Technology

Space startup unveils 1-hour orbital delivery system

Published

6 months ago

October 16, 2025

Space startup unveils 1-hour orbital delivery system

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A Los Angeles-based aerospace startup called Inversion Space has unveiled Arc, its first flagship spacecraft designed to deliver supplies from orbit back to Earth in record time. The reusable reentry vehicle can transport up to 500 pounds of mission-critical cargo to nearly any point on the planet in less than an hour. Founders Justin Fiaschetti and Austin Briggs launched the company in 2021 with a bold vision: to build a space-based logistics network. During an event at the company’s factory, they described Arc as the next evolution of global delivery, one that starts in orbit, not on the ground.

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How the Arc spacecraft delivers cargo from orbit to Earth

Standing about 8 feet tall and 4 feet wide, Arc is roughly the size of a large tabletop. It’s a lifting-body vehicle, meaning it can steer as it reenters the atmosphere. Instead of needing a runway, Arc lands safely under parachutes, using non-toxic propellants that make it safe to handle immediately after landing. The spacecraft features a cross-range of approximately 621 miles, allowing it to target wide landing zones. It can stay in orbit for up to five years, ready to return to Earth when needed. That flexibility means the spacecraft could one day drop off medical supplies, drones or military equipment at hard-to-reach locations.

THE WORLD’S FIRST FLYING CAR IS READY FOR TAKEOFF

Inversion Space unveils its Arc reentry vehicle designed for rapid orbital delivery. (Inversion Space)

Inversion’s Ray mission tested key systems in orbit, paving the way for Arc’s full development. (Inversion Space)

Why Arc’s hypersonic speed could change aerospace testing

Beyond rapid delivery, Arc doubles as a hypersonic testing platform. It can reach speeds over Mach 20, endure extreme heat and survive massive g-forces. Those capabilities have caught the attention of U.S. defense agencies, which are eager to improve hypersonic flight testing. Inversion’s participation in the Kratos-led MACH-TB 2.0 program highlights the growing military interest in Arc’s reusable design. “Fully reusable and capable of precise landings for rapid recovery, Arc makes hypersonic testing faster, repeatable, and more affordable,” the company said.

Arc could deliver mission-critical cargo anywhere on Earth in under an hour. (Inversion Space)

What Inversion learned from its first spacecraft, Ray

Before Arc, Inversion launched a smaller demo craft called Ray on SpaceX’s Transporter-12 mission. Ray weighed about 200 pounds and successfully tested propulsion, avionics and solar power systems in orbit. Though a short circuit prevented reentry, it provided valuable data that led to Arc’s development. Ray’s success convinced the company to push forward with full-scale testing. Inversion has already completed dozens of drop tests and built a full-scale Arc prototype. The startup also partnered with NASA to refine the vehicle’s thermal protection system for reentry.

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How Arc strengthens defense and emergency logistics

Inversion sees Arc as a bridge between space logistics and national defense. The spacecraft could deliver mission-critical cargo to remote, damaged or denied environments where traditional transport would take days. As Fiaschetti put it, the goal is simple: make a difference the moment it lands. By combining maneuverability, reusability and speed, Arc could reshape both emergency response and battlefield supply chains. It’s not just about moving packages, it’s about delivering readiness.

Engineers at Inversion Space test Arc’s reentry systems as the spacecraft moves closer to flight readiness. (Inversion Space)

What this means for you

If Arc succeeds, it could redefine emergency logistics on Earth. Imagine doctors receiving vital medical kits from orbit after a natural disaster, or soldiers getting urgent supplies in minutes instead of hours. Arc could also accelerate scientific research, enabling faster delivery of experimental payloads or orbital materials. For everyday people, this technology represents the next step toward on-demand space infrastructure, where the line between space and Earth logistics begins to blur.

The reusable Arc spacecraft maneuvers through Earth’s atmosphere using parachutes for safe landing. (Inversion Space)

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Kurt’s key takeaways

Inversion Space’s Arc is more than a spacecraft; it’s a bold attempt to turn orbit into a delivery zone. With reusable systems, hypersonic capability and a focus on safety, it might just reshape how we think about time, distance and access.

Would you trust a spacecraft to deliver emergency supplies to your neighborhood in under an hour? Let us know by writing to us at CyberGuy.com.

Kurt “CyberGuy” Knutsson is an award-winning tech journalist who has a deep love of technology, gear and gadgets that make life better with his contributions for Fox News & FOX Business beginning mornings on “FOX & Friends.” Got a tech question? Get Kurt’s free CyberGuy Newsletter, share your voice, a story idea or comment at CyberGuy.com.

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Technology

A sleek, wearable airbag for cyclists is nearly here

Published

8 hours ago

April 14, 2026

Press Room

A sleek, wearable airbag for cyclists is nearly here

What you’re looking at is a new airbag system integrated directly into a “race-ready” skinsuit, not bolted on like other solutions. It was developed for road cyclists by Van Rysel, with the help of airbag technology specialist In&motion. It’s currently being tested on pro riders ahead of a general consumer release sometime “within the next two years.”

Its development comes after the UCI, pro cycling’s governing body, put out a call in February seeking gear that could help protect riders traveling faster than ever.

The current version is in final validation ahead of potential race deployment. It has a total weight of about 700 grams (500 grams for the airbag components), making it significantly lighter than airbag systems worn in MotoGP, says Van Rysel. And like the proven MotoGP solutions, Van Rysel’s Airbag deploys in just 60 milliseconds after its impact-detection algorithm senses that something has gone horribly wrong.

The skinsuit is design to be aerodynamic and to dissipate heat, with abrasion-resistant materials used to help reduce the risk of road rash and other surface-level skin injuries. The Airbag deploys to protect areas of the upper body not covered by a helmet, including the central core, cervical zone, and spinal line. More extensive protection will be explored in the future.

“Behind every race number, there’s a human being and sadly it is still widely accepted that a rider can lose everything in a fraction of a second due to a crash,” says Van Rysel product manager Jocelyn Bar. “What helmets represented 20 years ago, we think Airbag can represent today, but now, we’re looking beyond the head, we need to protect as much of the body as we can.”

Technology

Toyota joins hydrogen truck alliance push

Published

9 hours ago

April 14, 2026

Press Room

Toyota joins hydrogen truck alliance push

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For years, the conversation around clean transportation has leaned heavily toward batteries. Longer range, faster charging, more EVs on the road. That’s been the story. So when Toyota Motor Corporation decided to team up with Daimler Truck and Volvo Group, it raised a fair question: Why double down on hydrogen now? The three companies plan to become equal partners in Cellcentric, a venture focused on fuel-cell systems for heavy-duty trucks and industrial vehicles. The goal is straightforward. Build better hydrogen systems, scale production, and make zero-emissions trucking more realistic. But under the surface, there’s a bigger shift happening.

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TOYOTA IS USING AI TO DESIGN BETTER CARS FASTER

Toyota’s hydrogen fuel-cell tech is already powering real-world trucks like this VDL test vehicle, showing how the company’s long-running investment is moving beyond cars. (Toyota Motor Corporation / VDL)

Hydrogen trucks vs battery trucks: two paths, not one

Most people think the future of clean vehicles is all battery-powered. That’s partly true, especially for cars. Heavy-duty trucking is a different story. Battery-electric trucks work well for shorter routes. However, long-haul freight brings different challenges. Bigger batteries add weight. Charging takes time. Payload capacity can take a hit. Hydrogen offers a different tradeoff. Fuel-cell trucks can refuel faster and travel longer distances without carrying massive battery packs. That makes them appealing for long-distance shipping, where every minute off the road matters. That’s exactly why this partnership exists. As Daimler Truck’s leadership has emphasized, hydrogen is meant to complement battery-electric systems, not replace them.

Toyota has been quietly building toward this for decades

This move might feel sudden, but Toyota has been laying the groundwork since the early 1990s. The company launched the Toyota Mirai in 2014, one of the first mass-produced hydrogen cars. On paper, it looked like a glimpse into the future. In practice, it struggled to catch on. Sales have been limited, and the biggest issue has not been the car itself. It’s the lack of hydrogen refueling infrastructure. In the U.S., you are mostly limited to California if you want to drive one regularly. Still, Toyota didn’t walk away. Instead, it expanded into trucks. It tested hydrogen-powered heavy-duty vehicles in Europe, partnered with manufacturers, and integrated fuel-cell systems into commercial platforms. That experience is now feeding directly into this new partnership.

Why teaming up makes sense right now

Building hydrogen technology is expensive. Building the infrastructure is even harder. That’s where this alliance comes in. By combining strengths, each company fills a gap. Toyota brings decades of fuel-cell research and manufacturing experience. Daimler Truck contributes deep knowledge of commercial vehicles and logistics. Volvo Group adds global scale and operational reach. Together, they can share costs, accelerate development, and push for infrastructure growth at the same time. That last piece matters most. Hydrogen only works if there are enough places to refuel. Europe is investing heavily in that network, with plans to expand significantly by 2030. This partnership positions all three companies to benefit if that rollout gains traction.

The bigger picture for EVs and clean tech

Daimler Truck’s GenH2 prototype highlights why hydrogen is gaining attention for long-haul freight, where fast refueling and extended range matter most. (Daimler Truck)

This does not mean battery EVs are slowing down. Automakers are still investing heavily in electric cars, better batteries and faster charging networks. Toyota itself continues to expand its EV lineup and production capabilities. What this partnership shows is a shift in strategy. Instead of betting everything on one approach, companies are spreading their bets across multiple technologies. That increases flexibility and improves the chances of meeting long-term emissions goals. Hydrogen may not dominate passenger cars. In trucking, though, it has a real opportunity.

TOYOTA UNVEILS HYDROGEN-POWERED PICKUP AND SUV

What this means to you

Even if you never plan to drive a hydrogen vehicle, this still affects you. Freight powers almost everything you buy. From groceries to electronics, trucks move it across long distances every day. If hydrogen helps clean up long-haul trucking, it could reduce emissions in one of the hardest sectors to fix. It also signals something important about the future of transportation. There won’t be a single solution that works everywhere. Different technologies will serve different needs depending on the job.

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Kurt’s key takeaways

At first glance, this move feels like a detour from the EV momentum we’ve been seeing. Look closer, and it starts to make more sense. Heavy-duty transport has unique demands. Hydrogen happens to solve some of them more efficiently than batteries can today. Toyota joining forces with Daimler Truck and Volvo is less about changing direction and more about covering all bases. If infrastructure catches up, this could become one of the more important shifts in clean transportation.

Volvo is also testing hydrogen-powered trucks in real conditions, reinforcing the idea that fuel cells could play a key role alongside battery-electric systems. (Volvo Group)

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So here’s the real question. If hydrogen ends up powering the trucks that deliver everything you rely on, does it matter what technology powers your own car? Let us know by writing to us at Cyberguy.com

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Technology

The Mercedes EQS returns with massive range and charging gains

Published

20 hours ago

April 13, 2026

Press Room

The Mercedes EQS returns with massive range and charging gains

A year ago, Mercedes-Benz did the prudent thing and paused its EQ lineup of electric vehicles in the US. With customer demand drying up for luxury EVs, and federal incentives getting axed by vengeful Republicans, Mercedes put its first-generation EVs on ice.

But then, in January, Mercedes quietly reintroduced the EQS brand in the US, with The Drive declaring that the “blobs are back” — a reference to the sedan’s much-maligned jelly-bean shape that prioritized aerodynamics over a more traditional profile. But we didn’t yet realize how back the EQS truly was.

Today, Mercedes is reintroducing its electric sedan to a wary, cash-strapped market, and it’s sweetening the pot with a crazy range estimate and an innovative steer-by-wire technology, a first for the German automaker. The 2027 EQS is scheduled to arrive at US dealerships in the second half of 2026.

Mercedes is truly not screwing around with the new EQS. The sedan is estimated to have 925km (575 miles) of range on the WLTP cycle (which tends to be around 10–20 percent more generous than the EPA’s estimates). This can be achieved thanks to a battery with a new chemistry that blends silicon oxide with graphite for the anodes, enabling a usable capacity of 122kWh. Mercedes is also cutting back on its use of cobalt, which has been called the “blood diamond of batteries” due to its ties to human rights abuses.

Mercedes-Benz EQS 580 4MATIC

Charging will be much improved with the refreshed EQS, too. The automaker upgraded architecture to 800 volts, allowing for 350 kW DC fast charging, adding 320 km of range in just 10 minutes. When charging at a 400-volt station, the EQS’s intelligent control system virtually divides the battery into two parts, charing each half with 400 volts and up to 175kW of energy.

The inclusion of steer-by-wire is certainly a big risk. Steer-by-wire, in which the vehicle can be steered electronically rather than through a physical connection between the steering wheel and steering rack, could lead to improved maneuverability and enhanced comfort. Or it could lead to latency issues — although Mercedes says it has thoroughly tested its system for safety. A new steering yoke could help attract race enthusiasts to the dealership. But if you prefer a good old fashioned round-shape steering wheel and reliable electromechanical steering, Mercedes will be happy to sell you an EQS with those too.

The silhouette is still decidedly blob-like, but Mercedes maintains that the one-bow design enables an industry-leading drag coefficient of 0.20 — which is further optimized by “refined exterior mirrors.” This likely helps with range gains, but it could be a tough sell among shoppers who would prefer a few more sharp angles. Mercedes also boosted the regenerative braking power by a third for 385kW of recuperation.

Mercedes-Benz EQS 580 4MATIC

Image: Mercedes-Benz

And, of course, there’s more AI integration, including Mercedes’ improved MB.OS operating system that features an AI-powered assistant and over-the-air software updates. The now standard 55-inch Hyperscreen has a “Zero Layer” interface for easier navigation. The operating system uses AI to learn which features you use the most, then surfaces those features as individual widgets on the main screen. Ideally, you don’t have to rummage through too many submenus to find what you want.

Mercedes plans on offering the EQS in a variety of packages. The EQS 450+ is the range leader, with a single, rear-wheel drive motor providing the most efficiency of all the versions. The EQS 500 4MATIC and EQS 580 4MATIC are both all-wheel drive, with an Integrated Disconnect Unit in the front motor. This allows the car to decouple the front motor when not needed to save energy, then activate it at “lightning speed” when the driver needs extra traction or a burst of acceleration. And these models will feature the most regen thanks to their ability to harvest energy from both axles during braking.

Image: Mercedes-Benz

The new EQS will come standard with MB.Drive Assist, the automaker’s advanced driver-assist system, that uses 10 cameras and 27 sensors for automatic lane changing, evasive steering, and automated parking. What it’s not, however, is Mercedes’ new Level 2++ feature called Drive Pilot Assist that is rolling out to the CLA electric sedan later this year. The system is similar to Tesla’s FSD in that it can be used hands-free in cities but requires the driver to stay attentive.

Mercedes hasn’t revealed the EQS’s price yet, but it is offering seemingly bottomless options for configuration and customization. This will be through the automaker’s Manufaktur Made to Measure program, which includes over 100 paint colors and other bespoke interior options. This could help shift the vibe around the EQS from a “series production” feel into “tailor-made” territory, allowing for combinations that wouldn’t be found on a standard dealership lot.

All in all, the new EQS will certainly help round out Mercedes’ EV lineup in the US, which is fluctuating right now. The automaker hasn’t said whether it will also resurrect the EQS SUV, or the EQE sedan and SUV. The CLA is doing a good job of turning heads. And Mercedes is sticking to its promise of introducing several new EVs in the US in the coming years, including variants of its GLC crossover and E-Class sedan.

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