Valve designers Lawrence Yang and Pierre-Loup Griffais say the company has sold "multiple millions" Steam Deck handheld gaming PCs. The Verge reports: The Steam Deck has been a hit for Valve right from its launch; when the device first went up for preorders in July 2021 (has it really been that long?), the demand created some major issues for Valve's Steam store. And the handheld gaming PC is often at or near the top of Steam's top-selling chart -- even just two months after the device's official February 2022 launch, it was clear that the Steam Deck was not a flop. The company apparently even made a cake to celebrate selling 1 million units. The company is probably set to sell a lot more after recently unveiling a new revision with an OLED screen, longer battery life, and faster Wi-Fi.

Smartphones and electric cars are both powered by lithium-ion batteries, notes the Economist. These "Li-ion" batteries "form the guts of a growing number of grid-storage systems that smooth the flow of electricity from wind and solar power stations. Without them, the electrification needed to avoid the worst effects of global warming would be unimaginable." But unfortunately, building them requires scarce metals.

"A clutch of companies, though, think they have an alternative: making batteries with sodium instead..." And the idea of building "Na-ion" batteries at scale is "gaining traction." Engineers are tweaking designs. Factories, particularly in China, are springing up. For the first time since the Li-ion revolution began, lithium's place on the electrochemical pedestal is being challenged... [A]ccording to Rory McNulty, a research analyst at Benchmark, Chinese firms have 34 Na-ion-battery factories built, being built or announced inside the country, and one planned in Malaysia. Established battery-makers in other places, by contrast, are not yet showing much interest. Even without a five-year plan to guide them, though, some non-Chinese startups are seeking to steal a march by developing alternatives to layered oxides, in the hope of improving the technology, reducing its cost, or both.

One of the most intriguing of these neophytes is Natron Energy, of Santa Clara, California... Natron claims that its cells can endure 50,000 cycles of charging and discharging — between ten and 100 times more than commercial Li-ion batteries can manage. The firm has built a factory in Michigan, which it says will begin production later this year. Other non-Chinese firms are less far advanced, but full of hope. Altris, in Sweden, which is also building a factory, employs a material called Prussian white that substitutes some of the iron in Prussian blue with sodium. Tiamat, in France, uses a polyanionic design involving vanadium. And Faradion, in Britain (now owned by Reliance, an Indian firm), intends to stick with a layered-metal-oxide system.
Thanks to Slashdot reader echo123 for sharing the article.

According to Germany's Manager Magazin, Volkswagen's board has approved laying off 2,000 employees in the Cariad software unit as part of the latest restructuring intended to right the digital ship. Autoblog reports: Former group CEO Herbert Diess established Car.Software Organization in 2020, eventually renaming it Cariad and giving the task of creating "a uniform software and technology platform for all Volkswagen Group brands." VW's info page on the division says the unit employs roughly 6,000 people around the world, up from roughly 4,500 at the end of 2021. Despite that same page claiming Cariad is building "the leading tech stack for the automotive industry," the failed stacks brought down the division's first CEO in less than a year, then brought down VW Group CEO Diess two years later as problems continued. It then probably played a role in bringing down Audi brand CEO Markus Duesmann and much, if not all, of Audi's Project Trinity when Oliver Blume took over as CEO of the VW Group. It finally took out Cariad's second CEO, Dirk Hilgenberg, over the summer. And aside from the career killing, Cariad's woes have proved problematic for every battery-electric car VW Group launch since the ID.3.

Blume put ex-Bentley production manager Peter Bosch in charge in May. Since then, Bosch has been at work on a reorganization plan to get the software division running as it should so that the software runs as it should, and so that vital products like the Audi Q6 E-Tron and Porsche Macan EV can get out the door as envisioned. Manager Magazin reported that Bosch's plan involves laying off those 2,000 employees over the next 15 months, a step that would rewind back to 2021 staffing levels, but that action needs to be discussed with VW's Works Council as it concerns labor issues. [...] As it awaits its v1.2 VW Group software, Porsche said it's going to move ahead with Google Built-In as an interim solution. More worryingly, Cariad's timetable was meant to have v2.0 out by 2025, when products like the electric Cayman and Boxster are expected, but v2.0 has been buried in favor of a redesign from scratch.

An anonymous reader quotes a report from Ars Technica: There's plenty of fear, uncertainty, and doubt about electric cars and the potential risk of battery fires, but the regular old 12 V battery is responsible for Toyota issuing a recall for more than 1.8 million cars this week. Toyota says the problem is due to differences in the sizes of replacement batteries -- some have smaller tops than others, and if a smaller-top battery isn't held in properly by its clamp, the battery could move under hard cornering, letting the positive terminal contact the clamp, causing a short-circuit and possible fire risk.

The problem affects 2013-2018 RAV4s -- about 1,854,000 of them, according to Toyota. The official National Highway Traffic Safety Administration safety recall notice has not yet been posted, but NHTSA's Office of Defects Investigation has had an open case looking into the problem since February 2021, after 11 complaints about "non-crash thermal events" starting in the engine bays of RAV4s. Toyota says that it's working on a new hold-down clamp, battery tray, and positive terminal cover. Once those are ready, the automaker will replace those components for free. The automaker says owners should be contacted about the recall by late December.

Apple on Wednesday lost a bid to block a mass London lawsuit worth up to $2 billion which accuses the tech giant of hiding defective batteries in millions of iPhones. From a report: The lawsuit was brought by British consumer champion Justin Gutmann on behalf of around 24 million iPhone users in the United Kingdom. Gutmann is seeking damages from Apple on their behalf of up to 1.6 billion pounds ($1.9 billion) plus interest, with the claim's midpoint range being 853 million pounds. His lawyers argued Apple concealed issues with batteries in certain phone models by "throttling" them with software updates and installed a power management tool which limited performance.

Apple, however, said the lawsuit was "baseless" and strongly denied batteries in iPhones were defective, apart from in a small number of iPhone 6s models for which it offered free battery replacements. The company sought to get the case thrown out of court, but the Competition Appeal Tribunal (CAT) said Gutmann's case can proceed in a written ruling on Wednesday.

PC Magazine cites a study done in March by Recurrent, a Seattle-based company that analyzes used electric car batteries, which analyzed real-world telematics data from 15,000 EVs of various makes and models, taking daily readings of their actual charging activity, battery percentage, and estimated range. Their results? Electric vehicles typically come with a standard battery warranty, between eight and 12 years, plus a certain number of miles. Recurrent found that most drivers were not replacing their batteries even after those warranties expired. The oldest models in the study have the highest percentage of battery replacements, at about 5% for those that have been on the road for nine to 12 years, according to the graph below. Twelve years is the current average lifespan for gas-powered cars in the US, according to Progressive.

This suggests a battery replacement could come at a natural time to consider buying a new vehicle or replacing the battery on the current one, not as an unfortunate surprise just a few years into ownership... "Almost all of the batteries we've ever made are still in cars, and we've been selling electric cars for 12 years," says Nic Thomas, marketing director for Nissan.

Jameson Dow reports via Electrek: As the latest step in the saga of recalled Chevy Bolts, GM is offering owners of '20-'22 Bolts early payment of $1,400 of an anticipated class action settlement in exchange for installing a piece of diagnostics software that the company says will detect whether batteries require a full replacement. [...] In June, GM announced that it would stop replacing 2020-2022 Chevy Bolt Batteries and would instead verify the integrity of the battery with software over a period of 6,200 miles in which Bolt owners were only allowed to charge their batteries to 80% or ~207 of the original EPA's 259-mile range. GM replaced most batteries on '17-'19 Bolts but then ended up offering software diagnostics instead of battery replacements to many '20-'22 model year Bolts. GM says that the software will detect which batteries actually require a fix, but the software requires 6,214 miles/10,000 km worth of driving to detect these problems, during which time charging must be limited to 80%.

This left many customers aggrieved at being promised a new battery and not receiving it, and further, at needing to wait some number of months with restricted charging before receiving a solution. Or, in the case of low-mileage customers, that 6,214 miles might even take years -- which brings up a conflict with GM's insistence that the diagnostic period be finished by March 31, 2025, in order to qualify owners for an extended warranty for a replaced battery pack. Now, GM is trying to sweeten the pot to get customers to install the "software final remedy" by offering early/upfront payment of an anticipated $1,400 class action settlement. The payment comes in the form of a Visa eRewards card that can be used for online purchases.

But you can only get this early payment if you install the "software final remedy" before December 31, 2023, and sign a legal release associated with taking the payment. If you don't, you'll have to wait for the class action to be sorted out. The compensation program only applies to owners involved in recall N212345944. If the class action settlement ends up being more than $1,400, GM says that the difference will still be paid out to owners who take advantage of this early compensation offer. As noted in The Verge's report, "[o]lder Chevy Bolt models that were made from 2017 to 2019 were initially provided 'fixes' in 2021 to keep the vehicles from catching fire, but it did not work." A different issue with the batteries appeared in 2020, "during which time at least 19 Bolts caught fire with full batteries."

The previously announced joint collaboration between Honda Motor and General Motors to develop a platform for affordable electric vehicles (EVs) has been cancelled, the firms said today. Initially publicized in April 2022, the collaboration aimed to produce lower-cost EVs for the North American, South American, and Chinese markets, with the first models expected to roll out in 2027. However, the companies disclosed that they have mutually agreed to disband the project. ArsTechnica: "After extensive studies and analysis, we have come to a mutual decision to discontinue the program. Each company remains committed to affordability in the EV market," Honda and GM said in a joint statement. "After studying this for a year, we decided that this would be difficult as a business, so at the moment we are ending development of an affordable EV," said Honda CEO Toshihiro Mibe in an interview with Bloomberg. "GM and Honda will search for a solution separately. This project itself has been canceled," Mibe said.

The now-canceled platform was supposed to use GM's Ultium batteries. GM debuted Ultium in 2020 as its third-generation lithium-ion cell, developed together with LG Chem. At the time, GM CEO Mary Barra said that Ultium cells would drop below the $100/kWh barrier "early in the platform's life." In 2022, the first Ultium-based EVs went into production -- the GMC Hummer EV, the Cadillac Lyriq, and the BrightDrop Zevo 600. Ultium cells were supposedly ready for mass production, but GM and LG Chem are struggling to make that a reality. In July, GM had to idle BrightDrop's production line in Canada due to a shortage of battery cells, and Kelly Blue Book's sales data for the first three quarters of 2023 show that just 6,920 Ultium-based EVs (which include the Chevrolet Blazer and Silverado EV, as well as the Hummer, Lyriq, and BrightDrop van) were delivered to customers.

According to Reuters, Nvidia is designing ARM-based processors that would run Microsoft's Windows operating system. While they're not expected to be ready until 2025, it poses a major new challenge to Intel which has long dominated the PC industry. From the report: The AI chip giant's new pursuit is part of Microsoft's effort to help chip companies build Arm-based processors for Windows PCs. Microsoft's plans take aim at Apple, which has nearly doubled its market share in the three years since releasing its own Arm-based chips in-house for its Mac computers, according to preliminary third-quarter data from research firm IDC. Advanced Micro Devices also plans to make chips for PCs with Arm technology, according to two people familiar with the matter. Nvidia and AMD could sell PC chips as soon as 2025, one of the people familiar with the matter said. Nvidia and AMD would join Qualcomm, which has been making Arm-based chips for laptops since 2016. At an event on Tuesday that will be attended by Microsoft executives, including vice president of Windows and Devices Pavan Davuluri, Qualcomm plans to reveal more details about a flagship chip that a team of ex-Apple engineers designed, according to a person familiar with the matter.

Nvidia, AMD and Qualcomm's efforts could shake up a PC industry that Intel long dominated but which is under increasing pressure from Apple. Apple's custom chips have given Mac computers better battery life and speedy performance that rivals chips that use more energy. Executives at Microsoft have observed how efficient Apple's Arm-based chips are, including with AI processing, and desire to attain similar performance, one of the sources said. Microsoft has been encouraging the involved chipmakers to build advanced AI features into the CPUs they are designing. The company envisions AI-enhanced software such as its Copilot to become an increasingly important part of using Windows. To make that a reality, forthcoming chips from Nvidia, AMD and others will need to devote the on-chip resources to do so. "Microsoft learned from the 90s that they don't want to be dependent on Intel again, they don't want to be dependent on a single vendor," said Jay Goldberg, chief executive of D2D Advisory, a finance and strategy consulting firm. "If Arm really took off in PC (chips), they were never going to let Qualcomm be the sole supplier."

An anonymous reader quotes a report from CNN: China has unveiled plans to restrict exports of graphite -- a mineral crucial to the manufacture of batteries for electric vehicles (EVs) -- on national security grounds, the Ministry of Commerce and the General Administration of Customs said Friday. The announcement comes just days after the United States imposed additional limits on the kinds of semiconductors that American companies can sell to Chinese firms. China, which dominates the world's production and processing of graphite, says export permits will be needed, starting in December, for synthetic graphite material -- including high-purity, high-strength and high-density versions -- as well as for natural flake graphite. [...]

According to the US Geological Survey (PDF), the market for graphite used in batteries has grown 250% globally since 2018. China was the world's leading graphite producer last year, accounting for an estimated 65% of global production, it said. Besides EVs, graphite is commonly used in the semiconductor, aerospace, chemical and steel industries. The export curbs were announced as China faces pressure from multiple governments over its commercial and trade practices. For more than a year, it has been embroiled in a tech war with the United States and its allies in Europe and Asia over access to advanced chips and chipmaking equipment. "At the moment both China and Western countries are engaged in a tit for tat, highlighting how protectionist measures often spread. Newton's third law that every action causes a reaction applies here, too," said Stefan Legge, head of tax and trade policy research at the University of St Gallen in Switzerland.

"At the same time, both sides of the dispute also realize how costly it is if geopolitics trumps economics," he added.

General Motors said it will delay production of electric pickups trucks at its plant in Michigan by another year as the No. 1 U.S. automaker grapples with flattening demand for electric vehicles. Reuters reports: The move is the latest sign that electric vehicle production and demand may not be as strong as forecast. GM had been set to begin production of the electric Chevrolet Silverado and GMC Sierra in late 2024 at the suburban Detroit plant. The company said the plan now is to start it in late 2025.

GM said the change was being made "to better manage capital investment while aligning with evolving EV demand" but said the move does not impact its battery plant plans. GM said in July battery production at the Ultium joint venture plant Ohio has been hampered because "our automation equipment supplier is struggling with delivery issues."

The automaker in July reiterated a previous target of building 400,000 EVs from 2022 through the first half of 2024, and projected EV revenue of $50 billion in 2025. GM has said it is targeting production of roughly 100,000 EVs in the second half of 2023. Reuters reported in July that the U.S. electric vehicle market is growing, but not quickly enough to prevent unsold EVs from stacking up at some automakers' dealerships.

An anonymous reader quotes a report from CNN: Zero-emission cars are soaring in popularity but running an electric vehicle is next to impossible in places with limited charging infrastructure. Stella Terra could change that. The khaki-green SUV uses solar panels on its sloping roof to charge its electric battery, meaning it can drive long distances powered entirely by the sun. Built by a team of students at Eindhoven University of Technology (TUE), "the world's first off-road solar-powered vehicle" could help connect remote areas "where roads are less developed and energy grids are not as reliable," and assist with emergency aid and deliveries, says Thieme Bosman, events manager for the team.

The team tested the vehicle in Morocco earlier this month, driving more than 1,000 kilometers (621 miles) between the country's northern coast and the Sahara Desert in the south. "Morocco has a huge variety of landscapes and different surfaces in quite a short distance," says Bosman, adding that the car was tested "on every type of surface that a car like this could encounter." The road-legal car has a top speed of 145 kilometers (90 miles) per hour. On a sunny day, its battery range is around 710 kilometers (441 miles) on roads, and around 550 kilometers (342 miles) off-road, depending on the surface. In cloudy conditions, the team estimates the range could be 50 kilometers less. Bosman noted that the vehicle had proved to be one-third more efficient than expected on the trip, and that its lightweight design made it less liable to get stuck on rugged terrain, and put less stress on its suspension.

"Where the SUV market currently innovates on the previous models, we really start from scratch and design everything ourselves," says Bosman. Minimizing the vehicle's weight was essential, and the team of 22 students focused on making every element ultra-efficient. At just 2,645 pounds (1,200 kilograms), Stella Terra weighs around 25% less than the average mid-sized SUV. The aerodynamic design also reduces drag and uses "lightweight and robust" composite materials to cut weight, says Bob van Ginkel, technical manager for Stella Terra. "(One of) the benefits of the solar panels on top is that we can have a much smaller battery because we are charging while driving," van Ginkel adds. Bosman and his peers hope their concept SUV could be mass produced in the near future. "We aim to also inspire not only everyday people, but also the automotive industry, the Ford and Chryslers of the world, to think again about their designs and to innovate faster than they currently do," says Bosman.

"It's up to the market now, who have the resources and the power to make this change and the switch to more sustainable vehicles."

While the tech in virtual reality headsets has "undoubtedly gotten better," iFixit says "repair is getting left off of designers' priority lists." In a recent teardown video, the DIY repair site disassembled Meta's Quest 3 headset to find that it's not super repairable," giving it a repairability score of 4 out of 10 due the absence of manuals, OEM spare parts, and "any sign of repairability considerations whatsoever." The Register reports: As the iFixit team tore into the headset, the first major failure from a repairability perspective was the "extremely complicated procedure of replacing the lithium polymer battery pack." "Replacing the battery in the Quest 3 is as difficult as it was in the Quest 2, and far more difficult than the Quest Pro." That said, the batteries in the controllers are AAs rather than the lithium-ion cells of the Quest Pro, so it's a win there.

Faced with a multitude of screws and the lack of a service manual, iFixit stripped the headset back to its bare components, revealing the new time of flight sensor -- essential for hand and controller tracking as well as mapping out the space around the user -- and, beyond the fan, the mainboard. The Quest 3 is powered by a Snapdragon 8, the XR2 Gen2. According to iFixit: "Leaked benchmarks suggest that this newer SoC improves on the XR2+ found in the Quest Pro both in terms of performance and power efficiency."

However, it is the battery that disappoints. Although it is a standard unit so theoretically replaceable, iFixit noted: "It's taken me three Fixmats, a single tray of plastic, and very careful organizing of about 50 screws to get this far." Yikes. Not really a user-serviceable part at all. [...] Overall, the team gave the device a provisional 4 out of 10 in its teardown, principally due to the absence of manuals, OEM spare parts, and "any sign of repairability considerations whatsoever." But hey, at least you can swap out the AAs in the controllers when they die.

"Australian design student Alexander Burton has developed a prototype kit for cheaply converting petrol or diesel cars to hybrid electric," reports Dezeen magazine, "winning the country's national James Dyson Award in the process." Titled REVR (Rapid Electric Vehicle Retrofits), the kit is meant to provide a cheaper, easier alternative to current electric car conversion services, which Burton estimates cost AU$50,000 (£26,400) on average and so are often reserved for valuable, classic vehicles.

Usually, the process would involve removing the internal combustion engine and all its associated hardware, like the gearbox and hydraulic brakes, to replace them with batteries and electric motors. With REVR, those components are left untouched. Instead, a flat, compact, power-dense axial flux motor would be mounted between the car's rear wheels and disc brakes, and a battery and controller system placed in the spare wheel well or boot. Some additional off-the-shelf systems — brake and steering boosters, as well as e-heating and air conditioning — would also be added under the hood. By taking this approach, Burton believes he'll be able to offer the product for around AU$5,000 (£2,640) and make it compatible with virtually any car...

With REVR, people should be able to get several more years of life out of their existing cars. The kit would transform the vehicle into a hybrid rather than a fully electric vehicle, with a small battery giving the car 100 kilometres of electric range before the driver has to switch to the internal combustion engine... Borrowing a trick from existing hybrid vehicles, the kit uses a sensor to detect the position of the accelerator pedal to control both acceleration and braking. That means no changes have to be made to the car's hydraulic braking system, which Burton says "you don't want to have to interrupt".
Thanks to Slashdot reader FrankOVD for sharing the news.

Qualcomm's annual "Snapdragon Summit" is coming up later this month, and the company appears ready to share more about its long-planned next-generation Arm processor for PCs. ArsTechnica: The company hasn't shared many specifics yet, but yesterday we finally got a name: "Snapdragon X," which is coming in 2024, and it may finally do for Arm-powered Windows PCs what Apple Silicon chips did for Macs a few years ago (though it's coming a bit later than Qualcomm had initially hoped). Qualcomm has been making chips for PCs for years, most recently the Snapdragon 8cx Gen 3 (you might also know it as the Microsoft SQ3, which is what the chip is called in Surface devices). But those chips have never quite been fast enough to challenge Intel's Core or AMD's Ryzen CPUs in mainstream laptops. Any performance deficit is especially noticeable because many people will run at least a few apps designed for the x86 version of Windows, code that needs to be translated on the fly for Arm processors.

So why will Snapdragon X be any different? It's because these will be the first chips born of Qualcomm's acquisition of Nuvia in 2021. Nuvia was founded and staffed by quite a few key personnel from Apple's chipmaking operation, the team that had already upended a small corner of the x86 PC market by designing the Apple M1 and its offshoots. Apple had sued Nuvia co-founder and current Qualcomm engineering SVP Gerard Williams for poaching Apple employees, though the company dropped the suit without comment earlier this year. The most significant change from current Qualcomm chips will be a CPU architecture called Oryon, Qualcomm's first fully custom Arm CPU design since the original Kryo cores back in 2015. All subsequent versions of Kryo, from 2016 to now, have been tweaked versions of off-the-shelf Arm Cortex processors rather than fully custom designs. As we've seen in the M1 and M2, using a custom design with the same Arm instruction set gives chip designers the opportunity to boost performance for everyday workloads while still maintaining impressive power usage and battery life.

An anonymous reader quotes a report from the New York Times: Many electric utilities are putting up lots of new power lines as they rely more on renewable energy and try to make grids more resilient in bad weather. But a Vermont utility is proposing a very different approach: It wants to install batteries at most homes to make sure its customers never go without electricity. The company, Green Mountain Power, proposed buying batteries, burying power lines and strengthening overhead cables in a filing with state regulators on Monday. It said its plan would be cheaper than building a lot of new lines and power plants. The plan is a big departure from how U.S. utilities normally do business. Most of them make money by building and operating power lines that deliver electricity from natural gas power plants or wind and solar farms to homes and businesses. Green Mountain — a relatively small utility serving 270,000 homes and businesses -- would still use that infrastructure but build less of it by investing in television-size batteries that homeowners usually buy on their own. "Call us the un-utility," Mari McClure, Green Mountain's chief executive, said in an interview before the company's filing. "We're completely flipping the model, decentralizing it."

Green Mountain's plan builds on a program it has run since 2015 to lease Tesla home batteries to customers. Its filing asks the Vermont Public Utility Commission to authorize it to initially spend $280 million to strengthen its grid and buy batteries, which will come from various manufacturers. The company expects to invest an estimated $1.5 billion over the next seven years -- money that it would recoup through electricity rates. The utility said the investment was justified by the growing sum it had to spend on storm recovery and to trim and remove trees around its power lines. The utility said it would continue offering battery leases to customers who want them sooner. It will take until 2030 for the company to install batteries at most homes under its new plan if regulators approve it. Green Mountain says its goal to do away with power outages will be realized by that year, meaning customers would always have enough electricity to use lights, refrigerators and other essentials. Green Mountain would control the batteries, allowing it to program them to soak up energy when wind turbines and solar panels were producing a lot of it. Then, when demand peaked on a hot summer day, say, the batteries could release electricity. Under the proposal, the company would initially focus on delivering batteries to its most vulnerable customers, putting some power lines underground and installing stronger cables to prevent falling trees from causing outages.

Google Japan's latest DIY project is for people who can't get keyboards off their heads. From a report: Google isn't making this product. Instead, the Gboard CAPS project is another of Google Japan's joke keyboard ideas, like the 5.25-foot-long, single-row Gboard Stick Version keyboard shown off last year, used to promote Google's Gboard app. However, Google Japan seemingly prototyped the keyboard in real life. Everything you need to make this typing topper, including the firmware and hardware, is open source and available on GitHub. How do you type with the hat? It has a 6-axis sensor that reads its position. Turn the hat to select a character and press its top to enter. It pairs via Bluetooth, runs on a 3.7V, 120mAh battery, and charges via USB-C.

At CES 2023, a startup called Displace introduced their "truly wireless" TV with swappable batteries and a vacuum suction system that can keep the display adhered to walls without traditional mounting. To address concerns about what would happen when those batteries become depleted or when the wall/surface the TV is mounted to cracks, Displace says it has designed a built-in landing gear safety system to protect the $3,000 wireless TV. The Verge reports: Here, friends, is where Displace's "self-lowering landing gear technology" comes in. And I'm just going to quote directly from the press release so you can get the full rundown on how it supposedly works: "Sensors within the Displace TV constantly measure the battery level and pressure in the vacuum suction system, analyze the wall's surface, and check leakage on the vacuum pumps. If the vacuum pumps are in danger of not maintaining a seal or the wall's integrity falters, the Displace TV automatically deploys four quick adhesives for stability and initiates a self-lowering landing gear system. The adhesives work as anchor points, as the Displace TV begins to lower itself gently on a zipline (from as high as 10 feet) and deploys a reusable foam at the bottom to protect the TV screen."

When a problem is detected, the Displace attaches an adhesive frame onto the wall and begins lowering the display to the floor (with rope) from that frame. As all of this is happening, the TV generates a lot of sound and even flashing lights in an attempt to keep the area clear of children or animals. Once it's safely on the ground, you can pull the frame off the wall and reinsert it into the back of the TV. [...] The self-landing technology works at heights of up to 10 feet. When you're ready to put the TV back in its place, you just push the foam feet back into the TV, replace the adhesive tapes, and that's it. You can watch a demo of the safety system on YouTube.

Jason Koebler writes via 404 Media: An independent repair shop in Germany has invented a tool that can break through anti-repair locks Apple has put on a specific sensor on the MacBook Pro and MacBook Air. The Nerd.Tool.1 was invented by Stephan Steins of Dortmund's Notebook Nerds repair shop. It is specifically designed to allow independent repair shops to replace the display angle sensor on broken MacBook Pro and MacBook Air laptops. This was formerly a replacement that only Apple could do because the replacement part had to be "calibrated" with the specific device, which only Apple could do, until now. This sensor detects when the laptop lid is closed, and turns the screen and fan off, and puts the laptop to sleep. If it's broken, the laptop's screen will remain on even when the lid is closed, which drains the battery, can keep the fans running, and generally shorten the life of the computer.

The Nerd.Tool.1 recalibrates replacement sensors, allowing repair techs to replace them without any fuss. "We are calibrating new sensors nearly the same way Apple does," Steins told me. "They can do it via their T2 [security chip] or their M1/M2 chips. We are using the nerd.tool.1 for this task. The sensor holds all the data. It is not serialized or paired to the logic board so we are just calibrating it." "We broke Apple's lock," independent repair advocate and repair pro Louis Rossmann explained in a YouTube video demoing the Nerd.Tool.1. "To whoever it is at Apple who decided to not make this available to technicians, 'Fuck you, we win,'" Rossman said.

"We are selling the nerd.tool.1 to be able to spend time in developing other solutions," added Steins. "We will do our best to get nerd.tool.2 to fix other issues which repair shops are facing. The response has been awesome! The community is very kind, which shows how painful these missing tools are for many independent repair shops."

Alongside the Pixel 8 and Android 14, Google today launched the new Pixel Watch 2 -- a $350 second-gen smartwatch featuring a faster processor, overhauled sensor array, and longer battery life. The Verge reports: At a glance, the main difference is that the screen sits flush with the digital crown, where the original had a slight cutout. Another change imperceptible to the naked eye: the body is now made of 100 percent recycled aluminum instead of stainless steel. The result is a slightly lighter watch, but not by much. The Pixel Watch weighed 36 grams, while the Pixel Watch 2 is 31g. That's a bit disappointing, considering the Watch 2's price remains the same as last year. We're looking at the same 41mm case size and OLED display on top. But flip the watch over, and you'll find a completely different sensor array. Instead of a single line of LEDs, there are now multiple LEDs and photodiodes to take measurements from several angles and positions. That then feeds into an algorithm that Fitbit CEO James Park says is 40 percent more accurate for vigorous activities.

This year, Google also added a skin temperature and continuous electrodermal activity (EDA) sensor. Both help enable proactive stress tracking, which Fitbit introduced with its Sense 2. The EDA sensor detects minuscule amounts of sweat, which can help determine bodily stress when combined with metrics like heart rate variability, heart rate, and skin temperature. As with the Sense 2, you're supposed to get a slightly delayed notification when a stressful event has been detected. You're then encouraged to log how that event made you feel. Battery life was a major pain point when the Pixel Watch first launched. Park acknowledges that you couldn't use the always-on display on the first-gen watch if you wanted that 24-hour battery life. This time around, he says that the team has worked hard to make sure the Pixel Watch 2's 306mAh battery can get 24 hours with the always-on display enabled. Users should also be able to get a 50 percent charge in 30 minutes and a full day's worth in 75 minutes. Helping that should be Wear OS 4 -- which Google says ought to extend battery life -- and the new, more power-efficient Qualcomm Snapdragon W5 processor. (Speaking of Wear OS 4, Google says that, at first, it'll be exclusive to Pixel Watch 2.) Other features include the ability to automatically record workouts and do heart rate zone training; a new Safety Check feature that will alert your loved ones of your location after a preset timer expires (e.g. taking an Uber across town or going on a late-night walk); and support for Google services like Gmail, Google Wallet, and Calendar.

You can learn more about the Pixel Watch 2 here.