliveries and commemorating the company’s 20th anniversary. Around 70-80% of the car is completely new compared to the IE, as the suspension geometry has been altered, safety measures have been strengthened up to match current LMDH norms, and the entire upper body has been re-engineered from the ground up.
A Canadian artist dropped her iPhone 17 Pro from a plane at 3,600 feet, then found it sitting face-up and virtually untouched in a canola field. Here’s why this is more common than you’d think.
Heather Cline, a mixed-media artist from Saskatchewan, Canada, routinely takes to the skies with her husband, David, in their small plane. The goal is to gain inspiration for her artwork, which often depicts the Canadian landscape from aerial perspectives.
Recently, during an outing above Regina, Heather decided to use her new iPhone 17 Pro to help gather inspiration for a new project. Her husband wasn’t so sure about her choice.
“I had ordered a grip for it that would make it feel more like a traditional camera but it hadn’t come yet,” Heather says in a video posted to CBC’s Instagram account. “And it was a great day for flying.”
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Heather settled on wearing a lanyard-style case around her neck. Unfortunately, while attempting to take the perfect shot, she inadvertently passed her phone through an airstream, which sucked it out of its case and out of the plane from more than 3,600 feet.
Thinking quickly, David prompted Heather to look for the device with Find My. The pair got a rough idea of where the phone landed and decided to track it down once they landed.
Sure enough, Heather was reunited with her iPhone. And even better: it had miraculously survived the fall and was found unscathed in a canola field.
“I go up, and I think it’s gonna be buried in the dirt, smashed, crazy,” Heather recalls. “I literally look down, the phone’s sitting there, face-up, just up against few strands of canola. And it’s like, pristine.”
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Heather ends the video by laughing and saying that she’ll not be making the same mistake twice and plans on making sure her iPhone is secure before she takes to the skies again.
“Maybe we’ll cable tie it to my hand,” she jokes.
“Not a bad idea,” Dave chimes in.
Free falling
While it might seem improbable that an iPhone could survive a fall from a plane, it’s actually not that far-fetched. It’s not even the first time we’ve heard this story.
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Flat objects, like an iPhone, typically stabilize to fall “flat” fairly quickly during particularly long falls. Not only does this slow the phone down dramatically, it also puts it in the most ideal positioning for impact.
If you’ve ever dropped your phone from a short distance, you’ll know it can be devastating. That destruction is due, in part, because it usually doesn’t fall flat. Edge impacts, especially those on the corners, are far more devastating.
There isn’t enough time for the phone to rotate to flat, so all of the force from the fall can be delivered to a corner or edge. Less area of impact, means all that force is delivered to a small area, very quickly.
So, if you’re wondering why Heather’s iPhone survived a 3,600-foot drop into a crop, and yours broke from four feet onto carpet or concrete, you can blame the physics of aerodynamics and complex impact physics for that.
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We’re not going to write 5000 words on this. Not today, at least, so let’s make it simple.
After some discussions we’ve had with the US National Institute of Standards and Technology, some case manufacturers, and Apple over the years, we know that a phone reaches maximum velocity that is notably lower than terminal velocity of a spherical object falling, after about a 335-foot fall.
A six-foot iPhone fall impacts the surface it hits at about half the speed of that 335-foot fall. And, since it hasn’t time had to flatten out on the short fall, a corner or edge impact is far likelier.
Also, the landing surface matters. Concrete stops the phone instantly, causing an immediate energy transfer. Grass or dirt cushions the blow by extending the stopping time, which drastically lowers the peak impact force.
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In the case of airplane drops, it seems that more often than not, the fallen iPhones land on fields or grass, rather than a building, sidewalk, or road. And, they nearly always land on the front or back of the phone, rather than a corner, spreading the force of the fall over a larger surface.
All this contributes to why an iPhone can improbably survive a fall from 3,600 feet. Even if it wasn’t in a case.
It still takes a massive engineering effort to crash-proof an iPhone, and we don’t want to dismiss that. But there are reasons why iPhones can fall from a great distance and survive, while not surviving a short fall.
ISBNdb ships up to a million books anonymously to AI labs
Pre-2022 books are prized because chatbots never touched their text
Spine-cutting scanners destroy originals to speed up digitization for training
AI companies are increasingly turning to printed books published before 2022 as preferred training material because those works predate the widespread use of AI-generated content.
Large-scale scanning operations reportedly involve cutting book spines, separating pages, and destroying physical copies to create digital datasets for large language models.
The practice has attracted growing criticism because some books entering these pipelines are reportedly extremely rare, raising concerns about irreversible cultural losses.
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Pre-2022 books become valuable AI training material
Reports by 404 Media found data broker ISBNdb supplies physical books in bulk to AI developers seeking human-written material unaffected by modern chatbot output.
The company argues books published before 2022 offer cleaner datasets because they cannot contain text generated by contemporary large language models.
They are often considered “dense, edited, authoritative,” in contrast to internet content increasingly filled with machine-generated material of uncertain quality.
The approach also attempts to avoid so-called model collapse, in which AI systems gradually lose quality after repeatedly training on synthetic content generated by earlier models.
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ISBNdb additionally argues that older printed works avoid deliberate data-poisoning techniques authors increasingly use to disrupt AI training through carefully modified documents.
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However, there are reports that many of these books are scanned using high-speed equipment.
This equipment requires workers to remove the spine before feeding individual pages through automated imaging machines.
That process reportedly destroys the original volume, making rapid digitisation considerably cheaper than slower preservation methods designed to keep books physically intact.
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Secrecy and legal rulings fuel preservation concerns
ISBNdb openly acknowledges reputational concerns surrounding the practice while offering strict non-disclosure agreements that keep customer identities confidential throughout commercial engagements.
Its website reportedly states, “‘AI company destroys two million books’ is not a headline that generates sympathy,” while suggesting clients describe the process as digital preservation.
Such a level of destruction is an order of magnitude bigger than the loss of the Library of Alexandria. Yet, it is unfolding with none of the outrage that history reserves for burned libraries.
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Booksellers interviewed by 404 Media said some volumes entering these scanning programmes have very few surviving copies after enduring wars, fires, and centuries of handling.
Critics argue that unlike websites or widely available modern publications, exceptionally scarce historical works cannot simply be reproduced after their physical copies disappear forever.
A recent United States court ruling involving Anthropic found that scanning legally purchased books for AI training constituted fair use under specific circumstances.
Part of that reasoning held that destroying each printed copy during scanning meant one legal copy effectively replaced another rather than creating multiple copies.
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In response to a critic (@Hedgie) of this method on X, Elon Musk said, “I’ve asked the SpaceXAI team to preserve any rare books in a library and scan them the hard way,” suggesting an alternative approach.
If significant awareness is not created, this quiet erasure of irreplaceable books risks becoming the defining act of cultural loss for this era, remembered only after it can no longer be undone.
For more than four decades, the U.S. Navy’s Ticonderoga-class guided missile cruisers have served as some of the fleet’s most capable surface combatants. Designed around the powerful Aegis Combat System, they have played a central role in protecting aircraft carriers, defending against enemy aircraft and missiles, and coordinating complex naval operations around the globe. However, after years of service, the Navy has begun retiring the aging class, with more ships scheduled to leave service over the remainder of the decade.
The challenge is that the Navy has no direct replacement waiting in the wings. Unlike previous generations of warships that were succeeded by clearly defined new classes, the retirement of the Ticonderoga-class vessel leaves a capability gap the service is still working to address. While several options are being considered including relying more on destroyers, no single platform is expected to immediately assume every mission currently performed by these cruisers. That uncertainty has made the future of the Navy’s large surface combatant fleet one of the most closely watched questions in modern naval planning.
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Why the Ticonderoga fleet is disappearing
The Navy originally built 27 Ticonderoga-class cruisers beginning in 1983 at a cost of roughly $1 billion each. Over time, however, age has taken its toll. 20 of these ships have already been decommissioned while the remaining seven vessels are expected to retire by 2030 as maintenance costs continue to rise and the ships become increasingly expensive to modernize. Although several cruisers have received temporary service-life extensions, Navy officials have made clear that the class is approaching the end of its operational life.
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That doesn’t mean the Ticonderoga-class cruiser has become ineffective. On the contrary, they remain among the Navy’s most capable air-defense platforms. The problem is that keeping 40-year-old warships mission-ready has become increasingly difficult and costly, particularly as newer technologies continue to emerge. Earlier efforts to modernize portions of the fleet ultimately proved unable to keep every cruiser in service. As a result, retirement has become less about combat capability and more about balancing readiness, maintenance demands, and long-term fleet modernization.
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What could replace the Ticonderoga-class?
For now, the Navy’s most practical solution is not another cruiser at all. Instead, many of the Ticonderoga’s responsibilities are expected to transition to the latest Flight III Arleigh Burke-class ships such as the USS Ted Stevens sporting the DDG (guided missile destroyer) classification. Equipped with the advanced SPY-6 radar and the latest version of the Aegis Combat System, these new destroyers can assume many of the fleet air-defense and command responsibilities traditionally handled by the retiring cruisers. While they cannot replicate every capability of the Ticonderoga class, they provide the Navy with an effective bridge while longer-term plans continue to develop.
Looking further ahead, the Navy expects its future DDG(X) program to eventually become the next generation of large surface combatants. However, that program remains years away, with the first ships not expected until the early 2030s. Until then, the Navy finds itself in the unusual position of retiring one of its most successful classes of warships without a direct one-for-one successor ready to take its place. Upgraded destroyers may help fill much of the gap, but exactly what ultimately replaces the Ticonderoga-class remains an open question — one that will shape the future of the U.S. surface fleet for years to come.
Ordinary glass stops electricity cold. It lets light through and blocks current completely. That combination works fine for windows and phone screens, yet it leaves the material useless as any kind of switch. A thin coating of indium tin oxide changes the rules. The layer is only 10 to 300 nanometers thick, nearly invisible, and still conductive enough to carry current from one edge of a small pane to the other.
Sokol ordered a pack of this coated glass for another project and decided to use a couple of the sheets as buttons. He took his multimeter to test the coating and was thrilled to see that it performed as predicted. One side of each sheet measured around 20 ohms, but the uncoated side remained nice and open, as you would expect from plain glass. The conductive coating is only applied to one side of the glass, so bear this in mind when using it.
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The button is made up of two of these panes, with their coated sides facing each other and a thin sheet of paper between them as a spacer. One pane is grounded, while the other is connected to an Arduino pin equipped with a pull-up resistor that keeps the pin at 5 volts even when the circuit is open. As long as the two conductive layers are apart, the pin reads high and the built-in LED remains dark; however, press down on the stack, and the glass flexes just enough for the coatings to make contact. Then current begins to flow, the pin drops to zero, and the LED illuminates immediately.
That’s the entire system, so no fancy sensors or drivers, just the old ITO film. The paper spacer keeps the surfaces from touching until you exert pressure, at which point the glass springs back and breaks contact when you let go. The whole thing is a little rudimentary and rough around the edges, but it does the job.
The same two sheets can do more than simply turn on and off. You can use the same concept to create a resistive touchscreen by applying a voltage gradient to one of the coatings, with half at 5 volts and half at zero. When the other coating makes contact, it detects the voltage where it touches and transmits it to an analog pin, which is where you receive your readout indicating where the push occurred. You can add another gradient to the opposite layer, resulting in two-dimensional placement. Sokol points out that a more polished version of this would require copper tape for consistent edges, external resistors for stable gradients, and larger glass, but the core concept is already present in the simple button. [Source]
I’ve been a fan of PSB Speakers since I first auditioned the brand’s M4U 2 headphones back in 2013. Over its 50-plus years of operation, the Canadian outfit has consistently shown a knack for squeezing big sound into small packages. Never was that more apparent than in 2023’s Alpha iQ, a surprisingly versatile pair of powered bookshelves that pull more dynamism and musical expression out of a four-inch woofer and micro-tweeter than they have any right to.
The follow-up iQ1 and iQ2 stand firmly on the Alpha’s shoulders, offering similarly potent musicality and connectivity packed into miniature cabinets, with a woofer-tweeter stack swap that always throws my brain for a loop. The new pairs also share the Alpha’s flair for stylish minimalism, especially the pricier iQ2, which adds upgrades such as a wireless connection between the speakers and a more refined veneer in colors like Ember Red and Sandstone Beige.
PSB Speakers iQ2 Colors
While the iQ’s hardware is all PSB, daily operation relies heavily on BluOS’s powerful software, which handles virtually all controls and audio settings, provides access to more than 20 streaming services, and even supports multiroom audio with rock-solid stability. Unfortunately, I can’t say the same for the iQ2’s HDMI eARC TV connection, which proved doggedly inconsistent throughout my review. The iQ2 worked great for other use cases, but without a stable way to connect seamlessly to a TV in today’s market, the package falls well short of its promise.
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Setup: Long Haul Connection
PSB Speakers iQ2 (front)
Setting up the iQ2 isn’t a major hassle for tech-savvy users, but it’s not the push-button start you’ll get from multi-room setups like Sonos, recent app issues notwithstanding. PSB’s quick guide lays out a three-step process that includes simply plugging in the speakers and downloading the BluOS app for Wi-Fi setup, but the online manual hints that Ethernet is the best option where available. As if that were an omen, the iQ2 balked at my network’s 5 GHz Wi-Fi band during an AirPlay connection, leading to multiple stallouts.
Swapping to my split-off 2.4 GHz band fixed the issue, prompting an update and a paint-drying 20 minutes or so of total connection time between the speakers. The process included blasting surprisingly loud music from the primary speaker, which houses the connection hub, to designate it as the right or left channel, but I appreciate the ability to swap the orientation as needed. Users with particularly troublesome rooms should note that the iQ2 doesn’t offer dedicated calibration.
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Controls and Usability: HDMI Issues
PSB Speakers iQ2 (rear)
There’s also a learning curve for those new to BluOS, or even those like me who’ve been away for a few years. For example, going into the Players tab to find the iQ2’s settings unlocks basic playback controls and options like adding a subwoofer, but there’s no way to select an input. For that, you’ll need to consult the Music tab, which includes all physical inputs, input settings such as allowing the speakers to switch automatically when a signal is detected, and access to BluOS’s 20-plus streaming services and internet radio.
It feels overengineered for a pair of speakers, but that’s because the BluOS ecosystem is designed to let you group the iQ2 with more than 60 other compatible players throughout your home from brands like NAD, DALI, and Bluesound. The app is stable and thoughtful, with features such as haptic volume control, but I wish PSB included a physical remote for quicker access to inputs and other settings. Call me old-fashioned. You do get a few controls on top of the primary speaker, including play/pause, volume, and two programmable presets.
Controls aside, the iQ2’s hardware troubles were the real frustration. HDMI eARC is designed to provide a seamless, high-resolution connection between your TV and speakers, but the iQ2’s implementation was a mess. I experienced audio cutouts across multiple TVs, including instances where the TV recognized the speakers as a source but played no sound. PSB Speakers’ PR team told me this is a known issue and pointed to a firmware fix, but it didn’t work for my review pair.
Design & Features: Elegant Minimalism
PSB Speakers iQ2
The iQ2 make a great first impression, especially in the Sandstone color I reviewed, looking both stylish and understated. The cabinets feel well built, and their fingerprint-resistant veneers ensure that the refined aesthetic holds up. There’s solid heft to the compact cubes, though at under 10 inches tall, they looked almost comically small against the 75-inch Micro RGB TV I first paired them with, especially with their little magnetic hats that serve as acoustic grilles.
That said, the iQ2’s wireless connection means they can easily adapt to larger screen sizes, and there’s nothing comical about their 270 watts of Class D amplification. That works out to 90 watts for each speaker’s four-inch polypropylene mid-bass driver and 45 watts for each 0.75-inch aluminum-dome tweeter. PSB claims a frequency response of 65 Hz to 20 kHz, and the speakers dive toward that lower number with more authority than their size suggests.
A column of inputs on the back of the Primary speaker includes HDMI eARC, optical, USB-C playback, USB-A for external drives, a dual line-in/MM phono RCA input adjustable in the app, Ethernet, and a subwoofer output.
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Streaming support includes Spotify Connect, TIDAL Connect, Qobuz Connect, and Apple AirPlay 2. You’ll find many more options in the BluOS app, including Deezer, Napster, and iHeartRadio, to name a few, but not Apple Music. Other streaming options include access to internet radio stations, local network files at up to 24-bit/192 kHz, and Bluetooth with aptX Adaptive.
Listening: Mighty Minis
PSB Speakers iQ2
I started testing the iQ2 via lossless Spotify Connect and was quickly reminded why PSB holds a special place in my mind’s cluttered library of audio brands. A bit like Canadians themselves, the iQ2 are unassuming at first, but digging deeper reveals an effective mix of confidence and depth. Their sound signature is clean, smooth, and effortlessly natural, with accurate stereo imaging and more bass than you’d expect from micro speakers.
With the iQ2 playing in the background as my pre-toddler arrived home from daycare, I was constantly distracted by their penchant for drawing out instrumental timbres, from satiny brass and woodwinds to gritty electric guitars and poppy percussion. They do a good job of leaning into different genres, with enough finesse to give each instrument its own space, from the dual vocals in Too Short’s “Money in the Ghetto” to the cacophonous horns in The Beatles’ “Good Morning.”
The warm midrange can make more laid-back mixes sound a little flat, but its keener topside adds some excitement to higher-register instruments and effects without feeling sharp or brittle. The sweet yet pointed treble makes easy work of speedy transients like the reverberating synths in Sweet Spirit’s “Baby When I Close My Eyes,” fluttering the effect back and forth across the stereo image with a deft touch that stands out more readily than in options like SVS’s Prime Wireless Pro.
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Bass is firm and well-rounded, if not particularly revelatory, until you remember the size of the drivers, which outflex just about any four-inch woofers I’ve encountered, including options like U-Turn’s more rugged-sounding Ethos speakers. Even some larger 5.25-inch drivers provide less mid-bass punch. It’s enough groove to be tantalizing, but if you’re after raw emotional power, you’ll need a subwoofer. As usual, my SVS 3000 Micro was a great pairing, firming up the lowest frequencies with richer musicality and some sledgehammer punch while opening more space in the upper registers.
Turning to vinyl with my Orbit Theory turntable, the speakers showed off solid detail and dynamics on my go-to albums, such as Brubeck’s Take Five. Paul Desmond’s buzzy sax in “Blue Rondo” was rendered with keen precision, pulling out most of his breathy overtones. Joe Morello’s stick work had an expressive touch in moments such as his multitone tom play during the title song’s drum solo. I was less impressed when moving to the iQ2’s internal MM phono stage, which was both quieter and less precise than the Theory’s internal preamp, though that seems to be a common issue with powered speakers in this class. You can often do better with an external preamp.
Moving to TV and films, when the HDMI eARC port was working, the iQ2 proved more than up to the task of providing exciting sound effects at the sides of the stereo image and clear dialogue at the center, elevating the subtle diction in well-mixed productions like House of the Dragon. Again, the speakers brought a natural liveliness to effects such as stone hallways and bridges, crackling fires, and the woody creak of the show’s many oversized doors.
PSB Speakers iQ1
The Bottom Line
On paper, the PSB iQ models, especially the iQ1, provide a ton of value. You’ll spend a lot more to get the pricier iQ2’s wireless connection and fancier cabinets, but both models offer impressive connectivity and features matched by surprisingly good performance, especially in smaller rooms.
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If not for the HDMI eARC issues I encountered, either pair would be a top pick for those after a compact system with connectivity to spare, not to mention the ability to group it with other systems in the BluOS family. As it stands, I can’t recommend the iQ1 or iQ2 until PSB Speakers can ensure simple, reliable connections for all your components.
For those seeking alternatives to the cheaper iQ1, I recommend SVS’s steadfast Prime Wireless Pro, which offers well-rounded sound and great connectivity in sleek, piano-gloss cabinets. If your budget is more in line with the iQ2, KEF’s LSX II provides similarly stylish design and colorways, along with even better sound performance. Neither pair offers multiroom capabilities, however, so if that’s important, you may need to look elsewhere or wait for PSB to provide a real fix.
Pros:
Smooth and natural tonal balance
Good instrumental separation
Powerful bass for their size
Stylish, well-built cabinets in multiple colors
Loads of connectivity options
BluOS multi-room audio support
Cons
Setup and basic control could be simpler
HDMI eARC cutouts are a mess
Upgraded cabinets and wireless connection are pricey
The AI boom made GPUs famous. The dull chips that wire thousands of those GPUs together are quietly becoming just as valuable.
Xsight Labs, an Israeli chipmaker, has raised more than $300 million at a $2.8 billion valuation, it said on Thursday. Fidelity led the round. That is more than five times what the company was worth in 2021, a jump it made in a single year.
Xsight builds the plumbing of the AI data centre. Its two chips, the E1 processor and the X2 switch, shuttle data between servers, memory and networks. As models grow, moving that data has become one of the industry’s tightest bottlenecks, and the wiring between GPUs is now a prize of its own.
Taking on Nvidia’s other monopoly
Nvidia does not just sell the GPUs. It also dominates the networking layer, which it bought its way into with Mellanox. Xsight’s pitch is the opposite of that closed kit.
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Its chips are open and programmable. They run standard Linux and SONiC, and operators can rewrite the X2 switch in software after it ships, instead of waiting for new silicon. The market wanted “a high-performance alternative to closed, legacy architectures,” said chief executive Yossi Meyouhas. Xsight joins a wave of startups chipping at Nvidia’s grip on the AI stack.
Already in orbit
This is not a lab project. Several global network operators have picked Xsight’s silicon, including SpaceX’s Starlink. Last week its processors passed a test aboard SpaceX’s new Starlink V3 satellites, Globes reported. Programmable chips suit space, where engineers fix a fault in software rather than swap out the hardware.
The selling point is efficiency. The E1 is the first 800-gigabit data processor to ship, and runs under 75 watts. The X2 moves 12.8 terabits a second while drawing 40% less power than older switches. As AI’s electricity bill balloons, every watt saved is a pitch.
A serial exit machine behind it
The pedigree helps. Veterans of EZchip, the Israeli networking firm Mellanox bought in 2016, founded Xsight in 2017, CTech reported. Its chairman is Avigdor Willenz, a serial chip entrepreneur who has sold past companies to Marvell, Amazon and Intel.
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His backers followed him in. The round drew Fidelity, Intel Capital, T. Rowe Price, Battery Ventures and Valor Equity Partners, among others. The cash will fund the next chip generations and a bigger sales push at Tier-1 hyperscalers.
The money pouring into AI infrastructure is no longer chasing only GPUs. It is chasing everything around them, from power stations to the wires in the rack. Xsight is betting the winners in networking will be the open ones.
This week on the GeekWire podcast: Microsoft and Amazon both reported quarterly numbers, and both stocks rose on cloud results that beat expectations. Is all that AI spending paying off? And in related news, Microsoft sees a rare annual headcount decline, hitting product R&D hardest.
Plus: Satya Nadella builds a Power BI dashboard out of an analyst’s research report, and touts it on the earnings call to make a bigger point. Jeff Bezos names Amazon’s chips business as the long-awaited fourth pillar. And AI House managing director Jacob Colker delivers a much-needed pep talk for Seattle tech, calling on the region to recognize and build on its strengths.
Got an idea and want to make a simple 3D model, but don’t want to install a full-fledged CAD modeling suite and queue up a few hours of tutorial videos? Check out SketchForge, a 3D modeling program that runs locally in one’s browser without any need for an account, or external services.
SketchForge takes a more WYSIWYG approach to 3D modeling by making it easy to put an object together with primitive shapes, and making it extra easy to specify dimensions and align parts with one another. There’s also a sketch feature that makes it easier to create more complex shapes by making a 2D drawing, then extruding or revolving it into a solid. We like that it has STEP format export as an option, making it easy to import your creation into another CAD program of your choice later. Most 3D printer slicers natively support the STEP format nowadays, too.
It’s a bit reminiscent of Tinkercad in concept, but entirely local. It’s still new, but there’s a demo online that gives a good idea of its capabilities if you’d like to give it a spin.
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We’re reminded of CaDoodle, another project that takes the “Tinkercad, but local” approach but as a standalone executable, instead of browser-based.
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