In the auto world, there are lots of overarching standards that all automakers comply with. There are also lots of proprietary technologies that each automaker creates and uses for its …read more

Elon Musk is contemplating decommissioning SpaceX's Dragon spacecraft, responding to President Donald Trump's apparent intent to terminate government subsidies and contracts with the billionaire's companies. It looks like the feud between the former allies has quickly turned vicious.SpaceX's CEO initially announced that the company would retire its Dragon spacecraft in an X post on Thursday, with Musk sharing a screenshot of a post published on Trump's Truth Social account earlier in the day."The easiest way to save money in our Budget, Billions and Billions of Dollars, is to terminate Elon’s Governmental Subsidies and Contracts," said Trump in the screenshotted post. "I was always surprised that Biden didn’t do it!" You May Also Like "In light of the President’s statement about cancellation of my government contracts, @SpaceX will begin decommissioning its Dragon spacecraft immediately," Musk wrote on X.SpaceX's Dragon spacecraft are a family of vehicles designed to carry passengers and cargo. The National Aeronautics and Space Administration (NASA) has previously relied upon them to transport astronauts to and from the International Space Station (ISS). Mere hours prior to Musk's announcement, SpaceX posted on X that it was preparing to launch a Dragon next Tuesday.For a few hours, it seemed reasonable to assume that this launch would now not go ahead. However, Musk then appeared to quickly walk back his decision. Responding to an X user advising him to "cool off and take a step back for a couple days," the billionaire subsequently stated that Dragon will not be decommissioned after all.It's unclear whether Musk's initial announcement was sincere, or whether his apparent about-face might be sarcastic. Musk has a history of making flippant comments online with no apparent regard to their consequences. What is clear is that Musk and Trump's relationship is well past the honeymoon phase, and now looks much more like an ugly divorce.If Trump does terminate government contracts with Musk's companies, it would deal a significant blow to the billionaire. According to a Washington Post investigation, NASA has invested over $15 billion in SpaceX alone. When put together with Musk's other companies such as EV automaker Tesla, his various businesses have received at least $38 billion in government contracts, loans, subsidies, and tax credits. Mashable Trend Report: Coming Soon! Decode what’s viral, what’s next, and what it all means. Sign up for Mashable’s weekly Trend Report newsletter. By clicking Sign Me Up, you confirm you are 16+ and agree to our Terms of Use and Privacy Policy. Thanks for signing up! Musk and Trump go through messy public breakup Credit: Roberto Schmidt / AFP via Getty Images Musk's relationship with Trump has significantly deteriorated in recent days. The billionaire announced that he was leaving his position as de facto head of the Department of Government Efficiency (DOGE) last Wednesday, just one day after he criticised Trump's tax bill as undermining its work. The split was presented as amicable at the time, with Trump presenting Musk with a golden key and words of praise. However, their love affair has quickly turned sour.Musk continued to lambast Trump's bill after his departure from DOGE, arguing that it will increase government debt by trillions of dollars. Strongly disagreeing with the president's characterisation of the proposed legislation as a "Big Beautiful Bill," Musk labelled it a "disgusting abomination" and has been calling for lawmakers to crush it.For his part, Trump has claimed that Musk is simply throwing a tantrum because the bill supposedly cut an alleged "EV mandate." The president stated on Thursday that he had asked the billionaire to leave his administration, and that Musk had been "wearing thin.""I took away his EV Mandate that forced everyone to buy Electric Cars that nobody else wanted (that he knew for months I was going to do!), and he just went CRAZY!" Trump claimed. Despite Trump's assertions, he did not abolish any EV mandate as there has never been any U.S. law which makes switching to an electric car mandatory. However, Trump has taken several anti-EV measures since his inauguration, including abolishing incentives encouraging EV adoption, pausing $3 billion in funding for a U.S. charging network, and introducing a $250 annual fee for EV users in his recent tax bill. Related Stories Trump's claim about Musk is an interesting contrast to his statements in March, when he praised the billionaire for not complaining about the supposed end of the non-existent EV mandate. The president made the comments while he and Musk co-hosted a Tesla ad on the White House lawn in an effort to boost the company's cratering stock prices.Tesla's struggling share value has now fallen again amidst Musk's feud with Trump, plummeting more than 14 percent on Thursday to wipe out over $150 billion in value."I don’t mind Elon turning against me, but he should have done so months ago," Trump wrote on Thursday.Meanwhile, Musk went all-in attacking Trump on Thursday, claiming that the president is linked to child sex offender Jeffrey Epstein and sharing posts calling for him to be impeached. Musk has also hit out at Trump's tariffs on international trade, predicting that they will "cause a recession in the second half of the year.""Without me, Trump would have lost the election," Musk alleged on X. "Such ingratitude."

Volvo is looking to boost its reputation for safety with the release of a new “multi-adaptive safety belt” that uses real-time data from the vehicle’s sensors to better protect the person wearing it.Seatbelt technology hasn’t changed much since Volvo patented one of the first modern three-point safety belts in the early 1960s. But cars have changed significantly, adding sensors, cameras, and high-powered computers to power advanced driver assist features and anti-crash technology.Now, Volvo wants to put those gadgets to work for seatbelts. Modern safety belts use load limiters to control how much force the safety belt applies on the human body during a crash. Volvo says its new safety belt expands the load-limiting profiles from three to 11 and increases the possible number of settings, enabling it to tailor its performance to specific situations and individuals.As such, Volvo can use sensor data to customize seatbelts based on a person’s height, weight, body shape, and seating position. A larger occupant, for example, would receive a higher belt load setting to help reduce the risk of a head injury in a crash, while a smaller person in a milder crash would receive a lower belt load setting to reduce the risk of rib fractures.During a crash, Volvo says its vehicles’ safety systems will share sensor data — such as direction, speed, and passenger posture — with multi-adaptive seatbelts to determine how much force to apply to the occupant’s body. And using over-the-air software updates, Volvo promises that the seatbelts can improve over time.Volvo says its new safety belt expands the load-limiting profiles and increases the possible number of settings. Image: VolvoVolvo has previously deviated from traditional practices to introduce new technologies meant to underscore its commitment to safety. The company limits the top speed on all of its vehicles to 112 mph — notably below the 155 mph established by a “gentleman’s agreement” between Mercedes-Benz, Audi, and BMW to reduce the number of fatalities on the Autobahn.The new seatbelts will debut in the Volvo EX60, the automaker’s mid-sized electric SUV which is scheduled to come out next year.See More:

Debate about whether artificial intelligence can replicate the intellectual labor of doctors, lawyers, or PhDs forgoes a deeper concern that’s looming: Entire companies—not just individual jobs—may be rendered obsolete by the accelerating pace of AI adoption. Reports suggesting OpenAI will charge $20,000 per month for agents trained at a PhD level spun up the ongoing debate about whose job is safe from AI and whose job is not. “I’ve not seen it be that impressive yet, but it’s likely not far off,” James Villarrubia, head of digital innovation and AI at NASA CAS, told me. Sean McGregor, the founder of Responsible AI Collaborative who earned a PhD in computer science, pointed out how many jobs are about more than just a set of skills: “Current AI technology is not sufficiently robust to allow unsupervised control of hazardous chemistry equipment, human experimentation, or other domains where human PhDs are currently required.” The big reason I polled the audience on this one was because I wanted to broaden my perspective on what jobs would be eliminated. Instead, it changed my perspective. AI needs to outperform the system, not the role Suzanne Rabicoff, founder of the human agency think tank and fractional practice, The Pie Grower, gave me some reading assignments from her work, instead of a quote. Her work showed me that these times are unprecedented. But something clicked in my brain when she said in her writing that she liked the angle of more efficient companies rising instead of jobs being replaced at companies with a lot of tech and human capital debt. Her response to that statement? “Exactly my bet.”  Sure, this is the first time that a robot is doing the homework for some college students. However, there is more precedent for robots moving market share than for replacing the same job function across a sector. Fortune 500 companies—especially those bloated with legacy processes and redundant labor—are always vulnerable to decline as newer, more nimble competitors rise. And not because any single job is replaced, but because the foundational economics of their business models no longer hold. AI doesn’t need to outperform every employee to render an enterprise obsolete. It only needs to outperform the system. Case study: The auto industry Take, for example, the decline of American car manufacturers in the late 20th century. In the 1950s, American automakers had a stranglehold on the car industry, not unlike today’s tech giants. In 1950, the U.S. produced about 75% of the world’s cars. But in the 1970s, Japanese automakers pioneered the use of robotics in auto manufacturing. These companies produced higher-quality vehicles at great value thanks to leaner operations that were also more precise. Firms like GM struggled to keep up, burdened by outdated factories and excessive human capital costs—including bloated pensions. The seismic shift in the decades to follow paints a picture of what could be in store for large companies now. In 1960, the U.S. produced about 48% of the world’s cars, while Japan accounted for just 5%. By 1980, Japan had captured around 29% of the market, while the U.S. had fallen to 23%. Today’s AI shakeup could look similar. Decades from now, we could look at Apple similarly to how we look at Ford now. AI startups with more agile structures are poised to eat market share. On top of that, startups can focus on solving specialized problems, sharpening their competitive edge. Will your company shrivel and die? The fallout has already begun. Gartner surveyed organizations in late 2023, finding that about half were developing their own AI tools. By the end of 2024, that dropped to 20%. As hype around generative AI cools, Gartner notes that many chief information officers are instead using outside vendors—either large language model providers or traditional software sellers with AI-enhanced offerings. In 2024, AI startups received nearly half of the $209 billion in global venture funding. If only 20% of legacy organizations currently feel confident competing with these upstarts, how many will feel that confidence as these startups mature? While headlines continue to fixate on whether AI can match PhD-level expertise, the deeper risk remains largely unspoken: Giant companies will shrivel and some may die. And when they do, your job is at risk whether you greet customers at the front desk or hold a PhD in an engineering discipline. But there are ways to stay afloat. One of the most impactful pieces of advice I ever received came from Jonathan Rosenberg, former SVP of products at Google and current advisor to Alphabet, when I visited the company’s campus in college. “You can’t just be great at what you do, you have to catch a great wave. Early people think it’s about the company, then the job, then the industry. It’s actually industry, company, job…” So, how do you catch the AI wave? Ankur Patel, CEO of Multimodal, advises workers to learn how to do their current jobs using AI tools that enhance productivity. He also notes that soft skills—mobilizing people, building relationships, leading teams—will become increasingly valuable as AI takes over more technical or routine tasks. “You can’t have AI be a group leader or team leader, right? I just don’t see that happening, even in the next generation forward,” Patel said. “So I think that’s a huge opportunity…to grow and learn from.” The bottom line is this: Even if the AI wave doesn’t replace you, it may replace the place you work. Will you get hit by the AI wave—or will you catch it? George Kailas is CEO of Prospero.ai.

Volvo has introduced a new seatbelt technology that can customize the protection it provides in real time. The "multi-adaptive safety belt" system, as the automaker is calling it, uses data input from both interior and exterior sensors to change protection settings based on various factors. It can take a person's height, weight, body shape and seating position into account, as well as the direction and speed of the vehicle. The system can communicate all those information to the seatbelt "in the blink of an eye" so that it can optimize protection for the passenger.  If the passenger is on the larger side, for instance, they will receive a higher belt load setting to reduce the risk of a head injury in the event of a serious crash. For milder crashes, someone with a smaller frame will receive a lower belt load setting to prevent rib injuries. Volvo didn't specifically say if the system also takes the position of a seatbelt on women into account, since it doesn't always fit right over a woman's chest. However, the automaker explained that the system expands the number of load-limiting profiles to 11. Load limiters control how much force a seatbelt applies on the body during a crash. Typically, seatbelts only have three load-limiting profiles, but Volvo expanding them to 11 means the system can better optimize the protection a passenger gets.  Volvo used information from five decades of safety research and from a database of over 80,000 people involved in real-life accidents to design the new safety belt. The system was also created to incorporate improvements rolled out via over the-air software updates, which the company expects to release as it gets more data and insights.  "The world first multi-adaptive safety belt is another milestone for automotive safety and a great example of how we leverage real-time data with the ambition to help save millions of more lives," said Åsa Haglund, head of Volvo Cars Safety Centre. "This marks a major upgrade to the modern three-point safety belt, a Volvo invention introduced in 1959, estimated to have saved over a million lives." Volvo engineer Nils Bohlin designed the modern three-point seatbelt and made its patent available for use by other automakers. The company didn't say whether it'll be as generous with the multi-adaptive safety belt, but the new system will debut in the all-electric Volvo EX60 midsize SUV sometime next year.This article originally appeared on Engadget at https://www.engadget.com/transportation/volvo-is-introducing-the-first-multi-adaptive-seatbelt-technology-on-the-ex60-ev-070017403.html?src=rss

A California-based company called Magrathea just turned on a new electrolyzer that can make magnesium metal from seawater. The technology has the potential to produce the material, which is used in vehicles and defense applications, with net-zero greenhouse-gas emissions. Magnesium is an incredibly light metal, and it’s used for parts in cars and planes, as well as in aluminum alloys like those in vehicles. The metal is also used in defense and industrial applications, including the production processes for steel and titanium. Today, China dominates production of magnesium, and the most common method generates a lot of the emissions that cause climate change. If Magrathea can scale up its process, it could help provide an alternative source of the metal and clean up industries that rely on it, including automotive manufacturing. The star of Magrathea’s process is an electrolyzer, a device that uses electricity to split a material into its constituent elements. Using an electrolyzer in magnesium production isn’t new, but Magrathea’s approach represents an update. “We really modernized it and brought it into the 21st century,” says Alex Grant, Magrathea’s cofounder and CEO. The whole process starts with salty water. There are small amounts of magnesium in seawater, as well as in salt lakes and groundwater. (In seawater, the concentration is about 1,300 parts per million, so magnesium makes up about 0.1% of seawater by weight.) If you take that seawater or brine and clean it up, concentrate it, and dry it out, you get a solid magnesium chloride salt. Magrathea takes that salt (which it currently buys from Cargill) and puts it into the electrolyzer. The device reaches temperatures of about 700 °C (almost 1,300 °F) and runs electricity through the molten salt to split the magnesium from the chlorine, forming magnesium metal. Typically, running an electrolyzer in this process would require a steady source of electricity. The temperature is generally kept just high enough to maintain the salt in a molten state. Allowing it to cool down too much would allow it to solidify, messing up the process and potentially damaging the equipment. Heating it up more than necessary would just waste energy.  Magrathea’s approach builds in flexibility. Basically, the company runs its electrolyzer about 100 °C higher than is necessary to keep the molten salt a liquid. It then uses the extra heat in inventive ways, including to dry out the magnesium salt that eventually goes into the reactor. This preparation can be done intermittently, so the company can take in electricity when it’s cheaper or when more renewables are available, cutting costs and emissions. In addition, the process will make a co-product, called magnesium oxide, that can be used to trap carbon dioxide from the atmosphere, helping to cancel out the remaining carbon pollution. The result could be a production process with net-zero emissions, according to an independent life cycle assessment completed in January. While it likely won’t reach this bar at first, the potential is there for a much more climate-friendly process than what’s used in the industry today, Grant says. Breaking into magnesium production won’t be simple, says Simon Jowitt, director of the Nevada Bureau of Mines and of the Center for Research in Economic Geology at the University of Nevada, Reno. China produces roughly 95% of the global supply as of 2024, according to data from the US Geological Survey. This dominant position means companies there can flood the market with cheap metal, making it difficult for others to compete. “The economics of all this is uncertain,” Jowitt says. The US has some trade protections in place, including an anti-dumping duty, but newer players with alternative processes can still face obstacles. US Magnesium, a company based in Utah, was the only company making magnesium in the US in recent years, but it shut down production in 2022 after equipment failures and a history of environmental concerns.  Magrathea plans to start building a demonstration plant in Utah in late 2025 or early 2026, which will have a capacity of roughly 1,000 tons per year and should be running in 2027. In February the company announced that it signed an agreement with a major automaker, though it declined to share its name on the record. The automaker pre-purchased material from the demonstration plant and will incorporate it into existing products. After the demonstration plant is running, the next step would be to build a commercial plant with a larger capacity of around 50,000 tons annually.