A court spokesman said the judge had not been aware of accusations linking the fugitive to organized crime.
Microsoft today announced its plans to launch a new data center region in Austria, its first in the country. With nearby Azure regions in Switzerland, Germany, France and a planned new region in northern Italy, this part of Europe now has its fair share of Azure coverage. Microsoft also noted that it plans to launch a new ‘Center of Digital Excellence’ to Austria to “to modernize Austria’s IT infrastructure, public governmental services and industry innovation.”
In total, Azure now features 65 cloud regions — though that number includes some that aren’t online yet. As its competitors like to point out, not all of them feature multiple availability zones yet, but the company plans to change that. Until then, the fact that there’s usually another nearby region can often make up for that.
Talking about availability zones, in addition to announcing this new data center region, Microsoft also today announced plans to expand its cloud in Brazil, with new availability zones to enable high-availability workloads launching in the existing Brazil South region in 2021. Currently, this region only supports Azure workloads but will add support for Microsoft 365, Dynamics 365 and Power Platform over the course of the next few months.
This announcement is part of a large commitment to building out its presence in Brazil. Microsoft is also partnering with the Ministry of Economy “to help job matching for up to 25 million workers and is offering free digital skilling with the capacity to train up to 5.5 million people” and to use its AI to protect the rainforest. That last part may sound a bit naive, but the specific plan here is to use AI to predict likely deforestation zones based on data from satellite images.
The euthanizing of a boar and her six piglets on a playground near the Vatican has aroused fury in Rome, a city that has long complained about the often aggressive animals.
Supporters frame the measure as a long-overdue means to provide basic human rights. Opponents depict it as an overreaching step that would suppress opinion.
Harley-Davidson should continue to make electric motorcycles. That’s my big takeaway after taking home the company’s LiveWire for three weeks.
I’d ridden it on a closed course in 2019, but that wasn’t enough absorb the finer qualities of the 105 horsepower machine. After nearly a month and a thousand miles on the LiveWire, I’d venture to say it could be the most innovative motorcycle Harley-Davidson has ever produced.
That doesn’t mean perfect (particularly on the pricing). But with declining sales and the aging of the baby boomers — Harley’s primary market for chrome and steel gassers — the company needed to take a fresh turn.
HD’s first EV
Harley-Davidson did that with the LiveWire, which began as a concept and developed into the manufacturer’s first production EV, released in late 2019. The voltage powered two-wheeler is meant to complement, not replace, HD’s premium internal-combustion cruisers.
Founded in Milwaukee in 1903, Harley-Davidson opened a Silicon Valley office in 2018 with plans to add a future line-up of electric vehicles — from motorcycles to bicycles to scooters. The $29,799 LiveWire was first, though waning earnings and the Covid-19 induced recession have put HD’s electric plans in question.
On key specs, the Livewire will do 0-60 mph in 3 seconds, top 110 mph and charge to 80% in 40 minutes on a DC Fast Charger. The motorcycle’s 15.5 kWh battery and magnet motor produce 86 ft-lbs of torque.
The 548 pound LiveWire has an advertised city range of 146 miles (and 95 for combined city/highway riding).The electric Harley is also an IoT and app compatible vehicle, with preset riding modes — that offer different combos of power, torque and regen braking — and the ability to create custom modes.
Harley-Davidson added some premium features to the LiveWire, such as key fob operation, an anti-theft control system and a heartbeat-like vibration on the motorcycle.
That’s useful to remind the rider that the LiveWire — which goes silent at a stop — is still in run mode. In motion, the bike is basically quiet, though Harley-Davidson — famous for its internal combustion rumble — created a signature electric sound generated from the vehicle’s mechanical movements. It’s a barely audible buzz that gives the motorcycle a distinct voice as an electric Harley.
As an e-motorcycle, the LiveWire is remarkably balanced for a two-wheeler that has so much mass concentrated in one place: the battery.
At over 500 pounds, it isn’t exactly heavy by Harley cruiser standards, but the LiveWire is hefty for a naked sport bike. You definitely feel that weight pushing the EV around the garage, but fortunately — with some clever frame engineering — it fades away once the LiveWire gets rolling.
When I tested the LiveWire on a track in 2019, I noted that it brought everything that was becoming the e-motorcycle experience: huge torque and lightning-like acceleration with little noise beyond the wind moving around you.
More time and riding conditions with the LiveWire led to a stronger appreciation. I took it down the Hudson River Valley into Manhattan, up to three digits on I-95, and on the twisty backroads outside of Greenwich. The LiveWire looks and performs the part of a high-performance e-motorcycle, and in many ways, offers a more exciting ride than anything piston powered.
The biggest rush on a LiveWire, compared to ICE peers, is the torque and acceleration. With fewer mechanical moving parts than gas bikes — and no clutch or shifting — the power delivery is stronger and more constant than internal combustion machines. You simply twist and go.
Like other high performance e-motorcycles, the LiveWire’s regenerative braking — or the extent to which the motor recharges the battery and slows the rear wheel coming off throttle — also enhances performance. Regen braking can be adjusted manually or by riding mode on the electric HD.
It takes some skill, but the end result is the ability to fly through corners in a smoother manner than a gas motorcycle — with little to no mechanical braking — by simply rolling off and on the throttle. This is complemented by the motorcycle’s lateral handling. In turns, the LiveWire holds a line as precisely as a Tron light-cycle (at least that’s how it felt conceptually).
This all translates into a riding experience of uninterrupted forward movement, without any racket and rattling. That the motorcycle also looks great— with lines and styling that hit the marks for an EV and a Harley — adds even more.
With the LiveWire debut, Harley-Davidson became the first of the big gas manufacturers to offer a street-legal e-motorcycle for sale in the U.S.
The move is something of a necessity for the company, which, like most of the motorcycle industry in the U.S., has been bleeding revenue and younger buyers for years.
While HD got the jump on traditional motorcycle manufacturers, such as Honda and Kawasaki, it’s definitely not alone in the two-wheeled electric space.
Harley-Davidson entered the EV arena with competition from several e-moto startups that are attempting to convert gas riders to electric and attract a younger generation to motorcycling.
One of the leaders is California startup Zero Motorcycles, with 200 dealers worldwide. Italy’s Energica is expanding distribution of its high-performance e-motos in the U.S.
And Canadian startup Damon Motors debuted its 200 mph, $24,000 Hypersport this year, which offers proprietary safety and ergonomics tech for adjustable riding positions and blind-spot detection.
Of course, it’s not evident there’s enough demand out there to buy up all these new models, particularly given the COVID-19-induced global recession.
On the LiveWire’s market success (or failure), its tough to assess since HD’s reporting doesn’t include LiveWire-specific sales data. One thing I (and others) have been critical of is the motorcycle’s $29,000 price. At just several thousand dollars less than a Tesla Model 3, it’s just too high — even for a premium motorcycle. But price aside, and that’s a big aside, I’d still argue the company succeeded with the LiveWire in a couple major ways. Harley-Davidson created an exciting halo motorcycle that established it as a legitimate e-motorcycle maker — in a distinctly Harley-Davidson fashion — while capturing public interest for its EV program.
For a company to reap the benefits of a successful halo launch, it needs to create a more accessible sequel. In July, Harley-Davidson’s newly appointed CEO, Jochen Zeitz, announced a five year plan — dubbed The Rewire — to adjust to declining sales and lead the company into the future. The strategy includes a massive restructuring and holding on (or even cancelling) some previously announced programs, such Harley’s gas powered Bronx model.
After some intimate time getting to know HD’s debut electric motorcycle, and assessing the market, my vote is for the iconic American company to continue its EV program and give us more. Offer a follow on that makes the rush, excitement and on demand capabilities of the halo Livewire available to the mases.
I could envision the company’s next EV product release including a scooter offering — registering Harley in the urban mobility space — and a more affordable e-motorcycle with broad market appeal.
What could that look like? Something priced around $10,000, lighter and more accessible to beginner riders than the 549-pound LiveWire, cloud and app connected with at least 100 miles of range and a charge time of 30 to 40 minutes. A tracker-styled EV channeling Harley’s flat-track racers — with some off-road capability — could be a winner.
Getting it all right on specs, style and price-point will be even more critical for HD in a COVID-19 economic environment, where spending appetites for motorcycles will be more conservative for the foreseeable future.
But continuing the commitment to production EV’s is still Harley-Davidson’s bet to reach a younger market and remain relevant in the 21st century mobility world. HD’s Rewire should definitely include more LiveWire.
After decades of false starts and setbacks, the public can finally take a look at the Torlonia Collection.
A writer’s obsession with the flaws, reproductions and potential collapse of Michelangelo’s masterpiece.
As the coronavirus resumes spreading rapidly across the continent, hopes for an economic revival have given way to diminished expectations.
Zero’s 2020 SR/S could be your EV sport bike or sport-tourer. Unveiled earlier this year, the all electric motorcycle brings performance attributes of both classes — with a unique list of pros and cons compared to gas-powered peers.
The SR/S also adds to the business mission of its manufacturer, Zero. The California based EV company has raised $137 million (according to Crunchbase) towards its aim take electric motorcycles mass-market.
SR/F to SR/S
TechCrunch took home Zero’s new SR/S for an extended test. That follows a good amount of saddle time last year in the motorcycle’s predecessor, the 2019 SR/F naked bike. At first glance, it appears Zero simply slapped a fairing on the SR/F to create the SR/S, but there’s more to it than that.
The two motorcycles are identical in many ways. They share the same trellis frame, wheels/tires, drive-train, battery, motor, charging and operating system. But in addition to the fairing, there are some small changes that yielded a distinctly better riding experience. I’ll get to that.
First, on the common specs, like the SR/F the SR/S has roughly the same top-speed of 124 mph, the same 140 ft-lbs of torque and a charge time of 60 minutes to 95%, with the six kilowatt premium charger option (a $2K upgrade).
Both the Zeros are IoT motorcycles. You can manage overall performance — including engine output and handling characteristics — through digital riding modes and from a mobile app. Each EV also has Bosch’s stability control system, which includes cornering ABS and traction control.
The major differences on the SR/S over the SR/F are the addition of the full-fairing, a more relaxed (upright) riding position (through a lower foot peg and higher bar positioning) and a 13% improvement in highway range, from improved aerodynamics (according to Zero). The Scotts Valley company also customized the suspension presets on the SR/S for the fairing and altered ride position, a company spokesperson told TechCrunch. The fairing brings around 20 pounds more weight to to the SR/S over the 485-pound SR/F.
On price, the base version of the SR/S is $19,995 — a dash over the SR/F’s $19,495 — and a premium SR/S (with a higher charging capacity) comes in at $21,995.
Living with the SR/S
While I loved the overall look and performance of Zero’s SR/F, I found the SR/S to be an even better e-motorcycle — at least for my preferences. The SR/S’s upgraded riding position increases leverage and maneuverability on the motorcycle, which translated into more comfortable long rides and better handling on twisty roads.
Similar to the SR/F, and characteristic of high-performance e-motorcycles, Zero’s SR/S brings mongo torque and lightning acceleration, sans noise or fumes. With fewer mechanical moving parts than a gas bike — and no clutch or shifting — the e-moto’s power delivery is stronger and more constant than internal combustion machines. You simply twist and go.
It’s also possible to adjust and adapt to the motorcycle’s regenerative qualities to change the way you tackle curvy rides. Regen braking not only adds power back to the battery, but also lets you dial in how much the SR/S’ motor slows down when closing the throttle. It takes some finesse, but the net result is the ability to fly through corners in a smoother manner than a gas motorcycle — with little to no mechanical braking — by simply rolling off and on the throttle.
On range, it’s likely possible to get Zero’s advertised 161 max miles on the SR/S by keeping it in the Eco mode — with lowest power output and highest regen braking — and sticking to stop and go city riding. That’d be pretty boring, however and I didn’t test it. Over several months with the SR/S, I was able to average around a 100 miles of range by using a combo of riding modes — Eco for errands and Sport for speeding on country roads. Charge times using a 6 kW Level 2 charger came out to around an hour to an hour and twenty minutes, depending on how low the state of charge was.
On SR/S specific gripes and likes, there were a couple things on the negative side. Similar to the SR/F, I found the stopping power of the motorcycle’s four-piston, twin calipers up front to be strong, but the rear J-Juan brake soft. Zero could have also offered some different color schemes, beyond gray or dark blue, to better accentuate the motorcycle’s smooth lines. One of the company’s leading dealers, Hollywood Electrics, appears to agree on that one and started offering custom versions of the SR/S in bright white or red.
My biggest likes about the SR/S were the improved performance, versatility, and rider experience Zero was able to deliver with the fairing, peg/bar mods, and suspension setup. I did all kinds of riding on the motorcycle in and around New York and Connecticut: from commuting and backroad blasting to highway jaunts. The SR/S take the upsides of riding electric motorcycles to another level. The fairing eliminates a great deal of wind resistance. On the highway, the SR/S cruises effortlessly in the 80 – 90 mph range — with no engine noise — giving a sensation of surfing quietly on air, vs. forcing your way through it.
The bike has the power and performance to be a weekend sport bike and a comfortable enough riding position to add some rear bags and double as an EV sport-tourer. With the e-motorcycle benefits, however, you still have to accept some compromise and inconvenience, namely around range and charging. Most gas sport and sport-touring motorcycles will get over 200 miles on a tank and top up in minutes. With the SR/S, you’d need to accept about half that range, searching for charging stations and finding something to do for about an hour when you find one. So yes, electric motorcycles do have some superior performance attributes, but they still bring trade-offs to internal combustion two-wheelers.
A boost for Zero
Zero’s latest entries — the SR/F and the SR/S — come at a time when startups are pushing the motorcycle industry toward electric.
In 2020, Harley-Davidson became the first of the big gas manufacturers to offer a street-legal e-motorcycle for sale in the U.S., the $29,000 LiveWire. Italy’s Energica has been expanding distribution of its high-performance e-motos in the U.S. And Canadian startup Damon Motors debuted its 200 mph, $24,000 Hypersport this year, which offers proprietary safety and ergonomics tech for adjustable riding positions and blind-spot detection.
It’s not evident there’s enough demand out there to buy up all these new models, particularly given the Covid-19 induced global recession. But however competition between e-motorcycle sellers plays out, Zero has given itself an advantage with the SR/S. By upgrading an existing platform, the California based company was able to enter two new classes with one model, to offer an electric sport-bike and an electric sport-tourer to the masses.
In an encyclical, the most authoritative form of papal teaching, Francis lamented poor cooperation among countries and warned the forces of “myopic, extremist, resentful and aggressive nationalism are on the rise.”
The Caprera, an Italian warship, was deployed to Tripoli to help combat people-smugglers in Libya. Some of its sailors gathered a cargo of contraband.
And what might we gain and lose from that?
After living around the world, Nicolò Castellini Baldissera has returned to the city in which his family — and his heart — has always resided.
The e-commerce giant had struggled to gain a foothold in a society that prefers to shop in person, with cash, but now Italians are hooked on online shopping.
In a cryptic statement, the Vatican did not explain the reason for Cardinal Giovanni Angelo Becciu’s departure. News reports had connected him to a financial scandal.
For now, countries are betting they can suppress hospital admissions and deaths without imposing more lockdowns, even as case numbers approach peak levels from last spring.
The Uruguayan forward Luis Suárez, a star at the Spanish club Barcelona, was trying to get a passport to smooth a transfer to Juventus. But investigators say his language exam was fixed.
The work the artist made near the end of his life changed my understanding of both beauty and suffering.
A center-right coalition led by Matteo Salvini, once Italy’s most powerful politician, won three key regions but fell short in Tuscany, where victory could have bolstered his comeback bid.
Perched above the shores of Lake Como, the vibrant weekend house of Caterina Fabrizio is a shrine to pattern and texture.
Here’s another edition of “Dear Sophie,” the advice column that answers immigration-related questions about working at technology companies.
“Your questions are vital to the spread of knowledge that allows people all over the world to rise above borders and pursue their dreams,” says Sophie Alcorn, a Silicon Valley immigration attorney. “Whether you’re in people ops, a founder or seeking a job in Silicon Valley, I would love to answer your questions in my next column.”
“Dear Sophie” columns are accessible for Extra Crunch subscribers; use promo code ALCORN to purchase a one- or two-year subscription for 50% off.
I’m entering my second year in the U.S. under a five-year J-1 research visa from Italy. When we came we thought it would be temporary, but our plans have changed and now we want to try to stay in the U.S. My husband started his own company here on his J-2 visa work permit, and our daughter was born here. However, we’re supposed to return to Italy for two years. How can we get a 212(e) waiver?
—Positive in Palo Alto
Congrats on your accomplishments — the birth of your daughter, your research position and your husband’s startup. Happy to share about the J-1 visa, the two-year home residency requirement (a section of the law called “212(e)”) and obtaining a waiver so you can seek a green card or another type of visa. For more background, check out my podcast on the two-year foreign residency requirement and filing a waiver and last weeks’ Dear Sophie column with an overview of the types of J-1 visas. The earlier you begin preparing your waiver application, the better.
The J-1 Educational and Cultural Exchange Visa is intended for people from around the globe to work or study in the U.S. and then take their newly acquired knowledge and skills back to their home country. Given that, it is not a direct path if you decide after your arrival to remain longer term in the U.S. I recommend working with an experienced immigration lawyer to devise a strategy for reaching your goals beyond getting a waiver. I also recommend talking with your employer to assess whether they can later sponsor you for a green card.
Brooklyn-based EV startup Taform unveiled its Luna electric motorcycle in New York last week—a model designed for an audience that may not actually like motorcycles.
Tarform’s first street legal entrant, the Luna, starts at $24,000, does 0-60 mph in 3.8 seconds, has a city range of 120 miles, top-speed of 120 mph, and charges to 80% in 50 minutes—according to company specs.
The model was hatched out of the company’s mission to meld aesthetic design and craftsmanship to environmental sustainability in two-wheeled electric vehicles.
To that end, the Luna incorporates a number of unique, eco-design features. The bodywork is made from a flax seed weave and the overall motorcycle engineering avoids use of plastics. The Luna’s seat upholstery is made out of biodegradable vegan leather. Tarform is also testing methods to avoid paints and primers on its motorcycles, instead using a mono-material infused with algae and iron based metallic pigments.
The company was founded by Swede Taras Kravtchouk—an industrial design specialist, former startup head, and passionate motorcyclist. The Luna launch follows the debut of two concept e-motos in 2018.
On Tarform’s target market, he explained the startup hopes to attract those who may be turned off by the very things that have turned people on to motorcycling over the last 50 years—namely gas, chrome, noise, and fumes.
“It’s more for people who want a custom bike and the techies: people who wanted to have a motorcycle but didn’t want to be associated with the whole stigmatized motorcycle lifestyle,” Kravtchouk told TechCrunch.
Tarform enters the EV arena with competition from several e-moto startups—and on OEM—that are attempting to convert gas riders to electric and attract a younger generation to motorcycling.
One of the leaders is California company Zero Motorcycles, with 200 dealers worldwide. Zero introduced a its $19,000 SR/F in 2019, with a 161-mile city range, one-hour charge capability and a top speed of 124 mph. Italy’s Energica is expanding distribution of its high-performance e-motos in the U.S.
In 2020, Harley Davidson became the first of the big gas manufacturers to offer a street-legal e-motorcycle for sale in the U.S., the $29,000 LiveWire.
And Canadian startup Damon Motors debuted its 200 mph, $24,000 Hypersport this year, which offers proprietary safety and ergonomics tech for adjustable riding positions and blind-spot detection.
On how Tarform plans to compete with these e-motorcycle players, Kravtchouk explained that’s not the company’s priority. “We’re not even close in production to Zero or the other big guys, but that’s not our intention. Think of the [Luna] as a custom production bike,” he said.
“We did not set out to build a bike that is fastest or has the longest range,” Kravtchouk added. “We set out to build a bike that completely revises the manufacturing and supply chain of e-motorcycles in a way where we ethically source our materials and create an ethical supply-chain.”
For this mission, Tarform has obtained funding from several family offices and angel investors, including LA based M13. The Brooklyn based e-motorcycle company is taking pre-orders on its new Luna and pursuing a Series-A funding round for 2021, according to CEO Taras Kravtchouk.
SARS-CoV-2 has been slowly changing in small ways, without getting more dangerous.
The British fashion designer will oversee Fendi haute couture, ready-to-wear and fur, but will also continue as artistic director of Dior Men.
Visitors from the United States make up the largest share of foreign tourists on the Italian island, and this year their absence is denting local businesses.
Italy’s competition authority has opened an investigation into cloud storage services operated by Apple, Dropbox and Google, in response to a number of complaints alleging unfair commercial practices.
In a press release announcing the probe, the AGCM says it’s opened six investigations in all. The services of concern are Google’s Drive, Apple iCloud and the eponymous Dropbox cloud storage service.
As well as allegations of unfair commercial practices, the regulator said it’s looking into complaints of violations of Italy’s Consumer Rights Directive.
A further complaint alleges the presence of vexatious clauses in the contract.
We’ve reached out to the three tech giants for comment.
All three cloud storage services are being investigated over complaints of unfair practices related to the collection of user data for commercial purposes — such as a lack of proper information or valid consent for such commercial data collection — per the press release.
Dropbox is also being accused of failing to clearly communicate contractual conditions such as procedures for withdrawing from a contract or exercising a right to reconsider. Access to out-of-court dispute settlement mechanisms is also being looked at by the regulator.
Other contractual conditions probed over concerns of unfairness include clauses with sweeping rights for providers to suspend and interrupt the service; liability exemptions even in the event of loss of documents stored in the user’s cloud space; the possibility of unilateral modification of the contractual conditions; and the prevalence of the English version of the contract text over the Italian version.
In recent years the European Commission has made a pan-EU push for social media firms to clarify their T&Cs — which led to Facebook agreeing to plainer worded T&Cs last year, as well as making some additional tweaks, such as amending its power to unilaterally amend contracts.
The children’s book writer never caught on in America, partly because of his Communist Party ties, but the English-language release of his masterpiece could change that.
The weekslong refusal by Malta and other nations to allow a tanker from a major global company to dock reflects an escalation in hard-line tactics against migrants.
As we continue to eat mostly at home, these storied designers offer some late-summer culinary inspiration.
Strict measures are in place at the first major international movie event since the coronavirus pandemic began.
Years of observations in central Italy show that more carbon dioxide percolates through Earth’s crust during periods of strong seismic activity.
Right-wing politicians say migrants threaten Italy by bringing Covid-19 with them, even as official data shows “minimal” effect from new arrivals.
After Luigi Di Maio returned from vacation with a deep tan, racist images depicting him in a form of blackface filled Italy’s web. He shared pictures of himself as Michael Jordan and a Huxtable.
In many Italian towns and villages, outdoor dance halls are a central part of life for the older generation. But a pandemic rule intended to stop crowding in nightclubs is forcing them to close their dance floors.
Giorgio Agamben criticizes the “techno-medical despotism” of quarantines and closings.
The self-effacing translator worked with the “My Brilliant Friend” author again for her latest book, “The Lying Life of Adults.”
Damaged treasures and broken rules have put the spotlight on the country’s fragile cultural heritage, and the need to better educate visitors.
In Italy and beyond, the plan was to celebrate the 500th anniversary of the Renaissance artist’s death with great fanfare. Then came the pandemic, and the virtual world stepped in.
Italy coheres as America breaks apart.
On the unforgettable heartbreak and enduring pleasures of an Italian neorealist masterpiece.
Eggtronic, the Italy-founded startup developing power electronics, wireless charging and data over power technology and products, has closed around $10 million in Series A funding.
Backing the company is Rinkelberg Capital — the investment fund from the founders of TomTom — and funds managed by an unnamed investment bank in Milan. It brings the total raised by Eggtronic since 2012 to $17 million.
Eggtronic says the capital will be used to develop a new integrated circuits division at the Eggtronic research laboratories as it continues along its roadmap of more efficient power transformers. Eventually, the company hopes its “capacitive” wireless charging technology will be adopted universally as a new industry standard.
Founded by CEO Igor Spinella out of Italy’s Modena — famous for its balsamic vinegar, opera heritage and Ferrari and Lamborghini sports cars — and now with offices and production facilities in the U.S., Italy, and China, Eggtronic is best-known for its sleek laptop charger and stone-shaped wireless chargers.
However, it also makes various power electronics for other brands, and it is B2B, including producing ICs that other manufacturers can use in their own devices, that is the company’s longer-term and “scalable” future.
Spinella tells me that Eggtronic’s consumer and white-labeled products serve as a direct way of signalling to the market what Eggtronic is capable of and brings in revenue that can be reinvested into R&D to get to a better wireless charging future.
“We were not in California, and working in a capital intensive field almost unknown by Italian investors, we created a pipeline able to validate us as a manufacturing and design company, invest in R&D — [including] being able to create some incredible demos of our most innovating technologies — and scale internationally,” explains Spinella.
Those demos included a capacitive wireless surface able to charge a smartphone in 2015, a TV in 2017, and two laptops connected and charging via data over power in 2020.
“These R&D demos were extremely important milestones to validate our own idea of wireless power and data,” says Spinella. [This includes] total position freedom: you can literally put every device on the desk randomly, charging and connecting them all”.
In addition, the company has been able to demonstrate high power use-cases, and data over power that it claims can hit the same speed of a USB 3 cable but wirelessly.
“This technology has already some industrial customers, the next steps are the creation of ICs and the first retails products based on these ICs, then we can work on the adoption by a leading company,” adds the Eggtronic founder.
In the interim, the company is applying some of the same capacitive technology to power conversion for existing applications, such as Eggtronic’s laptop chargers and power bricks.
“We filed several patents in this area, starting from our capacitive power converters able to remove the transformer, increasing efficiency and reducing size,” says Spinella. “Today we have several architectures that we invented, able to cover most of the typical applications, from some tens of Watts to kW, with our own resonant architectures (capacitive, inductive, and hybrid), with several proprietary control algorithms, our own ‘Power Factor Correction’ circuits, several proprietary ways to shrink the size of the components, to reduce the number of stages in series and so on”.
Meanwhile, Spinella is being advised by consumer electronics veteran Mark Gretton, who is the former CTO of TomTom and helped pioneer mobile computing at Psion. He was introduced to Eggtronic via Rinkelberg Capital, before deciding to invest and join as an advisor.
“I decided to get involved because firstly I liked and respected Igor, but also because unlike so many technology companies that come my way, the Eggtronic proposition was refreshingly simple,” Gretton tells me. “We are going to make something that is an integral part of everyone’s lives better through applying technology. There was no change of behaviour, complex business model, or solution to a problem nobody knew they had. Just designing better power electronics for everyone”.
An Austrian man has apologized for the damage he caused to a Canova sculpture, saying he didn’t realize he had crunched the foot of the plaster Pauline Bonaparte.
Sidetracked by poverty, World War II and family commitments, Giuseppe Paternò finally got his degree at 96. With honors, no less.
Prostitution is not illegal in Italy, nor is it regulated as an official occupation. But the coronavirus has forced many sex workers to accept certain risks in order to avoid poverty.
The government has leveraged anger over the collapse of Genoa’s Morandi Bridge to take back control of the nation’s highways. But critics say the deal sends a troubling message to investors.
After a stumbling start, the country has gone from being a global pariah to a model — however imperfect — of viral containment that holds lessons for its neighbors and for the United States.
Google today announced its plans to build a new subsea cable with landing points in New York in the U.S. and Bude, UK and Bilbao, Spain in Europe. The new cable, named after the pioneering computer scientist Grace Hopper, will join Google’s various other private subsea cables like Curie between the U.S. and South America, Dunant between the U.S. and France, and Equiano between Europe and Africa.
The new cable is scheduled to go online in 2022 and will be built by SubCom, which Google also contracted for work on its Dunant and Curie cables.
Google plans to launch a new Google Cloud region in Madrid in the near future, so it’s maybe no surprise that it is also looking at how it can best connect the region to its global network. The new cable marks Google’s first cable to Spain and its first private subsea cable route to the UK.
The cable will feature 16 fiber pairs, which is a pretty standard number, but as the Google team stresses, it will be the first to use a new switching architecture the company developed in cooperation with SubCom. This new system is meant to provide increased reliability and to enable the company to better move traffic around outages.
Grace Hopper will be Google’s fourth wholly-owned cable. In addition to these private cables, the company is also a member of a number of consortiums that jointly operate cables around the world. In total, Google has now announced investments in 15 subsea cables, though it is also reportedly part of the upcoming Blue-Raman Cable that will run between India and Italy via Israel. The company has yet to confirm its participation in this project, though.
This is a very strange, subdued summer for a country with an economy that relies heavily on tourism and merrymaking. But E.U. aid is on the way.
On the coronavirus, the “sick man of Europe” puts us to shame.
Beyond Champagne, excellent bubbly now comes from all over in a diversity of styles. You don’t require a special occasion to enjoy them.