You may soon see ads on Instagram in places you didn't in the past. The Meta-owned app has started testing a couple of new ad placements meant to give businesses more ways to get discovered. One of those experimental placements puts ads in its search results. When you search for a particular term on the app — say "makeup" — posts marked "sponsored" will show up in the feed you can scroll through when you tap on any of the actual results. In its announcement, Instagram said it plans to roll out the placement globally in the coming months.

In addition, the app has teamed up with certain brands to test a format that would give businesses the power to remind or notify you of future events or launches. When you opt into the app's "reminder ads" for a particular event, you'll get notifications from Instagram one day before, 15 minutes before and when the event begins. These reminders will appear like any other Instagram notification and will show up on your lock screen. 

Instagram

Ads are Meta's lifeblood, and the introduction of new ways to earn from them comes as no surprise after a year that saw the company's quarterly revenue shrink for the first time. For the fourth quarter of 2022, for instance, the company reported an advertising revenue of $31.25 billion, down from $32.64 billion for the same quarter in 2021. Its year-on-year ad revenue was down, as well, from $114.93 billion in 2021 to $113.64 billion in 2022. Meta has been severely tightening belt in recent months and let more than 11,000 workers go in November in its first ever mass layoffs. Just a few days ago, company chief Mark Zuckerberg announced that Meta is laying off another 10,000 workers and will restructure its divisions in April and May.

An hour north of Marseille sits Château La Coste, a winery, hotel and art gallery nestled in the heart of a beautiful Provincial valley. In its grounds is a Renzo Piano-designed steel and glass oubliette, buried in a knife wound carved out of the undulating vineyards. It’s here that Lexus has gathered the world’s press to show off its latest vision for the future of driving. Lexus believes the new RZ 450e is a new dawn for electric vehicles, but also for the way that we control them. That’s because several of the prototypes on show utilize the company’s long in development steer-by-wire system that threatens to upend more than a century of technology.

The RZ 450e is Lexus’ first battery electric vehicle, so long as you forget about all of the other ones it's sold over the years. Unlike its predecessors, this is the first to be conceived as an EV from the get-go, rather than as a variation of a model built to accommodate an engine. It sits atop Toyota’s E-TNGA platform, the same underpinning both the bZ4X and Subaru’s Solterra. As much as the platform is common, however, Lexus was keen to point out that this is not just a rebadged bZ4X, and is very much its own vehicle. Whereas that car was designed to be more friendly when going off-road, this car is built exclusively for town-and-city living.

Given both are midsize crossover SUVs built on the same platform, there are many similarities between the two. But Lexus’ design language makes the RZ look less bland than its cheaper sibling, with sharper side lines and a more aggressive nose. Unlike the Toyota, the Lexus is only available in a four-wheel-drive, dual-motor system that outputs a combined 230kW power (150kW from the front, 80kW back). But that translates into a quoted brake horsepower of 309, so it won’t be as quick as some of its would-be rivals in raw speed. The company would probably point out, however, that its Direct4 system, which uses a variety of digital control units to monitor where force needs to be distributed to ensure the car remains planted on the road, potentially offers a far better sense of driving than its rivals.

There are other differences: The boot is larger, 522 liters in the main boot, plus an extra 58 liters under the false floor, compared to the bZ4X’s 452 liters. The interior options are nicer, and for more cash you can get Alcantara-esque trims and nicer metallic paint jobs. The interior plastics are all high quality, with all the surfaces you come into contact with feeling thicker and nicer than some vehicles I could mention. Which is to say that this is still a Lexus.

Unlike other EVs, Lexus will sell you just one battery size, with each RZ coming with a 71.4kWh battery, of which 64kWh is available to drive. Lexus says that rather than messing with different battery sizes, it’s worked instead to squeeze a lot of performance and efficiency out of this cell. You should expect to wring 245 miles from a charge with 20-inch wheels, and get closer to 265 miles if you opt instead for the 18-inchers. I have an urge to castigate the company for not even breaching the 300 mile range limit given that, to many, it might feel like a dealbreaker. That said, I’m not sure I could drive from my house to Liverpool (4 hours, 42 minutes, 254 miles) without stopping for a comfort break.

And despite its obvious weight and size, Lexus said that it has made the RZ 450e as efficient as it can be. It should be able to get between 3.4 and 3.7 miles per kWh, although another midsize SUV, Hyundai’s Kona Electric, has it beat in the on-paper efficiency stakes. There’s an 11kW charger on board that, Lexus promises, will harness enough DC fast charging to re-juice the 450e’s battery to 80 percent within half an hour. None of those figures are eye-grabbing on their own, but speak to a package that’s solid, uncontroversial and hopefully reliable on the longer term. But I’d be lying if I said I wasn’t hoping that, since Toyota and Lexus have lagged so far behind the rest of the industry, that its new generation of EVs would have performance figures to make it stand out against its high-priced competition.

Lexus is already taking orders for the 450e in select territories, but you can only pick it up with the standard electrically-assisted rack and pinion steering system. At the launch I attended, Lexus also equipped some of the trial vehicles with its One Motion Grip (OMG) steer-by-wire system which will be available as an additional option at some point in 2025. OMG removes the mechanical link between steering wheel and wheels, replacing it with a torque actuator on the driver’s end, which is connected by wire to a control actuator on the axles. Rather than turning the wheel directly, you’re issuing instructions which are transmitted to the wheels for it to carry out. A bit like when you play any video game, come to think of it.

Lexus pre-programmed our test vehicles with routes designed to take advantage of Provence’s twisty, scenery-filled roads. But it was on one mercifully straight highway that I wondered how much of this system will be the last straw for purists craving connection to the road. Even with so many aids added to steering systems as they presently exist, there’s still a physical sense that you turn a wheel, and the vehicle obeys. This ever-so-slightly feels like the beginning of the end for mechanical steering, the drawing of a veil over the last century plus of driving.

Daniel Cooper

With any new technology, there is the inevitable culture shock as you get to grips with the change. Spending a few hours with it does not constitute enough time for endorsement or indictment, but I do have some initial thoughts. Driving with One Motion Grip is a lot more alive and active than you may expect from a stately SUV, especially one from Lexus. The system does demand your attention, and going around my first roundabout I needed to make lots of fine-tuned adjustments to my steering. I can see why the press who tested a very early version of this system a few years back described it as “twitchy.” It’s not the right word, but you get a sense that you need to recalibrate your sense of turning, which is hampered by the fact that the turning will change depending on the speed you’re traveling at.

It has taken the better part of twelve years for Lexus to develop this system, although it’s not the first to the idea. Infiniti, Nissan’s luxury car marque, launched the 2014 Q50 with Direct Adaptive Steering, albeit it remained a mechanical connection to the wheels as well. Lexus is going all in on wires, but to reassure wary would-be purchasers about reliability, also added redundant actuators at both ends, as well as a back-up battery, to ensure steering never loses power. That means there’s no great weight saving (vital for BEVs) compared to “real” steering, but you still get all of the other potential benefits of switching to the technology.

With One Motion Grip, the 450e can offer the same level of dynamism for driving as seen in other parts of the car. The Direct4 system can already alter the torque put to each wheel to balance the ride, and you get a similar level of dynamic-alteration when driving. For instance, the system will adjust how much turn you get depending on the speed you’re driving at, with tricky car-park maneuvers more dramatic than switching lanes on a highway. And for that, we come to Lexus’ most eye-catching, controversial and interesting change, ditching the steering wheel for a yoke in a quest to end “hand-over-hand” driving.

Ditching the steering wheel also means that Lexus can reduce clutter and make it easier for drivers to see the instrument binnacle. This is a great idea in theory, but falls victim to the problem that more than a few Toyota and Lexus vehicles have suffered from over the last few years. I don’t know why, but many models (including the 2014 Mirai, 2015 Prius, 2012 and 2018 Corolla, amongst others) have their infotainment displays too low down in the center console. So when you want driving directions, you need to physically take your eyes off the road to look at the screen. At least in the bZ4X, the display is at the same height as the steering wheel, but here, the 14-inch infotainment display is buried below the air vents. Maybe it’s all a clever ploy to ensure everyone opts for a heads-up display, but it’s a persistent bugbear of mine.

Towards the end of my time with the setup, it got easier, and I suspect that it’ll only take a few days of regular use before it becomes second nature. It’s almost tragic that, for all of the effort, this technology will eventually pass unremarked into everyone’s daily driving habits. But I will admit that, when it came time for our last trip, driving the 450e back to the airport, me and my driving partner James both said we’d prefer driving the version with the wheel. But then, it’s always easier to run screaming back toward the comfort of the familiar when you’re pressured for time.

Lexus has been in the process of building electrified vehicles for the better part of two decades but it’s only now that it has launched its first clean-sheet EV. Toyota may have been the first to make a partially-electric vehicle work as a mass-market proposition, but it always had hydrogen as its north star of its strategy. It, in tandem with fuel companies and the Japanese government, opted to pursue hydrogen as the wonder-fuel of the future. Company officials frequently cited the cost and weight of batteries, and the speedy refueling times of hydrogen, as justification to avoid following the market. Inch-by-inch, sector-by-sector, the corporation has ceded more and more of the ground it initially cultivated to upstart rivals. The only evidence the company still clings to the hope of re-litigating the last decade of auto industry evolution was in a clearing across from the chateau’s polished concrete garage.

There, surrounded by metal barriers clad in Toyota-branded banners, was a hydrogen generator used to feed power into the facility necessary to charge so many cars all at once. But for my own pessimism, there remains hopeful shoots that Toyota’s fuel cells may finally find their place. The company recently announced a deal to sell hardware to Hyliko, a French trucking startup, to build the sort of heavy-duty equipment that hydrogen power is ideal for. Similarly, BMW has started showing off its iX5 Hydrogen, a prototype hydrogen EV that uses Toyota’s technology. But these are still little more than green shoots of hope that hydrogen hasn’t become a technological cul-de-sac the company has driven itself down into. Especially given the natural benefits of generation, transport and efficiency that electricity has always had over its rival.

As for the RZ 450e, it’s an EV that makes a better case for your head than perhaps it does your heart. Perhaps it’s because all EVs are a little more bloodless than their gas-powered rivals, and that the company has spent so long refining its offering. It’s powerful enough that you’ll feel a real kick when you put your foot to the floor, and the steering is a lot more active and direct than you would expect from a big, heavy, Lexus-branded SUV. But there’s also something sterile about the whole thing, the seriousness of the machine stripping out some of the fun. But that’s flimsy criticism of a grown-up vehicle that gets the fundamentals right, and should leave you with no doubts about the reliability of its hardware.

The Lexus RZ 450e is available to order in the UK for £62,000, with the most expensive Takumi variation costing £72,100. Deliveries for the vehicle are expected to begin at the end of May.

An hour north of Marseille sits Château La Coste, a winery, hotel and art gallery nestled in the heart of a beautiful Provincial valley. In its grounds is a Renzo Piano-designed steel and glass oubliette, buried in a knife wound carved out of the undulating vineyards. It’s here that Lexus has gathered the world’s press to show off its latest vision for the future of driving. Lexus believes the new RZ 450e is a new dawn for electric vehicles, but also for the way that we control them. That’s because several of the prototypes on show utilize the company’s long in development steer-by-wire system that threatens to upend more than a century of technology.

The RZ 450e is Lexus’ first battery electric vehicle, so long as you forget about all of the other ones it's sold over the years. Unlike its predecessors, this is the first to be conceived as an EV from the get-go, rather than as a variation of a model built to accommodate an engine. It sits atop Toyota’s E-TNGA platform, the same underpinning both the bZ4X and Subaru’s Solterra. As much as the platform is common, however, Lexus was keen to point out that this is not just a rebadged bZ4X, and is very much its own vehicle. Whereas that car was designed to be more friendly when going off-road, this car is built exclusively for town-and-city living.

Given both are midsize crossover SUVs built on the same platform, there are many similarities between the two. But Lexus’ design language makes the RZ look less bland than its cheaper sibling, with sharper side lines and a more aggressive nose. Unlike the Toyota, the Lexus is only available in a four-wheel-drive, dual-motor system that outputs a combined 230kW power (150kW from the front, 80kW back). But that translates into a quoted brake horsepower of 309, so it won’t be as quick as some of its would-be rivals in raw speed. The company would probably point out, however, that its Direct4 system, which uses a variety of digital control units to monitor where force needs to be distributed to ensure the car remains planted on the road, potentially offers a far better sense of driving than its rivals.

There are other differences: The boot is larger, 522 liters in the main boot, plus an extra 58 liters under the false floor, compared to the bZ4X’s 452 liters. The interior options are nicer, and for more cash you can get Alcantara-esque trims and nicer metallic paint jobs. The interior plastics are all high quality, with all the surfaces you come into contact with feeling thicker and nicer than some vehicles I could mention. Which is to say that this is still a Lexus.

Unlike other EVs, Lexus will sell you just one battery size, with each RZ coming with a 71.4kWh battery, of which 64kWh is available to drive. Lexus says that rather than messing with different battery sizes, it’s worked instead to squeeze a lot of performance and efficiency out of this cell. You should expect to wring 245 miles from a charge with 20-inch wheels, and get closer to 265 miles if you opt instead for the 18-inchers. I have an urge to castigate the company for not even breaching the 300 mile range limit given that, to many, it might feel like a dealbreaker. That said, I’m not sure I could drive from my house to Liverpool (4 hours, 42 minutes, 254 miles) without stopping for a comfort break.

And despite its obvious weight and size, Lexus said that it has made the RZ 450e as efficient as it can be. It should be able to get between 3.4 and 3.7 miles per kWh, although another midsize SUV, Hyundai’s Kona Electric, has it beat in the on-paper efficiency stakes. There’s an 11kW charger on board that, Lexus promises, will harness enough DC fast charging to re-juice the 450e’s battery to 80 percent within half an hour. None of those figures are eye-grabbing on their own, but speak to a package that’s solid, uncontroversial and hopefully reliable on the longer term. But I’d be lying if I said I wasn’t hoping that, since Toyota and Lexus have lagged so far behind the rest of the industry, that its new generation of EVs would have performance figures to make it stand out against its high-priced competition.

Lexus is already taking orders for the 450e in select territories, but you can only pick it up with the standard electrically-assisted rack and pinion steering system. At the launch I attended, Lexus also equipped some of the trial vehicles with its One Motion Grip (OMG) steer-by-wire system which will be available as an additional option at some point in 2025. OMG removes the mechanical link between steering wheel and wheels, replacing it with a torque actuator on the driver’s end, which is connected by wire to a control actuator on the axles. Rather than turning the wheel directly, you’re issuing instructions which are transmitted to the wheels for it to carry out. A bit like when you play any video game, come to think of it.

Lexus pre-programmed our test vehicles with routes designed to take advantage of Provence’s twisty, scenery-filled roads. But it was on one mercifully straight highway that I wondered how much of this system will be the last straw for purists craving connection to the road. Even with so many aids added to steering systems as they presently exist, there’s still a physical sense that you turn a wheel, and the vehicle obeys. This ever-so-slightly feels like the beginning of the end for mechanical steering, the drawing of a veil over the last century plus of driving.

Daniel Cooper

With any new technology, there is the inevitable culture shock as you get to grips with the change. Spending a few hours with it does not constitute enough time for endorsement or indictment, but I do have some initial thoughts. Driving with One Motion Grip is a lot more alive and active than you may expect from a stately SUV, especially one from Lexus. The system does demand your attention, and going around my first roundabout I needed to make lots of fine-tuned adjustments to my steering. I can see why the press who tested a very early version of this system a few years back described it as “twitchy.” It’s not the right word, but you get a sense that you need to recalibrate your sense of turning, which is hampered by the fact that the turning will change depending on the speed you’re traveling at.

It has taken the better part of twelve years for Lexus to develop this system, although it’s not the first to the idea. Infiniti, Nissan’s luxury car marque, launched the 2014 Q50 with Direct Adaptive Steering, albeit it remained a mechanical connection to the wheels as well. Lexus is going all in on wires, but to reassure wary would-be purchasers about reliability, also added redundant actuators at both ends, as well as a back-up battery, to ensure steering never loses power. That means there’s no great weight saving (vital for BEVs) compared to “real” steering, but you still get all of the other potential benefits of switching to the technology.

With One Motion Grip, the 450e can offer the same level of dynamism for driving as seen in other parts of the car. The Direct4 system can already alter the torque put to each wheel to balance the ride, and you get a similar level of dynamic-alteration when driving. For instance, the system will adjust how much turn you get depending on the speed you’re driving at, with tricky car-park maneuvers more dramatic than switching lanes on a highway. And for that, we come to Lexus’ most eye-catching, controversial and interesting change, ditching the steering wheel for a yoke in a quest to end “hand-over-hand” driving.

Ditching the steering wheel also means that Lexus can reduce clutter and make it easier for drivers to see the instrument binnacle. This is a great idea in theory, but falls victim to the problem that more than a few Toyota and Lexus vehicles have suffered from over the last few years. I don’t know why, but many models (including the 2014 Mirai, 2015 Prius, 2012 and 2018 Corolla, amongst others) have their infotainment displays too low down in the center console. So when you want driving directions, you need to physically take your eyes off the road to look at the screen. At least in the bZ4X, the display is at the same height as the steering wheel, but here, the 14-inch infotainment display is buried below the air vents. Maybe it’s all a clever ploy to ensure everyone opts for a heads-up display, but it’s a persistent bugbear of mine.

Towards the end of my time with the setup, it got easier, and I suspect that it’ll only take a few days of regular use before it becomes second nature. It’s almost tragic that, for all of the effort, this technology will eventually pass unremarked into everyone’s daily driving habits. But I will admit that, when it came time for our last trip, driving the 450e back to the airport, me and my driving partner James both said we’d prefer driving the version with the wheel. But then, it’s always easier to run screaming back toward the comfort of the familiar when you’re pressured for time.

Lexus has been in the process of building electrified vehicles for the better part of two decades but it’s only now that it has launched its first clean-sheet EV. Toyota may have been the first to make a partially-electric vehicle work as a mass-market proposition, but it always had hydrogen as its north star of its strategy. It, in tandem with fuel companies and the Japanese government, opted to pursue hydrogen as the wonder-fuel of the future. Company officials frequently cited the cost and weight of batteries, and the speedy refueling times of hydrogen, as justification to avoid following the market. Inch-by-inch, sector-by-sector, the corporation has ceded more and more of the ground it initially cultivated to upstart rivals. The only evidence the company still clings to the hope of re-litigating the last decade of auto industry evolution was in a clearing across from the chateau’s polished concrete garage.

There, surrounded by metal barriers clad in Toyota-branded banners, was a hydrogen generator used to feed power into the facility necessary to charge so many cars all at once. But for my own pessimism, there remains hopeful shoots that Toyota’s fuel cells may finally find their place. The company recently announced a deal to sell hardware to Hyliko, a French trucking startup, to build the sort of heavy-duty equipment that hydrogen power is ideal for. Similarly, BMW has started showing off its iX5 Hydrogen, a prototype hydrogen EV that uses Toyota’s technology. But these are still little more than green shoots of hope that hydrogen hasn’t become a technological cul-de-sac the company has driven itself down into. Especially given the natural benefits of generation, transport and efficiency that electricity has always had over its rival.

As for the RZ 450e, it’s an EV that makes a better case for your head than perhaps it does your heart. Perhaps it’s because all EVs are a little more bloodless than their gas-powered rivals, and that the company has spent so long refining its offering. It’s powerful enough that you’ll feel a real kick when you put your foot to the floor, and the steering is a lot more active and direct than you would expect from a big, heavy, Lexus-branded SUV. But there’s also something sterile about the whole thing, the seriousness of the machine stripping out some of the fun. But that’s flimsy criticism of a grown-up vehicle that gets the fundamentals right, and should leave you with no doubts about the reliability of its hardware.

The Lexus RZ 450e is available to order in the UK for £62,000, with the most expensive Takumi variation costing £72,100. Deliveries for the vehicle are expected to begin at the end of May.

Netflix took home six Oscars tonight besting all other streaming services, largely thanks to All Quiet on the Western Front, with only Apple TV+ in the mix taking a single award. However, the ceremony was dominated by Everything, Everywhere All at Once (A24) which took home no less than seven statues including three of four for acting, along with Best Director and Best Picture.

A German language take on the classic WWI book, All Quiet on the Western Front won Oscars for Best International Feature, Best Cinematography, Best Production Design and yes, Best Original Score (despite some critics' complaints about said score). 

Netflix also took home the Best Animated Feature trophy for Guillermo del Toro’s Pinocchio, a strong feather in its cap considering competition from established studios like DreamWorks, Sony Pictures and Pixar. Apple TV+, meanwhile, made it a streaming animation sweep, winning the Oscar for Best Animated Short Film with The Boy, the Mole, the Fox, and the Horse.

Everything Everwhere All at Once took home most major Oscars, even though it was handicapped by its early 2022 release. Its haul included Best Actress (Michelle Yeoh), Best Supporting Actor (Ke Huy Quan), Best Supporting Actress (Jamie Lee Curtis), Best Director (the Daniels) and Best Picture. The highlights of the night were perhaps the emotional speeches by Ke Huy Quan and Michelle Yeoh, who was the first Asian person to win Best Actress. "For all the little boys and girls who look like me watching tonight, this is a beacon of hope and possibilities," she said on the stage.

Bing has crossed 100 million daily active users a month after the launch of its chatbot AI, according to Yusuf Mehdi, Microsoft's VP for Modern Life, Search and Devices. He said the company is fully aware that it's still just "a small, low, single digit share player," but hey, there was a time when Bing wasn't even a part of the conversation. Now, after the tech giant released its next-gen version, even those who haven't used it in the past are relying on it for their searches: Mehdi noted that one-third of Bing's daily active users are new to the search engine.

"We see this appeal of the new Bing as a validation of our view that search is due for a reinvention and of the unique value proposition of combining Search + Answers + Chat + Creation in one experience," the VP said. 

In addition to seeing a boost in numbers, Microsoft is also apparently enjoying a growth in engagement, with more people conducting more searches. The company credits two factors for that particular victory, the first being Edge's growth in usage, most likely aided by the addition of Bing's chat AI as a new feature. It also said that the introduction of its Prometheus AI model made Bing's search results more relevant, so people have been using — or at least trying out — the search engine more. 

Apparently, around one third of Bing's daily preview users have been using its chat AI for their queries every day. On average, Microsoft is seeing three chats per session, with over 45 million chats since it introduced the new Bing. Further, in 15 percent of all chat sessions, people have been using Bing to generate new content. The launch of Bing's AI chatbot on mobile has propelled the search engine to a new level of popularity, as well, and has led to a six-time increase in daily active users from before it became available. 

By integrating an AI chatbot into Bing earlier this year, Microsoft gave its search engine the weapon it needs to be able to compete against Google. That said, Google does have plans to launch a chatbot of its own and introduced a chat AI called Bard last month. Bard spouted misinformation during its unofficial debut, but Google is working with employees to improve the chatbot's responses before it becomes available.

Nothing, Forever, an AI-generated livestream inspired by Seinfeld is back on Twitch after being taken offline for an anti-LGBTQ outburst, Gizmodo has reported. After launching in December, the show (from Mismatch Media) became internet-famous for its Seinfeld-adjacent plots, janky '90s-era video game style animation and terrible (though coherent) dialogue. However, it was pulled over a month ago after violating Twitch's conduct policy banning hate speech around sexual and gender identity.

In the most notorious incident, the AI lead character ("Larry"), went on an offensive rant. "I’m thinking about doing a bit about how being transgender is actually a mental illness. Or how all liberals are secretly gay and want to impose their will on everyone. Or something about how transgender people are ruining the fabric of society. But no one is laughing, so I’m going to stop."

Shortly afterwards, Mismatch Media cofounder Skyler Hartle explained that the problem started when its OpenAI GPT-3 Davinci model stopped working correctly. The team switched to Davinci's predecessor Curie, believing that OpenAI's content moderation was still active — which was apparently not the case. The offensive outbursts started shortly afterwards.

"We mistakenly believed that we were leveraging OpenAI’s content moderation system for their text generation models. We are working now to implement OpenAI’s content moderation API (it’s a tool we can use to verify the safeness of the content) before we go live again, and investigating secondary content moderation systems as redundancies," the team said. 

Problems of moderation and offensive content have plagued AI chatbots since they arrived. Microsoft has experienced it twice, first with its Tay chatbot that turned racist, and later with the Bing Chat search assistant powered by OpenAI tech. The latter was pulled for a time after it started insulting users and outputting incorrect information, while insisting it was right. 

Nothing, Forever seems to be working as before, with the same laugh track, engaged viewers (around 3,500 currently) and complete disregard for collision detection — but no offensive outbursts so far. While nothing in the show makes any sense, the fact that AI can generate all the elements in real time is impressive.

When Google shut down Stadia in January, it also wound down third-party access to the underlying cloud gaming technology. Google's Jack Buser tellsAxios' Stephen Totilo his company is no longer offering Immersive Stream for Games as it was "tied to Stadia itself." A provider can't simply pick up the pieces, to put it another way.

Only a handful of brands ever used Immersive Stream, and then mainly as a promotional tool. AT&T let mobile subscribers play Batman: Arkham Knight and Control, while Capcom offered a Resident Evil Village demo that saved curious gamers the hassle of a download. Even Peloton used the tech to bring a fitness game, Lanebreak, to its stationary bikes.

We've asked Google for comment. The company isn't completely ignoring cloud gaming, but it's now relegating itself to support. As the firm's Jack Buser tells Axios in an interview, the focus now is on supporting others' Destiny-style live service games by providing a server platform, data management and analytics. Developers may not need to invest as much in online infrastructure, or worry about scaling as their player bases grow. Niantic, Ubisoft and Unity are among the existing customers.

The Immersive Stream shutdown isn't surprising. While it didn't require Stadia's heavily subscription-driven model it suffered from the same limitations as many game streaming services. You needed a fast, stable internet connection, and you still had to contend with increased lag and reduced visual quality compared to a locally-stored game. That limited the appeal, particularly for gamers with sufficiently powerful PCs and consoles.

At the same time, the closure limits the industry's choices. There's no longer a true turnkey cloud gaming option. Companies either have to build their own platforms or bring their games to existing services like GeForce Now. As such, it might be a while before you see more AT&T- or Capcom-style forays.

Deep Brain Stimulation therapies have proven an invaluable treatment option for patients suffering from otherwise debilitating diseases like Parkinson's. However, it — and its sibling tech, brain computer interfaces — currently suffer a critical shortcoming: the electrodes that convert electron pulses into bioelectric signals don't sit well with the surrounding brain tissue. And that's where folks with the lab coats and holding squids come in! InWe Are Electric: Inside the 200-Year Hunt for Our Body's Bioelectric Code, and What the Future Holds, author Sally Adee delves into two centuries of research into an often misunderstood and maligned branch of scientific discovery, guiding readers from the pioneering works of Alessandro Volta to the life-saving applications that might become possible once doctors learn to communicate directly with our body's cells.

Hachette Books

Excerpted from We Are Electric: Inside the 200-Year Hunt for Our Body's Bioelectric Code, and What the Future Holds by Sally Adee. Copyright © 2023. Available from Hachette Books, an imprint of Hachette Book Group, Inc.

Lost in translation

“There’s a fundamental asymmetry between the devices that drive our information economy and the tissues in the nervous system,” Bettinger told The Verge in 2018. “Your cell phone and your computer use electrons and pass them back and forth as the fundamental unit of information. Neurons, though, use ions like sodium and potassium. This matters because, to make a simple analogy, that means you need to translate the language.”

“One of the misnomers within the field actually is that I’m injecting current through these electrodes,” explains Kip Ludwig. “Not if I’m doing it right, I don’t.” The electrons that travel down a platinum or titanium wire to the implant never make it into your brain tissue. Instead, they line up on the electrode. This produces a negative charge, which pulls ions from the neurons around it. “If I pull enough ions away from the tissue, I cause voltage-gated ion channels to open,” says Ludwig. That can — but doesn’t always — make a nerve fire an action potential. Get nerves to fire. That’s it — that’s your only move.

It may seem counterintuitive: the nervous system runs on action potentials, so why wouldn’t it work to just try to write our own action potentials on top of the brain’s own ones? The problem is that our attempts to write action potentials can be incredibly ham-fisted, says Ludwig. They don’t always do what we think they do. For one thing, our tools are nowhere near precise enough to hit only the exact neurons we are trying to stimulate. So the implant sits in the middle of a bunch of different cells, sweeping up and activating unrelated neurons with its electric field. Remember how I said glia were traditionally considered the brain’s janitorial staff? Well, more recently it emerged that they also do some information processing—and our clumsy electrodes will fire them too, to unknown effects. “It’s like pulling the stopper on your bathtub and only trying to move one of three toy boats in the bathwater,” says Ludwig. And even if we do manage to hit the neurons we’re trying to, there’s no guarantee that the stimulation is hitting it in the correct location.

To bring electroceuticals into medicine, we really need better techniques to talk to cells. If the electron-to-ion language barrier is an obstacle to talking to neurons, it’s an absolute non-starter for cells that don’t use action potentials, like the ones that we are trying to target with next-generation electrical interventions, including skin cells, bone cells, and the rest. If we want to control the membrane voltage of cancer cells to coax them back to normal behavior; if we want to nudge the wound current in skin or bone cells; if we want to control the fate of a stem cell—none of that is achievable with our one and only tool of making a nerve fire an action potential. We need a bigger toolkit. Luckily, this is the objective for a fast-growing area of research looking to make devices, computing elements, and wiring that can talk to ions in their native tongue.

Several research groups are working on “mixed conduction,” a project whose goal is devices that can speak bioelectricity. It relies heavily on plastics and advanced polymers with long names that often include punctuation and numbers. If the goal is a DBS electrode you can keep in the brain for more than ten years, these materials will need to safely interact with the body’s native tissues for much longer than they do now. And that search is far from over. People are understandably beginning to wonder: why not just skip the middle man and actually make this stuff out of biological materials instead of manufacturing polymers? Why not learn how nature does it?

It’s been tried before. In the 1970s, there was a flurry of interest in using coral for bone grafts instead of autografts. Instead of a traumatic double-surgery to harvest the necessary bone tissue from a different part of the body, coral implants acted as a scaffold to let the body’s new bone cells grow into and form the new bone. Coral is naturally osteoconductive, which means new bone cells happily slide onto it and find it an agreeable place to proliferate. It’s also biodegradable: after the bone grew onto it, the coral was gradually absorbed, metabolized, and then excreted by the body. Steady improvements have produced few inflammatory responses or complications. Now there are several companies growing specialized coral for bone grafts and implants.

After the success of coral, people began to take a closer look at marine sources for biomaterials. This field is now rapidly evolving — thanks to new processing methods which have made it possible to harvest a lot of useful materials from what used to be just marine waste, the last decade has seen an increasing number of biomaterials that originate from marine organisms. These include replacement sources for gelatin (snails), collagen (jellyfish), and keratin (sponges), marine sources of which are plentiful, biocompatible, and biodegradable. And not just inside the body — one reason interest in these has spiked is the effort to move away from polluting synthetic plastic materials.

Apart from all the other benefits of marine-derived dupes, they’re also able to conduct an ion current. That was what Marco Rolandi was thinking about in 2010 when he and his colleagues at the University of Washington built a transistor out of a piece of squid.

Meta has responded to the dozens of recommendations from the Oversight Board regarding its controversial cross-check program, which shields high-profile users from the company’s automated content moderation systems. In its response, Meta agreed to adopt many of the board’s suggestions, but declined to implement changes that would have increased transparency around who is in the program.

Meta’s response comes after the board had criticized the program for prioritizing “business concerns” over human rights. While the company had characterized the program as a “second layer of review” to help it avoid mistakes, the Oversight Board noted that cross-check cases are often so backlogged that harmful content is left up far longer than it otherwise would be.

In total, Meta agreed to adopt 26 of the 32 recommendations at least partially. These include changes around how cross-check cases are handled internally at the company, as well as promises to disclose more information to the Oversight Board about the program. The company also pledged to reduce the backlog of cases.

But, notably, Meta declined to take the Oversight Board up on its recommendation that it publicly disclose politicians, state actors, businesses and other public figures who benefit from the protections of cross-check. The company said publicly disclosing details about the program “could lead to myriad unintended consequences making it both unfeasible and unsustainable” and said that it would open cross-check to being “game(d)” by bad actors.

Likewise, the company declined, or didn’t commit, to recommendations that may alert people that they are subject to cross-check. Meta declined a recommendation that it require users who are part of cross-check make “an additional, explicit, commitment” to follow the company’s rules. And Meta said it was “assessing the feasibility” of a recommendation that it allow people to opt out of cross-check (which would also, naturally, notify them that they are part of the program). “We will collaborate with our Human Rights and Civil Rights teams to assess options to address this issue, in an effort to enhance user autonomy regarding cross-check,” the company wrote.

While Meta’s response shows that the company is willing to make changes to one of its most controversial programs, it also underscores the company’s reluctance to make key details about cross-check public. That also aligns with the Oversight Board’s previous criticism, which last year accused the company of not being “fully forthcoming” about cross-check.

Now that IO Interactive (IOI) has wrapped up Hitman: World of Assassination, it’s moving on to the next logical step: a James Bond game. But the studio is also moving in a more surprising direction, as it announced today that it’s making an online fantasy RPG. “This idea — that a diverse group of individuals with different skills and strengths can work together and become more than the sum of their parts — is what inspires us,” the studio wrote in a blog post.

Of course, IOI didn’t go into much detail about the project, which it describes as “just the start of our journey into this new world we are making.” However, it did say memories of tabletop fantasy RPGs influenced the decision. “From the Fighting Fantasy books compelling you to choose your path, alone, against wizards, lizards, and thief kings. To the togetherness, camaraderie, agony, and delight found around the tabletop. For some it meant taking the role of a game master: Part storyteller, part AI opponent, part guide, part villain. For everyone around that table it meant creativity, imagination, building a world together, and a shared goal in creating a great game experience.”

The indie studio says the game will be a new IP designed to “entertain players and expand for many years to come.” It says all of its studios, including locations in Copenhagen, Malmö and Barcelona, will work together on the project.

IO Interactive

IOI will develop the RPG alongside its upcoming James Bond game, codenamed “Project 007,” which it’s working on with license holders MGM and Eon Productions. It seems a natural fit for the studio, as it could take the beloved core Hitman gameplay, create a new story with new maps, add a James Bond coat of paint and have a game many people would love to play. (It could change its formula more than that, but it won’t need a radical departure.) IOI has said its title would be its own Bond story that won’t use the likenesses of any established Bond actors; the studio even said it could become another spy trilogy. The title doesn’t yet have a release date.