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Security experts say new EU rules will damage WhatsApp encryption

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Security experts say new EU rules will damage WhatsApp encryption

On March twenty fourth, EU governing our bodies introduced that that they had reached a deal on probably the most sweeping laws to focus on Large Tech in Europe, referred to as the Digital Markets Act (DMA). Seen as an formidable legislation with far-reaching implications, probably the most eye-catching measure within the invoice would require that each massive tech firm — outlined as having a market capitalization of greater than €75 billion or a person base of greater than 45 million individuals within the EU — create merchandise which can be interoperable with smaller platforms. For messaging apps, that will imply letting end-to-end encrypted companies like WhatsApp mingle with much less safe protocols like SMS — which safety consultants fear will undermine hard-won beneficial properties within the discipline of message encryption.

The primary focus of the DMA is a category of huge tech firms termed “gatekeepers,” outlined by the scale of their viewers or income and, by extension, the structural energy they can wield in opposition to smaller rivals. By way of the brand new rules, the federal government is hoping to “break open” a few of the companies offered by such firms to permit smaller companies to compete. That would imply letting customers set up third-party apps exterior of the App Retailer, letting exterior sellers rank increased in Amazon searches, or requiring messaging apps to ship texts throughout a number of protocols.

However this might pose an actual drawback for companies promising end-to-end encryption: the consensus amongst cryptographers is that will probably be tough, if not inconceivable, to keep up encryption between apps, with probably monumental implications for customers. Sign is sufficiently small that it wouldn’t be affected by the DMA provisions, however WhatsApp — which makes use of the Sign protocol and is owned by Meta — actually can be. The end result may very well be that some, if not all, of WhatsApp’s end-to-end messaging encryption is weakened or eliminated, robbing a billion customers of the protections of personal messaging.

Given the necessity for exact implementation of cryptographic requirements, consultants say that there’s no easy repair that may reconcile safety and interoperability for encrypted messaging companies. Successfully, there can be no approach to fuse collectively completely different types of encryption throughout apps with completely different design options, stated Steven Bellovin, an acclaimed web safety researcher and professor of pc science at Columbia College.

“Attempting to reconcile two completely different cryptographic architectures merely can’t be performed; one aspect or the opposite must make main adjustments,” Bellovin stated. “A design that works solely when each events are on-line will look very completely different than one which works with saved messages …. How do you make these two programs interoperate?”

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Making completely different messaging companies suitable can result in a lowest widespread denominator method to design, Bellovin says, wherein the distinctive options that made sure apps useful to customers are stripped again till a shared degree of compatibility is reached. For instance, if one app helps encrypted multi-party communication and one other doesn’t, sustaining communications between them would normally require that the encryption be dropped.

Alternatively, the DMA suggests one other method — equally unsatisfactory to privateness advocates — wherein messages despatched between two platforms with incompatible encryption schemes are decrypted and re-encrypted when handed between them, breaking the chain of “end-to-end” encryption and creating a degree of vulnerability for interception by a nasty actor.

Alec Muffett, an web safety professional and former Fb engineer who just lately helped Twitter launch an encrypted Tor service, instructed The Verge that it might be a mistake to assume that Apple, Google, Fb, and different tech firms have been making similar and interchangeable merchandise that might simply be mixed.

“For those who went right into a McDonald’s and stated, ‘Within the curiosity of breaking company monopolies, I demand that you just embrace a sushi platter from another restaurant with my order,’ they might rightly simply stare at you,” Muffett stated. “What occurs when the requested sushi arrives by courier at McDonald’s from the ostensibly requested sushi restaurant? Can and will McDonald’s serve that sushi to the shopper? Was the courier reputable? Was it ready safely?”

At present, each messaging service takes duty for its personal safety — and Muffett and others have argued that by demanding interoperability, customers of 1 service are uncovered to vulnerabilities which will have been launched by one other. In the long run, total safety is barely as sturdy because the weakest hyperlink.

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One other level of concern raised by safety consultants is the issue of sustaining a coherent “namespace,” the set of identifiers which can be used to designate completely different gadgets in any networked system. A primary precept of encryption is that messages are encoded in a approach that’s distinctive to a recognized cryptographic identification, so doing job of identification administration is key to sustaining safety.

“How do you inform your telephone who you need to speak to, and the way does the telephone discover that particular person?” stated Alex Stamos, director of the Stanford Web Observatory and former chief safety officer at Fb. “There is no such thing as a approach to permit for end-to-end encryption with out trusting each supplier to deal with the identification administration… If the aim is for all the messaging programs to deal with one another’s customers precisely the identical, then this can be a privateness and safety nightmare.”

Not all safety consultants have responded so negatively to the DMA. Among the objections shared beforehand by Muffett and Stamos have been addressed in a weblog put up from Matrix, a undertaking geared across the improvement of an open-source, safe communications normal.

The put up, written by Matrix co-founder Matthew Hodgson, acknowledges the challenges that include mandated interoperability however argues that they’re outweighed by advantages that can come from difficult the tech giants’ insistence on closed messaging ecosystems.

“Previously, gatekeepers dismissed the hassle of [interoperability] as not being worthwhile,” Hodgson instructed The Verge. “In spite of everything, the default plan of action is to construct a walled backyard, and having constructed one, the temptation is to attempt to entice as many customers as attainable.”

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However with customers typically blissful to centralize belief and a social graph in a single app, it’s unclear whether or not the top-down imposition of cross-platform messaging is mirrored by demand from under.

“iMessage already has interop: it’s referred to as SMS, and customers actually dislike it,” stated Alex Stamos. “And it has actually unhealthy safety properties that aren’t defined by inexperienced bubbles.”

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Waymo is adding the Hyundai Ioniq 5 to its robotaxi fleet

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Waymo is adding the Hyundai Ioniq 5 to its robotaxi fleet

Waymo has its sights set on its next robotaxi: the Hyundai Ioniq 5.

The Alphabet company announced that it was entering a “multi-year, strategic” partnership with the Hyundai Motor Group that will result in the Ioniq 5 eventually joining its robotaxi fleet.

But first, the Ioniq 5 will need to undergo on-road testing with Waymo’s self-driving technology, which the company says will begin in late 2025. Waymo wouldn’t specify when the Ioniq 5 will be used for passenger trips, except to say it would be “years” later.

Vehicles intended for Waymo’s fleet will be manufactured at Hyundai’s $7.6 billion Metaplant factory in Georgia, which is nearing the end of its construction. The companies have agreed to produce a number of Waymo-equipped electric Hyundais there “in significant volume over multiple years,” Waymo said in its press release.

Waymo wouldn’t specify when the Ioniq 5 will be used for passenger trips

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With robotaxis, one of the most important metrics is uptime, or the amount of time it’s on the road ferrying passengers. Time spent plugged into a charger is time not making money. The Ioniq 5 is an electric crossover SUV with a little over 300 miles of range and an 800-volt architecture that enhances its charging speed. When plugged into a 350kW fast charger, Hyundai says the Ioniq 5 can charge from 10–80 percent in just 18 minutes, depending on the conditions. Waymo certainly saw those charging speeds as a benefit to its still unprofitable business.

The Ioniq 5 has received favorable reviews since it was released in late 2021, in addition to raking in numerous awards. Today, it’s one of the bestselling EVs on the market, with 30,000 sold in the US this year alone. Its popularity has helped Hyundai, along with its sister company Kia, overtake Ford and GM as the No. 2 seller of EVs in the US behind Tesla.

Currently, Waymo operates a fleet of hundreds of Jaguar I-Pace vehicles, which has been its primary robotaxi vehicle since the company’s first one, the Chrysler Pacifica minivan, was retired in 2013. The company has plans to add a new vehicle made by Geely’s Zeekr — though the Biden administration’s recent move to quadruple tariffs for electric vehicles imported from China could complicate that.

Recent reporting from South Korea previewed today’s partnership news, with sources telling Electronic Times that the two companies met numerous times at Waymo’s headquarters in California to discuss “contract manufacturing of robotaxis.” Sources also told the publication that Waymo was looking for a “replacement” for its Zeekr vehicles because of costly new tariffs.

But Waymo pushed back against this report and reiterated its intention to eventually deploy Zeekr. “The IONIQ 5 will not directly replace any of our vehicle platforms, but it will help us prepare for additional scale and growth opportunities,” Waymo spokesperson Christopher Bonelli said in an email. Waymo is “hard at work” validating the sixth version of its self-driving technology in the Zeekr vehicle, he added.

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Tellingly, Waymo isn’t saying how many Ioniq 5s it plans to buy from Hyundai, in contrast to its approach to previous vehicle announcements. Some of this could be attributable to the fact that Waymo has grown more cautious about overly optimistic predictions after critics panned the AV industry for setting unrealistic deadlines.

This won’t be the Ioniq 5’s first self-driving rodeo. The vehicle also serves as a platform for Motional, which is Hyundai’s robotaxi subsidiary, as well as Avride, which used to be Yandex’s self-driving group.

But Waymo’s business is significantly, well, busier than those firms. The company recently celebrated a significant milestone: 100,000 paid trips a week.

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The creepy yet helpful humanoid robot ready to move into your home

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The creepy yet helpful humanoid robot ready to move into your home

Are you ready to have a humanoid robot in your home that could help with everyday tasks and make life just a little bit easier? 

Well, get ready to meet NEO Beta. This innovative humanoid robot from 1X Technologies, an OpenAI-backed Norwegian firm, is designed specifically for home environments, and it’s about to change the way we interact with technology in our daily lives. With its friendly demeanor and advanced capabilities, 

NEO Beta is set to become your new go-to helper around the house. Let’s dive in and see what makes this robot so special.

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NEO Beta humanoid robot (1X Technologies)

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Meet NEO Beta: Your new home companion

NEO Beta stands at 5.41 feet tall and weighs a mere 66 pounds, making it an unobtrusive presence in your home. This bipedal robot can walk at a comfortable 2.5 mph and even run at an impressive 7.5 mph when needed. With a carrying capacity of 44 pounds and a run time of two to four hours, NEO Beta is well-equipped to handle various household tasks.

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NEO Beta humanoid robot (1X Technologies)

NEXT-GEN HUMANOID ROBOT IS KNOCKING AT YOUR DOOR

Advanced features for seamless integration

NEO Beta boasts advanced sensors and artificial intelligence that allow it to respond to human emotions, voice commands and gestures. This natural communication style sets it apart from traditional robots, making it feel more like a helpful companion than a machine.

One of NEO Beta’s standout features is its ability to integrate with existing home automation systems. It can control smart devices, manage lighting, heating and security systems, streamlining your home management experience.

Using machine learning, NEO Beta adapts to your preferences and routines over time. This means it can provide personalized assistance, offer reminders and support you in ways tailored to your lifestyle.

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NEO Beta humanoid robot interacting with a woman (1X Technologies)

WHAT IS ARTIFICIAL INTELLIGENCE (AI)?

Safety and security at the forefront

1X Technologies says it has prioritized safety in NEO Beta’s design. The robot includes collision avoidance systems and real-time monitoring to ensure safe operation in your home. Additionally, it can provide surveillance and alerts, enhancing your home’s security.

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NEO Beta humanoid robot interacting with a woman (1X Technologies)

CARMEN, THE ROBOT COMPANION, CAN HELP BOOST YOUR MEMORY AND COGNITION

The Evolution from EVE to NEO Beta

NEO Beta builds upon the foundation laid by its predecessor, EVE. While EVE was primarily designed for industrial applications, NEO Beta is specifically tailored for household use. The shift from a wheeled base to a bipedal design allows NEO Beta greater flexibility in navigating home environments.

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NEO Beta humanoid robot opening a door (1X Technologies)

What sets NEO Beta apart?

Unlike many robotics companies that focus on showcasing human-robot interactions for testing or collaborative work scenarios, 1X is positioning NEO Beta as a close, casual companion for the home. This approach suggests a vision of robots as integral parts of our daily lives, rather than mere tools or assistants.

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NEO Beta humanoid robot picking up a ball (1X Technologies)

The road ahead

1X Technologies has ambitious plans for NEO Beta. The company aims to deploy some units into homes for research and development purposes in the near future. Looking ahead, 1X envisions producing thousands of units by 2025, potentially scaling up to millions by 2028.

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NEO Beta humanoid robot (1X Technologies)

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Kurt’s key takeaways

While NEO Beta promises to revolutionize home automation and personal assistance, questions about privacy, ethics and the societal impact of widespread robot adoption remain. As this technology continues to develop, it will be interesting to see how it shapes our homes, our relationships with technology and, ultimately, our daily lives.

Are you ready to welcome these new humanoid robot companions like NEO Beta into your home? Let us know by writing us at Cyberguy.com/Contact.

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The new Ford Expedition adds Android Automotive and half of the Lincoln’s panoramic screen

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The new Ford Expedition adds Android Automotive and half of the Lincoln’s panoramic screen

The new Expedition, which is first being teased with a drone light show today in Texas, looks like it has only the left half of the Lincoln’s 48-inch pillar-to-pillar panoramic display, leaving behind just a 24-inch panel for the Expedition.

You’re getting the same instrument cluster and navigation combo in front of the driver’s seat, but without the widgets that feature on the right half of the Lincoln’s extended screen. The Expedition’s smaller center touchscreen that lives below it also runs Google Play Store apps, operates Apple CarPlay, and has digital HVAC controls, just like the Lincoln. The car also offers both Google Assistant and Alexa voice assistants (one at a time), and some models offer BlueCruise hands-free driving.

Left: 2025 Expedition; right: 2025 Navigator.
Image: Ford

Pillar-to-pillar panoramic screens have become a flashy feature manufacturers have trotted out for their most luxurious vehicles recently. They’ve often been pitched as an infotainment hub for the front passenger, letting them watch streaming videos and even play some PlayStation.

Ford is selling a standard-wheelbase Expedition and an extended “Max” one. In the center row, you have options for bench seating or captain chairs; the backs of the first-row headrests have clamps that can hold smartphones or tablets for passengers in the center row. The Expedition can seat up to eight people with the bench option.

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At first glance, the Expedition seems like a copy of the new Lincoln Navigator with its split rear gate, the addition of a light bar up front, and a similar 3.5-liter V6 engine under the hood. (It’s an “EcoBoost” for the Ford.) A new Tremor trim for the Expedition puts out up to 440 horsepower and has tuned suspension and unique trail modes for more off-road capabilities. Like the Navigator, Ford doesn’t offer a hybrid powertrain option in the Expedition, either.

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