Mark Rober is perhaps the most successful science & engineering Youtube creator. He has 65 million subscribers--more than Taylor Swift, and many of his videos have over 120 million views, which surpasses the most recent Superbowl. His most recent release compares a Tesla dealing with various road issues, in contrast to a test car with a Luminar LIDAR. He tests how both cars react to a dummy child in the road obscured by fog, water jets, bright lights and even a giant printed poster showing an empty road, as sometimes seen in the Road Runner cartoons.The goal of the test is to compare the performance of the Tesla, which uses only cameras and computer vision, and the LIDAR based system, which uses an advanced scanning laser to create a 3-D view of the road ahead of the car. All working self-driving car systems operating on roads without a human supervisor use LIDAR, radar and cameras and vision, and sometimes more. Tesla, and some startups, are trying to work with just vision.Sadly, Robers large effort here is almost entirely wasted, because while the title of the video says it is a self driving car test, he uses an un-named version of Teslas Autopilot system, which is their older freeway driver-assist tool. Nobody ever considered Autopilot to be a self-driving system. It is more like a fancy cruise control, and it frequently makes mistakes and needs a driver attentive to the road and with hands on the wheel to keep it safe. Tesla moved beyond that system several years ago, and now markets a system called supervised full self driving. In spite of that seemingly explicit name, it also is not a self-driving system, and needs supervision, though Tesla has for many years claimed it would become a self-driving system next year without success. Most recently, it was announced it would operate unsupervised in June in Austin, TX, though few believe this promise will be delivered on in a meaningful way.Nonetheless, the new FSD system (which only works on Teslas latest hardware, found in cars released starting in 2023) is significantly different from the old FSD system, and that is quite different from the old Autopilot as well. The newer Autopilot is derived from the FSD system, but still fairly different. Frankly, few are interested in tests on the old Autopilot, so that makes Robers tests fairly meaningless, even if it is the case that the newest FSD system would have made the same errors--we unfortunately dont know.Luminar has done a similar test at CES with one of their cars and a Tesla with small dummies.AFP via Getty ImagesWhile Rober may not have known about the software versions available for his car, the crew at Luminar, the LIDAR company which assisted with the tests, provided the LIDAR car and system, and has done these tests before, would surely have been aware of them, and should have informed Rober.The tests performed were designed to highlight the difference between computer vision and LIDAR. The LIDAR car performed them all, while the Autopilot system failed in thick fog, very heavy water jets and the Road Runner photographic wall. The Tesla also failed with Autopilot off, leaving just its forward collision avoidance system. The FCA system is designed to delay braking to give the driver a chance to brake first, as such it stopped too late.Whats a good test?Another problem with Robers tests is that the ones where the vision system failed do not model the real world well. While all teams test their vehicles in fog and rain and in the face of bright lights, they generally do not demand success for conditions which do not appear in the real world, and which a human could not handle. They do test these to see how they could improve the systems, but real testing of self-driving cars involves millions of miles and a very broad array of challenges on which the system is hoped to surpass human performance.The road runner wall was a billboard sized canvas printed with a photograph of the empty road beyond the wall. Those are rarely seen in the wild outside of certain regions of New Mexico. Self-driving teams are interested in potential adversarial attacks on cars and how to defend against them, but this is not a likely one; there are simpler and cheaper techniques. Its more in line with the fun that Robers viewers enjoy in his videos than a real test. A visual image is of course something that will foil cameras and not adversely affect radars or LIDARs.All successful self-driving teams, who have managed to deploy a vehicle with no human inside, use a combination of cameras, radars and LIDARs. The vision only approach is used only by Tesla and some smaller startups, and none have made a working self-driving car, or even come close to it, as of yet, though they have hope for the future. Indeed, most experts think that approach may well work in the future, but just when is unknown. For now, they feel that making use of all sensors is important to get the vehicles working, and later work can be done to make things cheaper, including going to just vision if and when that becomes practical.As such, a demonstration of the abilities of LIDAR and the problems vision can have makes sense. Teslas latest FSD probably would have failed some of these tests, but it was not tested so Robers video leaves us without the information we actually might seek. Rober has not, as yet, responded to a request for more information. The problems shown are not the most important and difficult problems for computer vision to solve, however. Its biggest problem is attaining the extremely high reliability level needed to bet your life, not specific hazards like fog or rain or clever coyotes.The Luminar LIDAR performs well. Some LIDARS might have issues with some of the challenges presented, including opaque fog and extremely heavy rain. None would have an issue with the photograph wall. Luminars LIDAR uses long-wave infrared, which allows much more power and range. Waymo has a similar instrument of their own construction on their vehicles. (I worked in a minor way with the team which developed it.)We might hope Rober would redo his test with Teslas latest software and hardware, and also come up with more real-world situations to tell the real story.

If you feel drained, anxious or on edge, its not just in your headits in your body. Unpredictable ... [+] relationships rewire your nervous system for instability, but healing is possible.gettyA healthy relationship provides emotional stability, where love feels safe and consistent. But when unpredictability becomes the normwhen affection feels conditional, moods shift without warning and conflict erupts out of nowhereyour nervous system takes the hit.Your body, wired for survival, doesnt differentiate between emotional and physical danger. It reacts to unpredictability as if it were a real threat, keeping you stuck in cycles of stress and emotional exhaustion.Heres how it impacts your nervous system, and what you can do to regain control.1. Your Brain Perceives Unpredictability As A ThreatYour brain is wired to detect patterns because predictability creates a sense of safety. When a relationship is stable, your nervous system relaxes, allowing you to feel secure. However, when affection and support are inconsistentwhen your partner is warm one day and distant the nextyour brain perceives this uncertainty as a potential threat and goes into overdrive trying to make sense of the chaos.Research on the intolerance of uncertainty (IU) confirms that individuals who struggle with uncertainty tend to overgeneralize fear, remain stuck in a state of hypervigilance and have difficulty distinguishing between real and perceived threats.Researchers found that individuals with a high intolerance of uncertainty showed heightened amygdala activationthe part of the brain which is responsible for processing emotions such as fear and anxietyeven when faced with safety cues, suggesting that when situations are unpredictable, the brain treats them as inherently dangerous.In the context of relationships, this means that inconsistency from a partner can feel more distressing than outright conflict because your brain doesnt know what to expect. This leads to:Feeling constantly on edge. You may startMisinterpreting behavior. You may become hyper-vigilant and look for small shifts in tone, mood or texting habits as warning signs.Overanalyzing interactions. You may repeatedly replay your conversations with them and search for hidden meanings.Because the brain is designed to prioritize survival over peace, this ongoing stress response drains mental energy, making it harder to focus, relax or even trust your own perceptions. Just as a high intolerance of uncertainty hinders the turning off our fear response, those in unpredictable relationships may find it difficult to calm their nervous systemeven in moments of happiness and closeness.Heres what you can do to protect your mind from the constant overdrive:Create mental safety anchors. Since unpredictability fuels fear, reinforce what you know to be true outside of the relationship. For instance, you can remind yourself, I am safe even when things feel uncertain.Practice naming the pattern. Instead of getting lost in overanalyzing the relationship, label this emotional cycle when you notice it: This is my brain reacting to uncertainty, not necessarily reality.Reduce overall life uncertainty. Since high intolerance of uncerntainty makes unpredictability feel more distressing, adding structured routines and stable relationships outside of your love life can help offset the emotional rollercoaster.2. Your Body Remains In A State Of Chronic StressStress is meant to be short-term and adaptivea natural survival mechanism that helps you respond to immediate threats. Research shows that short bursts of stress (lasting minutes to hours) can even enhance immunity, cognitive function and physical performance. However, when stress becomes chronic, it shifts from being relatively beneficial to outright harmful, depleting your body and mind over time.In an unpredictable relationship, where you never know what version of your partner youll get, your nervous system never fully turns off the stress response. Instead of stress being a temporary reaction, it becomes your baseline state. Your body remains locked in one of four survival modes:Fight. You become reactive, defensive or argumentative, trying to regain control.Flight. You withdraw emotionally, avoid deep conversations or always have one foot out the door.Freeze. You feel paralyzed, stuck in indecision and unable to voice your needs.Fawn. You overcompensate by people-pleasing, often prioritizing your partners emotions over your own.Prolonged exposure to such survival modes can lead to:Emotional exhaustion. Your nervous system never gets a break, making it harder to regulate emotions.Physical depletion. Chronic stress disrupts hormones, weakens immunity and causes fatigue.Cognitive overload. Instead of improving decision-making (as short-term stress does), prolonged stress impairs judgment, focus and memory.Since your body never gets the signal that the threat has passed, stress compounds over time, leading to burnout. Instead of using stress as a momentary burst of energy to handle a challenge, your nervous system stays trapped in a hypervigilant state, constantly preparing for the next emotional shift.Heres what you can do to break free from the chronic stress response:Identify your default response. Do you retreat? Lash out? Shut down? Understanding your go-to reaction helps you pause before falling into that emotional cycle.Use micro-boundaries. Instead of big, scary ultimatums, set small, clear limits. For instance, I need a break when conversations turn dismissive.Give yourself physical cues of safety. A weighted blanket, slow breathing or hand-on-heart grounding techniques can signal to your nervous system that youre safeeven if your partner feels unpredictable.3. Your Attachment System Gets DysregulatedYour attachment system is responsible for how you form emotional bonds, shaping how safe and secure you feel in relationships. When a partners love and support are consistent, your nervous system relaxes, allowing you to trust the connection. But when affection is unpredictablesometimes present, sometimes absentyou learn to either cling tightly or shut down entirely, and your nervous system is more dysregulated.Research published in Social Psychological and Personality Science confirms that this variability in responsiveness plays a critical role in attachment. The study found that when a partners support is inconsistent, it leads to increased attachment anxietymeaning you may crave reassurance, feel preoccupied with the relationship and experience emotional highs and lows. This is because your brain struggles to predict when affection will be given, creating a cycle of craving and relief, much like addiction.On the other hand, researchers also found that stable, dependable support reduces attachment avoidance. When a partner is consistently responsive, it reassures the nervous system that emotional closeness is safe. But when responsiveness fluctuates, the nervous system may take a self-protective stance, leading to avoidant attachmentwhere you suppress your needs, detach emotionally or struggle to trust your partner.One of the most damaging effects of this inconsistency is intermittent reinforcementaffection and validation are given unpredictably, making them feel even more powerful. This is the same psychological mechanism that makes gambling addictive: the uncertainty of the reward keeps you hooked. Over time, this can even lead to trauma bonds, where you feel deeply attached to someone even though they cause you significant emotional distress.Heres what you can do:Challenge the scarcity mindset in love. Your brain may believe that affection is rare and must be chased. This is untrue. Remind yourself healthy love is abundant and freely given.Practice relationship fasting. Take small breaks from seeking reassurance (like waiting 10 minutes before sending a check-in text) to build self-trust.Find safety in self-consistency. If your partner is unpredictable, you can still be predictable to yourselfkeep a morning routine, journal your emotions or maintain social commitments.Remember, your nervous system is designed to protect you and if you feel constantly on edge in a relationship, its a sign that your body is registering it as unsafe. Healing starts with self-awarenessby recognizing these patterns, you can begin to rewire your nervous system for safety. Whether through self-work, therapy or learning to seek healthier relationships, you have the power to create an environment where your mind and body can finally feel at ease.If youre wondering how your relationship may be affecting your well-being, take the science-backed Relationship Satisfaction Scalebecause feeling secure in love shouldnt be a guessing game.

Highly anticipated: It's finally happening. We've long heard about the general release of SteamOS, but Valve has now made it official with the launch of a new version of the operating system. The patch notes for SteamOS 3.7.0 Preview mention "Beginnings of support for non-Steam Deck handhelds" as one of the key additions. The line is vague but it officially confirms Valve's intent to open up its Linux-based gaming OS to a wider ecosystem of mobile gaming hardware beyond the Steam Deck. The release also features a newer Arch Linux base.If you've been keeping track of developments, you probably already know that this has been an open secret for a while. Valve representatives previously hinted at plans to broaden SteamOS availability.Moreover, Sadlyitsdadley on X fanned the flames late last week with an "It's almost here" post showcasing the SteamOS logo boot screen on an unspecified device.As for what exactly this move means for the handheld gaming landscape, well, in short, it could shake things up considerably for the Windows dominance we've seen so far. The Lenovo Legion Go S is currently the sole globally available device that boots SteamOS. // Related StoriesThe key selling point of SteamOS has been its optimization for gaming performance compared to Windows. However, by stripping away bloat and overhead, Valve has crafted an OS that can squeeze maximum power from portable hardware. That kind of gaming prowess could be especially beneficial on underpowered hardware.Of course, the other big potential upside is opening up new frontiers for running SteamOS on unexpected devices and form factors. We've already seen industrious tinkerers managing to load the OS on everything from old laptops to smartphones.That said, SteamOS still has some catching up to do versus the robust software ecosystem around Windows. While gaming is the priority, other apps and utilities will still be playing catchup compared to what's available on Microsoft's platform. There are also potential compatibility headaches as developers work to adapt games and apps to SteamOS and Linux.Even so, the prospect is exciting. Windows has had a hold on portable gaming outside of Nintendo's domain, but Valve is set to offer a compelling alternative soon, hogging the spotlight.You can find the complete announcement and the lengthy patch notes on Steam's official website.

A hot potato: Hard as it is to believe, new graphics cards from Nvidia and AMD are becoming more expensive. Asus is the latest third-party manufacturer to hike the prices of its RTX 5090 and RX 9070 models, with the former card starting at $2,759 and the latter at $719. The current graphics card situation is a repeat of what happened during the pandemic-induced chip crisis a few years ago. Buying a new GPU is almost impossible without resorting to eBay, and retailers' prices make a mockery of MSRPs.Asus, for example, has increased the price of its GeForce RTX 5090 Astral OC recently. It was already a whopping $3,079 at the start of February. Now, it's $3,359, a $280 increase. Nvidia's MSRP for the RTX 5090, remember, is $1,999. And while high-end cards like this are more expensive, the Astral OC was supposed to be $2,800.Even less premium models further down the product stack are shockingly pricey and getting more expensive. The TUF OC card is $3,000, and even the non-overclocked version of the card is $2,759 after Asus increased the price by $250 recently.Also see: GPU Pricing Update Q1 2025 Fake MSRPs?It's not just Team Green's cards, either. Asus' cheapest Radeon RX 9070 XT, which has a $599 MSRP, is $719 (Prime XT OC model). If you want the TUF XT OC version, be prepared to pay $800. // Related StoriesAsus' cheapest RX 9070, which has a $549 MSRP, is $659, while the TUF OC model is $710.It's not just consumers being forced to endure high prices and virtually no availability. Last week, Jese Martinez, CEO of custom PC builder PowerGPU, said it took two to three weeks for his company to receive the first batch of RTX 5090 cards following the flagship's launch.Martinez said PowerGPU is being offered RTX 5090s anywhere between $3,050 and $3,100 for its systems. And that isn't even for the high-end models like the Asus ROG Astral; it's the price for low- to mid-range models. He says that while some clients complain they are getting scalped by PowerGPU, it's the system builder that is "getting scalped, literally."In what could be a glimmer of hope for gamers, AMD said a few days ago that restocking the RX 9070 and RX 9070 XT cards, and at prices that consumers expect, is "priority number one."h/t: VideoCards

Nanoleaf / NanoleafTable of ContentsTable of ContentsNanoleaf Blocks Combo XL: Modular, Customizable BrillianceNanoleaf Shapes Ultra Black Hexagons: A Sleek Statement PieceWhich kit is right for you?Seamless Smart Home IntegrationDont miss out on these deals!Looking to give your space some new, customizable lighting? Two of the most innovative smart lighting kits are now on sale at Best Buy: Nanoleaf Blocks Combo XL and Nanoleaf Shapes Ultra Black Hexagons. You want to upgrade your gaming setup, home theater, or modern decor, now is the time to buy!Nanoleaf Blocks Combo XL: Modular, Customizable BrillianceThe Nanoleaf Blocks Combo XL offers a modular design, allowing you to connect square panels in unlimited ways. This kit gives you 16+ million colors, smart home capability and music-synching effects.Best uses:Gaming setups Vibrant RGB lighting for an enhanced experience.Home theaters Create a cinematic ambiance.Modern decor Turn walls into interactive art.Deal Alert: Now $200 at Best Buy (was $250) a 20% discount from the original price!Buy NowRelatedNanoleaf Shapes Ultra Black Hexagons: A Sleek Statement PieceThe Nanoleaf Shape Ultra Black Hexagons are bold and futuristic with a matte black finish that increases contrast when unlit and pops of color when activated. This kit is design-forward and features touch-reactive panels, music sync, and easy installation.Best uses:Living room accents Mood lighting that adapts to any setting.Bedroom ambiance Relaxing, customizable nightlight.Office enhancement Boost focus and creativity with dynamic lighting.Deal Alert: Get it for $190 at Best Buy (was $220) a $30 savings!Buy NowWhich kit is right for you?FeatureNanoleaf Blocks Combo XLNanoleaf Shapes Ultra Black HexagonsShapeSquare panelsHexagonal panelsFinishWhite, vibrant colorsUltra-black, deep contrastBest forGaming, home theatersModern decor, ambianceSmart Home CompatibleYesYesIf you love modular customization, choose the Blocks Combo XL. After a sleek, high-contrast aesthetic? Go for the Ultra Black Hexagons.Seamless Smart Home IntegrationWith both kits, you can control your lighting with Alexa, Google Assistant, and Apple HomeKit. Set schedules, automate lighting ambiance, and synchronize with music for a unique and true smart home experience.Dont miss out on these deals!Smart lighting makes any space feel more functional and stylish. Get the Nanolead Blocks Combo XL or Shapes Ultra Black Hexagons at a great price.Buy Nanoleaf Ultra Buy Nanoleaf Combo XLEditors Recommendations

Love crossword puzzles but dont have all day to sit and solve a full-sized puzzle in your daily newspaper? Thats what The Mini is for!A bite-sized version of the New York Times well-known crossword puzzle, The Mini is a quick and easy way to test your crossword skills daily in a lot less time (the average puzzle takes most players just over a minute to solve). While The Mini is smaller and simpler than a normal crossword, it isnt always easy. Tripping up on one clue can be the difference between a personal best completion time and an embarrassing solve attempt.Recommended VideosJust like ourWordle hints and Connections hints, were here to help with The Mini today if youre stuck and need a little help.Please enable Javascript to view this contentBelow are the answers for the NYT Mini crossword today.New York TimesAcrossSignature health legislation of the Obama era, for short ACAPitt of Moneyball BRADWith 2-Down, U.S. national park thats larger than the entirety of Rhode Island GRANDSaharan country whose capital is Tripoli LIBYAFigure of speech IDIOMBaked ___ (barbecue side dish) BEANSDownOil-rich peninsula ARABIASee 5-Across CANYONIt comes after Wednesday ADDAMSPeople traditionally stand for her entrance BRIDEInsincere GLIBEditors Recommendations

9,000 lbs The 2025 Cadillac Escalade IQ first drive: 460 miles on a single charge The Escalade embodies the American luxury car ideal, and now it's gone electric. Michael Teo Van Runkle Mar 17, 2025 8:00 am | 17 The Cadillac Escalade has become the exemplar of the the American luxury vehicle. Now there's an electric version. Credit: Michael Teo Van Runkle The Cadillac Escalade has become the exemplar of the the American luxury vehicle. Now there's an electric version. Credit: Michael Teo Van Runkle Story textSizeSmallStandardLargeWidth *StandardWideLinksStandardOrange* Subscribers only Learn moreCadillac provided flights from Los Angeles to San Fransisco and accommodation so Ars could drive the Escalade IQ. Ars does not accept paid editorial content.SAN FRANCISCONewsflash: the new electric Cadillac Escalade IQ weighs over 9,000 lbs, or a fair amount more than 4,000 kilograms. For context, that figure works out to almost exactly half again as much as the 682 hp (509 kW) Escalade V that comes equipped with a barking-mad 6.2 L supercharged V8. Yet the latest and supposedly greatest from Cadillac needed to weigh so very much to achieve a class-leading range target of 460 miles (740 km), thanks to a 205 kWh battery pack.The Escalade IQ shares a modular General Motors (formerly Ultium) chassis and battery pack with the gargantuan Hummer EV, and even more hardware with the Silverado and Sierra pickup truck siblings. As opposed to trying to attract rugged work truck and off-roading cred, though, for Cadillac that kind of range figure seemed necessary to appeal to a "no compromise" lifestyle that Escalade buyers might well expect while considering a switch to fully electric power.And the new IQ certainly puts down plenty of instantaneously available grunt, and despite its mass can punch out a 060 time under five seconds with the Velocity Max button pushed, thanks to dual motors rated at 750 hp (560 kW) and 786 lb-ft (1,065 Nm). Credit: Michael Teo Van Runkle Three rows of seats will comfortably seat seven adults, and a forthcoming EQL variant stretches just over 4 inches longer with a higher roofline to create even more space in the third row. The rest of the interior, meanwhile, packs in all the tech possible: almost six feet of screens atop the dash, up to 42 speakers' worth of surround sound, optional Executive second-row seats with massaging function, hands-free Super Cruise partially automated driving, and the list goes on.We know by now that electrification fits well into the super-luxe ethos, because silent and smooth propulsion works better for shorter lifestyle drives. And yet, the sheer mass required to achieve those range and power figuresdespite improved aero versus the ICE Escaladeunfortunately means that the laws of physics make no compromises, either.Specifically, the Escalade IQ rides on the same battery cradle, same suspension components, same 24-inch wheel size, and same Michelin Primacy LTX tires as the Silverado EV RST First Editiona behemoth of a pickup truck that many journalists panned due to the baffling decision by General Motors to spec the largest wheels ever sold on a production vehicle. Even slightly smaller 22-inch wheels, as I can attest after driving a Silverado EV LT, help to reduce the crashy and clunky reverberations that ruined any semblance of passenger serenity. Until now, 24-inch wheels on an Escalade was an aftermarket thing. Credit: Michael Teo Van Runkle Going into the Escalade launch program recently held in the San Francisco Bay Area, I wondered whether Cadillacs unique suspension tuningalbeit of the same exact componentsmight somehow magically transform the ride quality. After all, that gobsmacking Escalade V is so much more than just a more powerful Silverado.To an extent, yes. The Escalade IQ handles bumps, cracks, and tramlines in the road better than the lower-spec GM siblings. By 10 percent or so, I thought. And the decision to add rear-wheel steering certainly helps while navigating tight urban environs, tooeven if "Arrival Mode" as Caddys take on "Crab Walk" seems more gimmicky than truly functional. But still, at nearly every instance, the weight remains simply unavoidable.On the winding mountain spines of Route 35 south of SF proper, this gargantuan three-row even handles well enough to make the prospect of speeding tickets a true concern. But I suspect that launching off the line and cornering without body roll matter much less to the luxury buyer than the suppleness to smoothly erase speed bumps and eliminate any inkling of minor cracks in the road. Credit: Michael Teo Van Runkle To that end, Cadillac at least ramps up the sound deadening to improve NVH (noise, vibration, and harshness) that an internal-combustion engine might otherwise drown out. More comfortable seats probably help, too, and all hope of hearing wind and tire hum evaporated when I cranked up the tunes on the 38-speaker sound system in my test unit.That veritable army of AKG speakers creates quite possibly the best audio experience of any vehicle Ive ever driven. Yet surprisingly, due to development timelines, Cadillac will sell the forthcoming 2025 Optiq with Dolby Atmos surround sound but not the Escalade, at least until the 2026 model year. (Still no Apple CarPlay on GMs newer EVs, though.)The IQL will also arrive for 2026, with slightly more cargo space alongside the improved third-row ergonomics. Yet the standard IQ already offers 23.6 cubic feet (668 L) of storage volume behind the third row, as well as 12.2 cubic feet (345 L) in the "eTrunk" front trunk that can feature an optional sliding tray rated at 175 pounds (80 kg) because the frunk stretches so far back from the huge front bumper. Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle Michael Teo Van Runkle At the very least, the Escalade IQ undoubtedly delivers the kind of style and presence that internal-combustion Cadillac buyers should appreciate. The exterior design adds a bit of futuristic angularity, versus the boxy ICE Escalade, with hints of Range Rover and Rolls-Royce Cullinan thrown in for good measure. The sumptuous upholstery, glossy wood grain, snappy touchscreens, and copious storage also help the interior live up to Cadillacs high net worth proposition.The sheer size and weight also take advantage of another Ultium pro: fast fast-charging. The Escalade IQ uses two 400-volt systems working together in series and can therefore fully capitalize on a 350-kilowatt DC fast charger to add over 100 miles (160 km) in 10 minutes.It is worth mentioning, however, that due to the overall weight, General Motors does not need to publish EPA estimates: the 460 miles (740 km) of range, 750 horsepower, and 785 lb-ft are all GMs figures. Similarly, Cadillac declined to even share an official curb weight, instead reps on hand in San Francisco repeatedly said "over 9,000 pounds" and referred to the 10,000 lb ( 4,535 kg) GVWR (gross vehicular weight rating) as dictating specific details including flat-glass side mirrors (so no "objects in mirror are closer than they appear" script). Credit: Michael Teo Van Runkle Based on my personal experiences over the course of a day in the Escalade IQ, as well as previously with the RST First Edition, when I managed 480 miles (772 km) on a full charge at mostly highway speeds, I do believe the 460-mile range number. And the ability to use an adapter and plug the Escalade IQ into a Tesla Supercharger entirely changes the game, even if Superchargers cant max out that 350 kW charge rate.The Escalade nameplate has ruled the three-row luxury SUV class for a quarter-century now. And despite the overt inflation in almost every regard, Cadillac clearly believes the uncompromising urban buyer who wants power, panache, and plenty of room for the fam will eventually decide to go electric. 17 Comments

Putting big batteries to use Old Bolt, new tricks: Making an EV into a backup power station with an inverter Using a custom kit to make a budget EV offer some emergency power. Kevin Purdy Mar 17, 2025 7:00 am | 12 Credit: Kevin Purdy Credit: Kevin Purdy Story textSizeSmallStandardLargeWidth *StandardWideLinksStandardOrange* Subscribers only Learn moreBack when EV enthusiasm was higher, there were fits and starts of vehicle-to-home concepts and products. If EVs and their ginormous batteries are expensive, resource-intensive purchases, the thinking went, maybe we should get something more out of them than just groceries and school pick-ups. Maybe we could find other things for that huge battery to do during the 95 percent of time it spends parked in or near our homes.An EV powering your whole home, or even pushing power back to the grid, is something higher-end EVs might do at some point with some utilities. I have a Chevy Bolt, an EV that does not have even a three-prong 110 V plug on it, let alone power-your-home potential. If I wanted to keep the essentials running during an outage, it seemed like I needed to buy a fuel-based generatoror one of those big portable power stations.Or so I thought, until I came across inverter kits. Inverters take the direct current available from your vehicle's 12V batterythe lead-acid brick inside almost every carand turns it into alternating current suitable for standard plugs. Inverters designed for car batteries have been around a long time (technically, the "cigarette lighter" port on a car is an inverter), opening up both novel and emergency uses. The catch is that you have to start the car's gas engine often enough to keep the battery charged. The author's Chevy Bolt EUV, last seen on Ars Technica exploring the then-new world of Tesla charging with an adapter. Credit: Kevin Purdy The author's Chevy Bolt EUV, last seen on Ars Technica exploring the then-new world of Tesla charging with an adapter. Credit: Kevin Purdy What's different about this Bolt-specific kit is that, as the inverter pulls power from the 12 V battery, the car's larger battery, the high-voltage one that makes it actually drive, steadily refills it. And given that it's an EV without emissions, it's OK to keep it running in the garage. It's by no means a whole-home solutionmy kit maker, EV Extend, recommends drawing just 1,000 watts of continuous power so as not to drain the battery too far or damage the electronics. But it's certainly better than having only flashlights, USB battery packs, and the power utility's website open on your phone.What can you do with 1,000 W, plus a bit of "surge" overhead for devices that kick on strong, like a refrigerator? I can't run my home's central HVAC system, so an outage in the depths of a DC summer, or the occasionally painful winter, would still be unpleasant. There are only three plugs, and they're inside the car hood, so everything that needs power has to be reached by extension cord (and you don't want to go too far with those). The car is also unlocked and running, with its key fob nearby, so it can't be left alone.But for backup power I never planned to have, in an area where outages are less frequent, I have something like minimum viable backup power. With properly rated extension cords, I could run fans, a small space heater, or a single-room-sized window A/C unit for a day or two on conservative settings. I could, if my fiber provider is still up, keep the Internet and router running. At a minimum, I could keep a lot of distraction devices running with the Bolt's 6466 kW battery (assuming I fully charged it before an outage).I have not had a chance to really test this inverter, as the residential power in Washington, DC has been stubbornly reliable since I bought it. But I did run it for about an hour mid-day to try out some of my assumptions.Whats in the kitI bought a $444 kit from EV Extend, which specializes in inverter packages for the non-flashy and early adopter EVs: Chevy Bolts and Volts and Nissan Leafs. I opted for a 1,500 W pure sinewave inverter, capable of briefly handling surges of up to 3,000 W. The inverter itself is a commodity, and you can find it lots of places. The things I was really buying with this kit were:Quick connect/disconnect couplings for attaching to the 12V batteryA safety fuse between the 12 V battery and inverterCables and connectors, cut and crimped and soldered specifically for the angles and spaces of the Bolt's front compartmentDetailed instructions on how to attach, run, fit, and use everythingThe owner of EV Extend makes a point of not offering his instruction manuals publicly. This is in part for "low-volume niche market" reasons. But it's also because of a real concern that folks will see EV Extend setups, do some "I could rig that together" thinking, and expose themselves to a whole bunch of electrical, mechanical, or safety problems. He's not opposed to DIY-ers, he writes, so much as he's concerned about wiring quality and bad assumptions.From the images on EV Extend's site and various Reddit installs, you can get the gist. A big brick of an inverter, with two thick cables running to a gray plug, and another gray plug running out from the 12 V battery area, easily tucked away (with velcro) when not in use. You can buy more or less surge protection, opt to skip pure sinewave inversion (not a great idea if you're powering electronics), or upgrade and get a remote switch. But they are all largely the same.Among the frequently asked questions on the product page is "will this void my warranty?"The answer: No, it should not, because the Magnuson-Moss Warranty Act still exists, so there needs to be proof that this damaged your 12 V system. But there is also the unwritten caveat that it can still be very painful if your car maker or dealer is not up on their consumer rights laws.Just a little 12-hour vehicle panic attack The part of the kit hook-upattaching to the positive battery terminal inside the fuse boxthat will momentarily make the author's car lose its mind. Kevin Purdy The part of the kit hook-upattaching to the positive battery terminal inside the fuse boxthat will momentarily make the author's car lose its mind. Kevin Purdy The inverter, hooked up and sitting on the front hood (it will have a solid piece of wood under it next time for balance and heat management). Kevin Purdy The inverter, hooked up and sitting on the front hood (it will have a solid piece of wood under it next time for balance and heat management). Kevin Purdy The part of the kit hook-upattaching to the positive battery terminal inside the fuse boxthat will momentarily make the author's car lose its mind. Kevin Purdy The inverter, hooked up and sitting on the front hood (it will have a solid piece of wood under it next time for balance and heat management). Kevin Purdy My installation took about 20 minutes. It involved some socket-wrenching, and I had to saw off an inconvenient but inessential plastic bit. The toughest part involved fishing some stiff, thick wire through a space between the coolant tank and a metal bracket (which the manual warned about).That night, I plugged in the inverter, turned on the Bolt, flipped on the inverter, and plugged in a USB-C wall plug. I connected an iPad, it started charging, and I felt a weird sense of accomplishment at having found one of the most expensive and inefficient ways to watch YouTube. For a few hours, I held some project-completing pride. That feeling of project success, which would remain unfettered by diagnostic warnings until the author checked his phone. Credit: Kevin Purdy That feeling of project success, which would remain unfettered by diagnostic warnings until the author checked his phone. Credit: Kevin Purdy Later that night, the myChevrolet app flung about a dozen notifications at me. The gist: Every single system on the Bolt was failing, I needed to have it towed to a dealer, and I was wrong to try and redistribute its precious electrons. These were bad messages to receive in the middle of brushing my teeth, and sleep did not come easy.Why the panic? The majority of EVs, however sophisticated, are heavily dependent on their old-fashioned 12 V batteries. This is due in part to how many of an EV's ancilliarieslocks, lights, infotainment, power steering, and moreare designed to run at 12 V, in common with the rest of the auto industry. But it's also because when an EV's higher-voltage traction battery is off, it needs to be fully off and de-energized, and the 12 V helps switch it off and keep residual systems running (Inside EVs has a good explainer on this). Disconnecting my 12 V battery, even for just a minute to attach a connector, gave the car fits about lacking this crucial reserve of juice.It's weird, and it can be quite frustrating in the wrong circumstances. But the next morning, I started the Bolt, let it idle for a few minutes, and all the divinations of doom disappeared from the Chevy app. Six months later, I have yet to see any others. I've taken my car in for a general check-up since, and the mechanic made no note of my velcro-anchored connector.A deeper test: Pretend office outageThe inverter hook-ups were set, but household power remained stubbornly stable for months, so I decided to stage a pretend outage. Could the Bolt keep me and my wife reasonably comfortable in my office, the next room over from the garage? Could I keep a space heater or window air conditioning unit running, with occasional kick-on surges? What about the fridge? And how annoying would it be to have the car running in neutral in my garage the whole time?Here's what I figured could fit into 1,000 W from the inverter and its three plugs, using appropriately sized and rated extension cords:At their lowest settings, either a bigger space heater (750 W), or a 15,000 BTU window unit (350450 W, running roughly 50 percent of the time)The fiber optic network terminal (ONT) and my Ubiquity network gear (Dream Machine Pro and two power-over-Ethernet access points)My whole working desk setup: monitor, M2 MacBook Air, Sonos speakers, too many peripheralsIf possible, the refrigerator (typically 60 W, with surges up to 1,200 W and defrost cycles at 240 W)A bit of overhead, should I need to run anything else, like lamps, off my desk's power stripI unplugged the Bolt, opened the hood, placed the inverter on a reasonably flat part of the compartment (next time, I will have a flat piece of wood to place there), turned on the car, and flipped on the inverter. So far, so good!Because the car was in park, it would automatically shut itself off after two hours. A number of committed campers and preppers on Reddit have suggested putting the car in neutral, engaging the parking brake (or putting chocks behind the rear wheels), and exiting the car from the passenger side (as opening the driver side door can make the car auto-shift for safety). Because it's not in park at a low speed, the Bolt will make a whirring noise for pedestrian safety. I could temporarily cancel it by pulling the right fuse from the engine compartment box, so long as I left a note for myself with big letters to put it back in.I first plugged in my desk and all its accompaniments, then nudged and woke up my laptop and monitor: 14.7 watts. That seemed a bit low, given that monitors are typically more than 20 watts, but the inverter is perhaps slow to report the full draw. Still, there was lots of headroom remaining. One extension cord, one desk full of gadgets, 14.7 watts (but probably not accurate yet). Kevin Purdy One extension cord, one desk full of gadgets, 14.7 watts (but probably not accurate yet). Kevin Purdy The author's desk, powered by his car. Please forgive the cable spaghetti; it's always this messy, but that's not the focus of this post. Kevin Purdy The author's desk, powered by his car. Please forgive the cable spaghetti; it's always this messy, but that's not the focus of this post. Kevin Purdy One extension cord, one desk full of gadgets, 14.7 watts (but probably not accurate yet). Kevin Purdy The author's desk, powered by his car. Please forgive the cable spaghetti; it's always this messy, but that's not the focus of this post. Kevin Purdy Adding in the fiber optic modem, the Dream Machine Pro router (specified at a 50 W maximum power draw), and its PoE-based devices boosted the number to 90 watts. That left 910 watts, which felt like a lot until I plugged in the big space heater and set it to its lowest setting. Once the heater had been on for a bit, I was at 850860 watts, combined with the other gear. I knew space heaters were inefficient in a broad sense, but now that fact is burned into my brain in little red digits. All three plugs indesk, networking gear, space heaterand the 850 watts the inverter eventually settled at once the heater ran a while. Credit: Kevin Purdy All three plugs indesk, networking gear, space heaterand the 850 watts the inverter eventually settled at once the heater ran a while. Credit: Kevin Purdy All these things ran off the inverter for about 30 minutes (I wrote the previous two paragraphs with mostly inverter power), floating between 810 and 920 watts, and I saw the car's projected mileage dip one mile when I checked on it. If I had the Bolt fully charged, I might get a maximum of 60 hours of this, or 48 hours at my typical 80 percent charge, give or take some resistance and use variables. Given what I learned, I would need to use a smaller space heater or very light air conditioning if I also wanted to keep the fridge running without nervous monitoring (and make up for some loss to an extension cord). That, or hope the power only goes out during comfortable temperatures.But I'm using the Bolt and inverter as a just-in-case option, not something I would lean on if regular multi-day outages were occurring. It would also be quite useful for car camping, though I can't speak to that personally. The process has, like most DIY projects, taught me some things: about power draw, EVs, and my priorities. If you have a similarly nifty but not exactly new EV, consider checking out your inversion options for itafter you fully understand the limits and know-how required.Kevin PurdySenior Technology ReporterKevin PurdySenior Technology Reporter Kevin is a senior technology reporter at Ars Technica, covering open-source software, PC gaming, home automation, repairability, e-bikes, and tech history. He has previously worked at Lifehacker, Wirecutter, iFixit, and Carbon Switch. 12 Comments

TechTarget and Informa Techs Digital Business Combine.TechTarget and InformaTechTarget and Informa Techs Digital Business Combine.Together, we power an unparalleled network of 220+ online properties covering 10,000+ granular topics, serving an audience of 50+ million professionals with original, objective content from trusted sources. We help you gain critical insights and make more informed decisions across your business priorities.Strange Data Centers in a Strange Land: Data Hubs in Exotic PlacesStrange Data Centers in a Strange Land: Data Hubs in Exotic PlacesIs putting a data center under the ocean or in orbit just a novelty or a future-forward idea?Joao-Pierre S. Ruth, Shane SniderMarch 17, 2025For a CIO, CTO, or CISO, does it matter if the data centers their organizations rely on are located in exotic, remote locations?Data centers have been installed undersea and now in space -- do these exotic locations seem more like a novelty than a benefit to enterprise operations? One benefit is access to natural sources of cooling for data centers, either in the freezing temperatures in space or cold waters of the sea.Dmitry Zakharchenko, chief software officer for Blaize; and Alvin Nguyen, senior analyst with Forrester, discussed these topics with Shane Snider, senior writer with InformationWeek joining in.Does it raise concerns about reliability if the data centers organizations need are in potentially hard to reach locations that technicians cannot access immediately if there is an issue that requires hands-on service?What kind of safeguards or guarantees would CIOs, CTOs, and CISOs want regarding reliability and security of such remote data centers? Would failover backups in traditional locations be essential?What are the other potential benefits of exploring remote, nontraditional sites for data centers?Listen to the full episode here.About the AuthorsJoao-Pierre S. RuthSenior EditorJoao-Pierre S. Ruth covers tech policy, including ethics, privacy, legislation, and risk; fintech; code strategy; and cloud & edge computing for InformationWeek. He has been a journalist for more than 25 years, reporting on business and technology first in New Jersey, then covering the New York tech startup community, and later as a freelancer for such outlets as TheStreet, Investopedia, and Street Fight.See more from Joao-Pierre S. RuthShane SniderSenior Writer, InformationWeekShane Snider is a veteran journalist with more than 20 years of industry experience. He started his career as a general assignment reporter and has covered government, business, education, technology and much more. He was a reporter for the Triangle Business Journal, Raleigh News and Observer and most recently a tech reporter for CRN. He was also a top wedding photographer for many years, traveling across the country and around the world. He lives in Raleigh with his wife and two children.See more from Shane SniderWebinarsMore WebinarsReportsMore ReportsNever Miss a Beat: Get a snapshot of the issues affecting the IT industry straight to your inbox.SIGN-UPYou May Also Like

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