Tesla has unveiled a new virtual power plant using Powerwalls home battery pack, and this time, it's on an island, Miyako-jima, in Japan. Electrek reports: A virtual power plant (VPP) consists of distributed energy storage systems, like Tesla Powerwalls, used in concert to provide grid services and avoid the use of polluting and expensive peaker power plants. Tesla launched one in California earlier this year, and it had its first emergency event earlier this month with great results. Now the company is trying to deploy a virtual power plant in Texas, and of course, it also had one in operation for years in Australia that is still expanding.

But now we have learned that Tesla also quietly built a new virtual power plant in Japan, and it has now decided to unveil it. The project is called "Miyakojima VPP" because it is located on the island of Miyako-jima, the most populous island in the Okinawa Prefecture. Tesla announced that it started to install Powerwalls in partnership with the local electric utility in 2021, and it now has over 300 Powerwalls on the island as part of the VPP. [...] Tesla explains that VPP is helping the island take better advantage of its renewable energy, but it is also proving more grid resilience, especially in the case of a natural disaster. The Miyakojima VPP is still growing, and Tesla expects that it will include 400 Powerwalls by the end of this year and 600 Powerwalls by the end of 2023. In 2024, Tesla expects to start installing Powerwalls for similar projects throughout the Okinawa Prefecture. "[W]hen power supply and demand are tight on Miyako Island, electricity generated by photovoltaic power generation is stored in Powerwall before the tight time period and discharged from Powerwall to the home during the tight time period," said Tesla in a statement translated to Japanese. "It contributes not only to the households where the is installed, but also to the stabilization of Miyako Island's grid power supply, and stabilizes the power supply on the island. In addition, in the event of a power outage due to a typhoon, etc., power will be supplied from the Powerwall to the installed home, making it possible to prevent power outages in the home."

A 900 MW 'water battery' that cost Switzerland 2 billion euros and was under construction for 14 years, is now operational, Euronews reported. The battery is located nearly 2,000 feet (600 m) underground in the Swiss Alps. Interesting Engineering reports: A water battery consists of two large pools of water located at different heights. When power production is high, excessive power is used to move water from the lower pool to the pool at a higher height, which is similar to charging a conventional battery. When power demand increases, the water at the higher level can be released and, as it heads to the lower pool, it passes through turbines that generate electricity and can be used to power the grid.

The water battery that recently went operational in Switzerland has a storage capacity of 20 million kWh, the equivalent of 400,000 electric cars, and is aimed at helping stabilize the energy grid in Switzerland and other connected grids in Europe. The plant has six turbines that can generate 900 MW of power, Euronews revealed. The battery has been built between the reservoirs of Emosson and Vieux Emosson in Valais, a canton in the southwestern part of Switzerland. Located nearly 2,000 feet (600 m) underground, the vast engine room of the plant measures about 650 feet (200 m) long and is over 100 feet (32 m) wide.

To move the building materials to the site, the engineers had first to carve out tunnels through the Alps. The length of the tunnels dug for the project extends to about 11 miles (18 km). Once these tunnels were in place, building material and prefabricated buildings could be moved into the mountain, a process that took 14 years. To increase the energy storage capacity of the battery, the height of the Vieux Emosson dam was also increased by 65 feet (20 m). After all this hard work, the battery is now operational and at its peak is capable of powering 900,000 homes at a time.

Power blackouts and rising electricity costs have inspired "a small but growing number of Californians" to leave the power grid altogether for their own home-generated energy, reports the New York Times.

And thanks to "a stunning drop" in the cost of solar panels and batteries, "Some homeowners who have built new, off-grid homes say they have even saved money because their systems were cheaper than securing a new utility connection...." Nobody is quite sure how many off-grid homes there are but local officials and real estate agents said there were dozens here in Nevada County, a picturesque part of the Sierra Nevada range between Sacramento and Lake Tahoe. Some energy experts say that millions of people could eventually go off the grid as costs drop....

People going off the grid argue that utilities are not moving fast enough to address climate change and are causing other problems. In Northern California, Pacific Gas & Electric's safety record has alienated many residents. The company's equipment caused the 2018 Camp Fire, which killed dozens and destroyed the town of Paradise, about 70 miles north of Nevada City. The utility's effort to prevent fires by cutting off power to homes and businesses has also angered people. One of those residents is Alan Savage, a real estate agent in Grass Valley, who bought an off-grid home six years ago and has sold hundreds of such properties. He said he never loses power, unlike PG&E customers. "I don't think I'll ever go back to being on the grid," Mr. Savage said.

For people like him, it is not enough to take the approach favored by most homeowners with solar panels and batteries. Those homeowners use their systems to supplement the electricity they get from the grid, provide emergency backup power and sell excess energy to the grid.

The appeal of off-grid homes has grown in part because utilities have become less reliable. As natural disasters linked to climate change have increased, there have been more extended blackouts in California, Texas, Louisiana and other states.... Installing off-grid solar and battery systems is expensive, but once the systems are up and running, they typically require modest maintenance and homeowners no longer have an electric bill. RMI, a research organization formerly known as the Rocky Mountain Institute, has projected that by 2031 most California homeowners will save money by going off the grid as solar and battery costs fall and utility rates increase. That phenomenon will increasingly play out in less sunny regions like the Northeast over the following decades, the group forecasts....

Some energy experts worry that people who are going off the grid could unwittingly hurt efforts to reduce greenhouse gas emissions. That is because the excess electricity that rooftop solar panels produce will no longer reach the grid, where it can replace power from coal or natural gas plants. "We don't need everybody to cut the cord and go it alone," said Mark Dyson, senior principal with the carbon-free electricity unit of RMI.... Scott Aaronson, a senior vice president for security and preparedness at the Edison Electric Institute, a utility industry trade group, said that while off-grid living might appeal to some, it was "like having a computer not connected to the internet.... You're getting some value but you're not part of a greater whole," he said. "When something goes wrong, that's wholly on you...."

Off-grid systems are particularly attractive to people building new homes. That's because installing a 125- to 300-foot overhead power line to a new home costs about $20,000, according to the California Public Utilities Commission. In places where lines have to be buried, installation runs about $78,000 for 100 feet.
The article ends by pointing out that off-the-grid residents will soon also have a handy alternative to the giant electric batteries that store the excess energy from their solar panels: electric cars like the Ford F-150 Lightning and the Hyundai Ioniq 5.

Engineers at Drexel University have made a breakthrough they say takes [lithium-sulfur batteries] closer to commercial use, by leveraging a rare chemical phase of sulfur to prevent damaging chemical reactions. New Atlas reports: [T]here is one problem that scientists keep running into, which is the formation of chemical compounds called polysulfides. As the battery operates, these make their way into the electrolyte -- the solution that carries the charge back and forth between the anode and cathode -- where they trigger chemical reactions that compromise the battery's capacity and lifespan. Scientists have had some success swapping out the carbonate electrolyte for an ether electrolyte, which doesn't react with the polysulfides. But this poses other problems, as the ether electrolyte itself is highly volatile and contains components with low boiling points, meaning the battery could quickly fail or meltdown if warmed above room temperature.

The chemical engineers at Drexel University have been working on another solution and it starts with the design of a new cathode, which can work with the carbonate electrolytes already in commercial use. This cathode is made from carbon nanofibers and had already been shown to slow the movement of polysulfides in an ether electrolyte. But making it work with a carbonate electrolyte involved some experimentation. The scientists attempted to confine the sulfur in the carbon nanofiber mesh to prevent the dangerous chemical reactions using a technique called vapor disposition. This didn't quite have the desired effect, but as it turned out, actually crystallized the sulfur in an unexpected way and turned it into something called monoclinic gamma-phase sulfur, a slightly altered form of the element. This chemical phase of sulfur had only been produced at high temperatures in the lab or observed in oil wells in nature. Conveniently for the scientists, it is not reactive with the carbonate electrolyte, thereby removing the risk of polysulfide formation.

The cathode remained stable across a year of testing and 4,000 charge-discharge cycles, which the scientists say is equivalent to 10 years of regular use. The prototype battery the team made featuring this cathode offered triple the capacity of a standard lithium-ion battery, paving the way for more environmentally friendly batteries that allow electric vehicles to travel much farther on each charge. The research was published in the journal Communications Chemistry.

An anonymous reader quotes a report from Ars Technica, written by Tim De Chant: GM announced last Friday that it was recalling every Chevrolet Bolt it had ever made, including the new electric utility vehicle model that debuted this year. After a string of fires affected Bolt models, the company traced the problem to two simultaneously occurring defects in the cars' LG Chem-made batteries. The automaker initially discovered the problem in batteries from one of LG's Korean plants, and it recalled cars with those cells last November. But then more Bolts caught fire, and other LG plants were ensnared in the investigation, spurring two expansions of the recall. The problem, GM said, has been traced to a torn anode tab and a folded separator.

That's all GM has said so far. It hasn't said how widespread the defects are, nor has it said how, exactly, the fires started. But in what little information has been released, and in the timing of GM's recalls, there are clues. To decipher them, Ars spoke with Greg Less, technical director of the University of Michigan's Battery Lab. "What we're looking at is a perfect storm," Less said. The Bolt's battery packs are made up of pouch-type cells, which are essentially layers of cathodes, anodes, and separators that are flooded with liquid electrolyte and encased in a flexible polymer pouch. The torn anode tab, he said, would create a projection in what should be an otherwise flat battery. The projection brings the anode closer to the cathode. "And that would probably be OK if the separator was where it was supposed to be," he said.

But in problematic Bolt batteries, the separator wasn't where it was supposed to be. Separators are placed between the anode and cathode to prevent the two electrodes from touching. A torn tab wouldn't necessarily be an issue on its own because the separator would prevent any projection from bridging the anode-cathode gap. In cells with a folded separator, though, the gap would be missing from at least part of the battery. If the anode bridges the gap, Less said, "you have a short, and it's all downhill from there." "It wouldn't surprise me if both defects are caused by the same thing," he added. "I would imagine that the separator must be folded at the edge near where the anode tab is at. What I'm guessing is that at some point during the handling of the cell, before it's fully packaged, some part of the robot machine is catching. The tab is catching, the separator is catching -- something is catching very infrequently so that it hasn't been noticed, and it's causing this damage."

An anonymous reader quotes a report from ZDNet: iFixit co-founder and CEO Kyle Wiens has exposed how companies including Apple, Samsung, and Microsoft manipulate the design of their products and the supply chain to prevent consumers and third-party repairers from accessing necessary tools and parts to repair products such as smartphones and laptops. Speaking during the Productivity Commission's virtual right to repair public hearing on Monday, Weins took the opportunity to draw on specific examples of how some of the largest tech companies are obstructing consumers from a right to repair.

"We've seen manufacturers restrict our ability to buy parts. There's a German battery manufacturer named Varta that sells batteries to a wide variety of companies. Samsung happens to use these batteries in their Galaxy earbuds ... but when we go to Varta and say can we buy that part as a repair part, they'll say 'No, our contract with Samsung will not allow us to sell that.' We're seeing that increasingly," he said. "Apple is notorious for doing this with the chips in their computers. There's a particular charging chip on the MacBook Pro ... there is a standard version of the part and then there's the Apple version of the part that sits very slightly tweaked, but it's tweaked enough that it's only required to work in this computer, and that company again is under contractual requirement with Apple."

He continued, highlighting that a California-based recycler was contracted by Apple to recycle spare parts that were still in new condition. "California Apple stops providing service after seven years, so this was at seven years and Apple have warehouses full of spare parts, and rather than selling that out in the marketplace -- so someone like me who eagerly would've bought them -- they were paying the recycler to destroy them," Wiens said. Weins also pointed to an example involving a Microsoft Surface laptop. "[iFixit] rated it on our repairability score, we normally rate products from one to 10; the Surface laptop got a zero. It had a glued-in battery ... we had to actually cut our way into the product and destroyed it in the process of trying to get inside," he said.

Seven years ago two Google engineers concluded, after four years of study that "Renewable energy technologies simply won't work; we need a fundamentally different approach." (The authors proposed a R&D portfolio pursuing "disruptive" solutions in hydro, wind, solar photovoltaics, and nuclear power, with one Slashdot reader asking "is nuclear going to be acknowledged as the future of energy production?")

But the two engineers — still at Google — recently announced "we're happy to say that we got a few things wrong. In particular, renewable energy systems have come down in price faster than we expected, and adoption has surged beyond the predictions we cited in 2014."

One of them told IEEE Spectrum "It's stunning how rapidly things have been moving since the first article was published," Experts now have a better understanding of how a variety of technologies could be combined to prevent catastrophic climate change, the coauthors say. Many renewable-energy systems, for example, are already mature and just need to be scaled up. Some innovations need significant development, including new processes to produce steel and concrete, and geoengineering techniques to sequester carbon and temporarily reduce solar radiation. The one commonality among all these promising technologies, they conclude, is that engineers can make a difference on a planetary scale...

Concerned about the pessimistic tone of most climate coverage, the authors argue that wise policies, market pressure, and human creativity can get the job done. "When you put the right incentives in place, you capture the ingenuity of the masses," says Fork. "All of us are smarter than any of us."
The Google engineers acknowledge we've already seen a plunge in battery prices to lows not predicted until 2050. (Along with cheap natural gas prices, this cut America's coal consumption in half, lowering emissions.) And fossil fuel consumption has been reduced thanks to cheaper electric heat pumps and electric cars. Other suggestions from their article include:

• Cleaner air travel (including clean hydrogen-powered planes)
• New forms of nuclear power
• Climate policy (including carbon pricing strategies like carbon taxes)

"So, engineers, let's get to work."

California's energy commission has funded dozens of projects "serving as test beds for policies that might lead to commercialization of microgrids," reports the Associated Press: When a wildfire tore through Briceburg nearly two years ago, the tiny community on the edge of Yosemite National Park lost the only power line connecting it to the electrical grid. Rather than rebuilding poles and wires over increasingly dry hillsides, which could raise the risk of equipment igniting catastrophic fires, the nation's largest utility decided to give Briceburg a self-reliant power system. The stand-alone grid made of solar panels, batteries and a backup generator began operating this month.

It's the first of potentially hundreds of its kind as Pacific Gas & Electric works to prevent another deadly fire like the one that forced it to file for bankruptcy in 2019.

The ramping up of this technology is among a number of strategies to improve energy resilience in California as a cycle of extreme heat, drought and wildfires hammers the U.S. West, triggering massive blackouts and threatening the power supply in the country's most populous state... "I don't think anyone in the world anticipated how quickly the changes brought on by climate change would manifest. We're all scrambling to deal with that," said Peter Lehman, the founding director of the Schatz Energy Research Center, a clean energy institute in Arcata. The response follows widespread blackouts in California in the past two years that exposed the power grid's vulnerability to weather. Fierce windstorms led utilities to deliberately shut off power to large swaths of the state to keep high-voltage transmission lines from sparking fire. Then last summer, an oppressive heat wave triggered the first rolling outages in 20 years. More than 800,000 homes and businesses lost power over two days in August.

During both crises, a Native American reservation on California's far northern coast kept the electricity flowing with the help of two microgrids that can disconnect from the larger electrical grid and switch to using solar energy generated and stored in battery banks near its hotel-casino. As most of rural Humboldt County sat in the dark during a planned shutoff in October 2019, the Blue Lake Rancheria became a lifeline for thousands of its neighbors: The gas station and convenience store provided fuel and supplies, the hotel housed patients who needed a place to plug in medical devices, the local newspaper used the conference room to put out the next day's edition, and a hatchery continued pumping water to keep its fish alive... During a few hours of rolling blackouts last August, the reservation's microgrids went into "island mode" to help ease stress on the state's maxed-out grid...
State facilities are planning to quadruple the amount of battery storage from 500 megawatts to 2,000 megawatts by this August.

But unfortunately, "There are setbacks too: An intensifying drought is weakening the state's hydroelectric facilities..."

An anonymous reader quotes a report from Ars Technica: Unless something changes, an issue lurking in older PlayStations' internal timing systems threatens to eventually make every PS4 game and all downloaded PS3 games unplayable on current hardware. Right now, it's not a matter of if but when this problem will occur. [...] The root of the coming issue has to do with the CMOS battery inside every PS3 and PS4, which the systems use to keep track of the current time (even when they're unplugged). If that battery dies or is removed for any reason, it raises an internal flag in the system's firmware indicating the clock may be out of sync with reality. After that flag is raised, the system in question has to check in with PSN the next time it needs to confirm the correct time. On the PS3, this online check happens when you play a game downloaded from the PlayStation Store. On the PS4, this also happens when you try to play retail games installed from a disc. This check has to be performed at least once even if the CMOS battery is replaced with a fresh one so the system can reconfirm clock consistency.

Why does the PlayStation firmware care so much about having the correct time? On the PS3, the timer check is used to enforce any "time limits" that might have been placed on your digital purchase (as confirmed by the error message: "This content has a time limit. To perform this operation go to settings date and time settings set via internet"). That check seems to be required even for downloads that don't have any actual set expiration date, adding a de facto one-time online check-in requirement for systems after their internal batteries fail. On the PS4, though, the timing check is apparently intended to make sure PSN trophy data is registered accurately and to prevent players from pretending to get trophies earlier than they actually had. You'd think this check could be segregated from the ability to load the non-trophy portions of the game, but player testing has shown that this seems to be a requirement to get PS4 games to load at all. Last month, Sony shut down PlayStation Store access for the PlayStation 3, PlayStation Vita, and PlayStation Portable. Sony will eventually shut off the PSN servers that power the timing check for hardware it no longer considers important. "After that, it's only a matter of time before failing CMOS batteries slowly reduce all PS3 and PS4 hardware to semi-functional curios," adds Ars.

Sony could release a firmware update that limits the system functions tied to this timing check, but Sony hasn't publicly indicated it has any such plans.

Mark Wilson writes: Microsoft has teamed up with HP to work on a fix for a problem affecting various HP Business Notebooks. The flaw not only causes a reduction in performance and battery life, but can also lead to swollen batteries. The problem lies with the HP Battery Health Manager, and the update from Microsoft and HP is rolling out to enable a new charging algorithm to help alleviate the issue. Writing about the update, Microsoft says: "Microsoft is working with HP to distribute a solution to help address a configuration setting issue within HP Battery Health Manager on select HP Business Notebooks that can affect battery life and performance. This update does not require a restart to take effect."

An anonymous reader quotes a report from The Drive: According to several owners of the all-new Model Y, Tesla has allegedly assembled their cars using what appears to be faux wood trim from a home improvement store. It all started with a forum post featuring a photo of a Model Y's frunk plastics removed. The original poster of the thread had reportedly spent more than ten hours disassembling their Model Y to correct poor panel fitment when they came across a large chunk of metal secured with green tape and a small strap. "Someone made a run to Home Depot to make Q2 numbers," jested the thread's original poster.

Shortly after, a few other posters chimed in with photos of the same part, showing more wood grain and a few plain white mounts as well. That part you're looking at is the Model Y's Liquid Cooled Condenser (LCC). Its job is essentially that of a heat exchanger, passing refrigerant through a large block where it transfers the thermal properties of the cryogen with other parts of the cooling system. This is just one small sliver of Tesla's unique octavalve cooling system found in the Model Y that is responsible for conditioning the car's cabin, battery, and drive unit simultaneously. The trim appears to be providing some strain relief for the strap holding the LCC in place, perhaps to keep the tension from providing unnecessary stress on the condenser during vibration or flexing, or to prevent any sharp corners from severing the strap itself. However, it's worth noting that Tesla didn't always use what appears to be akin to in-home molding in this application. In fact, several videos on YouTube show vehicles fitted with a clear plastic part in place of the trim. Interestingly, Tesla's own parts catalog doesn't show the any such mounting solution found on the various Model Ys in the thread. It's not clear if the part simply isn't documented, or if it was a rapid fix that has remained in production for quite some time.

An anonymous reader quotes a report from Bloomberg: Lithium-ion batteries play a central role in the world of technology, powering everything from smartphones to smart cars, and one of the people who helped commercialize them says he has a way to cut mass production costs by 90% and significantly improve their safety. Hideaki Horie, formerly of Nissan Motor Co., founded Tokyo-based APB Corp. in 2018 to make "all-polymer batteries" -- hence the company name. The making of a cell, every battery's basic unit, is a complicated process requiring cleanroom conditions -- with airlocks to control moisture, constant air filtering and exacting precision to prevent contamination of highly reactive materials. The setup can be so expensive that a handful of top players like South Korea's LG Chem Ltd., China's CATL and Japan's Panasonic Corp. spend billions of dollars to build a suitable factory.

Horie's innovation is to replace the battery's basic components -- metal-lined electrodes and liquid electrolytes -- with a resin construction. He says this approach dramatically simplifies and speeds up manufacturing, making it as easy as "buttering toast." It allows for 10-meter-long battery sheets that can be stacked on top of each other "like seat cushions" to increase capacity, he said. Importantly, the resin-based batteries are also resistant to catching fire when punctured. In March, APB raised $74 million, which is tiny by the wider industry's standards but will be enough to fully equip one factory for mass production slated to start next year. Horie estimates the funds will get his plant in central Japan to 1 gigawatt-hour capacity by 2023.

Mahdokht Shaibani at Monash University in Melbourne, Australia, and her colleagues have developed a battery with a capacity five times higher than that of lithium-ion batteries. From a report: The battery maintains an efficiency of 99 per cent for more than 200 cycles, and a smartphone-sized version would be able to keep a phone charged for five days. To date, the problem with lithium-sulphur batteries has been that the capacity of the sulphur electrode is so large that it breaks apart over cycles of charging and discharging, and the energy advantage rapidly disappears, says Shaibani. "The electrode will fall apart, and then the battery dies fast." That happens because the sulphur electrode expands and contracts as it cycles, with a volume change of about 78 per cent. Volume change also occurs in electrodes in the lithium-ion batteries that power electric cars and smartphones, but is about eight times smaller. To prevent the electrode disintegrating in their lithium-sulphur battery, the researchers gave the sulphur particles more space to expand and contract. Usually, lithium-sulphur batteries have materials added that bind the particles together inside so the battery doesn't crack as it expands. Shaibani and her team used a smaller amount of a polymer binding material in their electrode, and created more spaced-out structures between the sulphur particles.

Oxis Energy, of Abingdon, UK, says it has a battery based on lithium-sulfur chemistry that can greatly increase the ratio of watt-hours per kilogram, and do so in a product that's safe enough for use even in an electric airplane. Specifically, a plane built by Bye Aerospace, in Englewood, Colo., whose founder, George Bye, described the project in this 2017 article for IEEE Spectrum. From a report: The two companies said in a statement that they were beginning a one-year joint project to demonstrate feasibility. They said the Oxis battery would provide "in excess" of 500 Wh/kg, a number which appears to apply to the individual cells, rather than the battery pack, with all its packaging, power electronics, and other paraphernalia. That per-cell figure may be compared directly to the "record-breaking energy density of 260 watt-hours per kilogram" that Bye cited for the batteries his planes were using in 2017.

This per-cell reduction will cut the total system weight in half, enough to extend flying range by 50 to 100 percent, at least in the small planes Bye Aerospace has specialized in so far. If lithium-sulfur wins the day, bigger planes may well follow. [...] One reason why lithium-sulfur batteries have been on the sidelines for so long is their short life, due to degradation of the cathode during the charge-discharge cycle. Oxis expects its batteries will be able to last for 500 such cycles within the next two years. That's about par for the course for today's lithium-ion batteries. Another reason is safety: Lithium-sulfur batteries have been prone to overheating. Oxis says its design incorporates a ceramic lithium sulfide as a "passivation layer," which blocks the flow of electricity -- both to prevent sudden discharge and the more insidious leakage that can cause a lithium-ion battery to slowly lose capacity even while just sitting on a shelf. Oxis also uses a non-flammable electrolyte.

"Biohackers took one small but important step toward the science fiction dystopia depicted in William Gibson's Johnny Mnemonic," reports The Parallax, in an article shared by a Slashdot reader: The Four Thieves Vinegar biohacking collective has not figured out how to precisely mimic the memory data transfer scenario Gibson conjured, but it has built a device to enable people to store and transfer data wirelessly in their bodies. Using off-the-shelf parts and focused efforts, the biohacking group has designed and built a networked hard drive, coated in a biosafe resin, to be subcutaneously implanted in the human body. It's powered by an external battery that connects to the device via an induction coil, and its storage capacity is limited only by the size of the microSD card it contains. Michael Laufer, who founded Four Thieves Vinegar, calls it the Pegleg.

In the small hours of August 8, in an operating room within the small house, two patients received the second version of the Pegleg implant, which Laufer says is the world's first subcutaneous networked drive... To make Pegleg v2, Laufer and his team removed from the Raspberry Pi both Micro USB connectors (one for power, one for data), the Mini HDMI connector, and the camera connector. They then soldered on a second Wi-Fi chip to enable it to transfer data to another Pegleg and allow other devices to connect to it, as well as an induction coil to enable it to be powered by a wireless battery resting in a contiguous sports armband or pants pocket. They enabled Bluetooth for future functionality, inserted a 512GB microSD card for storage, and updated the firmware. Finally, they coated the hacked device in a biocompatible acrylic resin to prevent it from interacting with the recipient's body and to diffuse the heat it emanates.

At 11:44 a.m. on the same day, Laufer -- an implant newbie who has three small tattoos but no piercings -- took a seat in the surgical room... During the procedure, Laufer passed out for a few seconds and vomited a little bit. But 32 minutes later, he had a functional "Pegleg" implant.

Apple has released the fifth-generation iPad Mini. So, of course, the repair experts at iFixit needed to tear it apart. From a report: The new 7.9 inch tablet, launched two weeks ago, sticks to its roots as a revamp of the iPad Mini 4, according to iFixit's teardown published Tuesday. One notable change is the battery connector design, which could prevent people trying to fix a device from accidentally killing the backlight during a repair, according to iFixit. The iFixit team calls this tweak "nifty!"

iFixit also noted that both the screen and battery are difficult to remove. The removal of the display, in particular, if not done carefully, could compromise the Touch ID technology. "Battery and screen replacements are the two most common repairs, and the iPad Mini makes both unnecessarily difficult," iFixit said. "The battery lacks pull-to-remove adhesive tabs, and the display requires a tricky removal of the home button if you want to keep Touch ID after your repair."

The Homeland Security Department has issued an alert Thursday describing two types of computer-hacking vulnerabilities in 16 different models of Medtronic implantable defibrillators sold around the world, including some still on the market today. The vulnerability also affects bedside monitors that read data from the devices in patients' homes and in-office programming computers used by doctors. From the report: Medtronic recommends that patients only use bedside monitors obtained from a doctor or from Medtronic directly, and to keep it plugged in so it can receive software updates, and that they maintain "good physical control" over the monitor. Implantable defibrillators are complex, battery-run computers implanted in patients' upper chests to monitor the heart and send electric pulses or high-voltage shocks to prevent sudden cardiac death and treat abnormal heart beats. The vulnerabilities announced Thursday do not affect Medtronic pacemakers.

The more serious of the two is a vulnerability that could allow improper access to data sent between a defibrillator and an external device like an at-home monitor. The system doesn't use formal authentication or authorization protections, which means an attacker with short-range access to the device could inject or modify data and change device settings, the advisory says. A second vulnerability allows an attacker to read sensitive data streaming out of the device, which could include the patient's name and past health data stored on their device. The system does not use data encryption, the advisory says. (Deploying encryption in medical devices is tricky because is increases computational complexity and therefore uses the battery faster.) The FDA isn't expected to issue a recall as the vulnerabilities are expected to be patched via a future software update.

Long-time Slashdot reader AmiMoJo shares this article from the Verge: An autonomous food delivery robot burst into flames on a Berkeley, California walkway, as first reported by The Daily Californian. Kiwi, the startup that makes and manages the one hundred-strong fleet of robots, issued a statement to say that the fire was quickly extinguished by a passerby before the city's fire department arrived and doused the machine in foam.... It said that it believed the fire was caused by human error, when a faulty battery was manually inserted into the robot, eventually causing thermal runaway -- the same issue that resulted in the recall of Samsung's Galaxy Note 7 phones. Kiwi says that a new piece of software will "rigorously monitor the state of each battery" to prevent anything like this from happening again.

Kiwi said the incident resulted in "some smoke and minor flames." But video captured of the event shows the robot engulfed in the kind of fiercely burning fireball typically associated with battery fires.
Though no one was hurt, Kiwi's fleet of 100 delivery robots was still deactivated while the company investigated the fiery wreck.

According to a new report from The Associated Press, a number of China's government officials and entities have had access to the location data of "new energy vehicles" from many different manufacturers. "More than 200 manufacturers (both national and foreign) transmit the data to 'government-backed monitoring centers,' according to the report, including one called 'The Shanghai Electric Vehicle Public Data Collecting, Monitoring and Research Center' and another known as the 'National Big Data Alliance of New Energy Vehicles,'" reports The Verge. From the report: Chinese officials told the AP that this data -- which includes the real-time location of cars, plus "dozens of other data points" -- is collected to "improve public safety" and "facilitate industrial development and infrastructure planning." The officials say the data is also used to "prevent fraud" in the government's subsidy program for new energy vehicles, which offers steep discounts on clean cars. The monitoring systems have been in place since the beginning of 2017, according to a report by the International Council on Clean Transportation from last year. Staffers at the data monitoring centers are able to look at a map, click on a car, and see things like make and model, mileage, and battery charge, according to the AP report.

With iOS 12.1, Apple introduced a bunch of new features like Group FaceTime and dozens of new emoji. But the company also elected to add a controversial new performance management feature to the iPhone 8, iPhone 8 Plus, and iPhone X. From a report: For the uninitiated, back in December 2017, Apple confirmed that it would sometimes slow down older iPhones through a software update in order to prevent unexpected shutdowns. The result was that certain models -- iPhone 6, 6 Plus, 6S, 6S Plus, 7, and 7 Plus -- would often perform poorly after being updated to the newest version of iOS. Users had long suspected Apple was throttling older iPhones, but it wasn't until Geekbench published an expose that the company publicly admitted it was, indeed, slowing down older iPhones -- albeit, for a good reason. Apple said in its explanation of the throttling issue that its goal was "to deliver the best experience for customers" and essentially argued the practice of throttling was a feature -- not a bug as it had been reported. Apple's solution was to give iPhone owners some extra control over the feature and offer a reduced cost for battery replacements.