Nintendo’s first smartphone app, Miitomo, will launch in Japan on March 17

Nintendo plans to launch its first smartphone app, Miitomo, on March 17 in Japan. The app was first announced several months ago and pre-registrations began in February.

The launch announcement in Japan was made via Twitter:

スマホアプリ『Miitomo』の配信開始日が、2016年3月17日(木)に決定しました。なお、事前登録については3月16日の昼12時に受付終了しますので、お早めにご登録ください。 https://t.co/YbsKcr8qM7 pic.twitter.com/bTATmK1qHi

— 任天堂株式会社 (@Nintendo) March 11, 2016

Miitomo was designed to be a chat experience using the Mii avatars that were first introduced with the Nintendo Wii console:

Miitomo creates conversations and turns discussions into a form of play by prompting users to answer all kinds of questions. Did you know that your best friend’s favorite food is pizza? Maybe, but did you know her favorite music genre is secretly polka? And that she believes in aliens? The answers get shared among friends, sparking interesting conversations – part of the fun is discovering surprise facts about your friends that you never knew before. When users hear how their friends responded to questions, they can give it a “heart” or comment through text or with a picture.

Miitomo is the first of a series of mobile apps from Nintendo, in collaboration with mobile publisher and developer DeNA. There’s no word yet when Miitomo will be made available in other parts of the world.

Take out space pirates in ‘Gunjack’ on Oculus Rift and Vive

Gunjack places you in the gunner seat of a spaceship in the EVE universe, battling interstellar crafts as they attempt to infiltrate the mining vessel under your protection — all in glorious virtual reality. It launched in November alongside the Samsung Gear VR headset, and now it’s heading to Oculus Rift and HTC Vive for $10. Gunjack hits PCs for the Rift when the headset begins shipping on March 28th and it’ll come to Vive later in 2016.

Gunjack comes from EVE studio CCP Games and it offers a taste of what to expect in EVE: Valkyrie, the developer’s multiplayer dogfighting shooter headed to Oculus Rift and PlayStation VR. Since launching on Gear VR, Gunjack has been the top-selling game on the platform, CCP says. The PC version will include higher-resolution graphics and improved audio, textures, effects, plus leaderboards and achievements.

Tesla Model X P90D first drive

Driving a Tesla – driving any EV, really – is an experience. If you’ve never done it before, the first time is a revelation. I’m lucky enough to be able to say that my first time in an EV was at the Tesla Roadster launch event in 2006. During my first time behind the wheel of an EV, again in a Roadster, this time a few years later, I couldn’t believe how easy it was to just will the car go where you wanted it to. Instant torque is real, people, and it’ll change your life.

While I’ve been lucky, my EV story is not all that different than the trek towards battery powered cars that hundreds of thousands of people around the world have found themselves on in the last decade. In 2016, it’s easier than ever to get behind the wheel of an electric car, especially if one with an 80-to-100-mile range is enough for you. Solid, used Nissan Leafs are available for cheap and brand new all-electric cars are available from most automakers (sadly, sometimes only in California). But the EV universe is getting ready for a true paradigm shift: a new generation of battery-powered cars that could redefine electric mobility for hundreds of thousands of people. The expected standard bearers for this new era are the upcoming Tesla Model 3 and the Chevy Bolt. Both will offer more than 200 miles of range for around $35,000, before incentives. And they’re coming sooner rather than later.

Which is what makes driving a Tesla Model X right now so interesting. First delivered to customers in September 2015, I was finally able to drive one this week thanks to a generous owner in Oceanside, CA, Randy Hansen. Hansen has purchased five Teslas, and has a second X due to be delivered any day now. The X that he allowed AutoblogGreen to borrow for a long afternoon was a gorgeous $144,950 Signature Red P90D that included the $10,000 Ludicrous Speed option. In other words, it’s the best version you can get right now. As I gleefully tested the car on residential roads and highways in the area, I got to thinking about how Tesla’s third model (after the Roadster and the Model S) operates – and how the X predicts the future. And, of course, how it drives.

You can make the X function the way you want it to, within reason.

For a review, the issue is that there’s no one way that the Model X drives. Any number of things are controlled by software, so the driver can adjust them and even easily save your preferred settings. Other fancy vehicles may let you save your seat and mirror positions, but the X can be taught how you like your adjustable regenerative brake level (standard or low), whether you want the creep function on or off, what the steering mode should be (comfort, standard, or sport) and which acceleration mode to use (sport or ludicrous), among other options. The suspension is adjustable, as well, and you can set it to automatically lower when you go above a preset speed. In other words, you can make the X function the way you want it to, within reason.

We tested a number of these options, but found that no matter how you set things, the X is stable, quiet, and aggressive when you want it to be. For the record, we liked the standard regen (one-foot driving is just a delight), comfort steering and, of course, ludicrous acceleration complete with the optional warp speed Easter egg. We didn’t try to burn the tires during our test because the car belonged to a private citizen, but the good news is that you can get the warp speed visuals even if you’re standing still.

If you’ve driven a Model S, then you’ll feel right at home in the X. The X is bigger, obviously, and heavier, but from the driver’s seat, you could easily forget which one you’re in. You sit a bit higher, but the 17-inch touchscreen that controls many of the CUV’s functions is just like the one in the S, and the dashboard is also similar. Performance, too, is the same quiet, quick, and powerful experience that any Model S driver is used to.

Ludicrous acceleration turns everyone else at the stop light a small dot in your rearview mirror.

The beauty of playing with all that instant torque on public roads is that speed limits just tell you how fast you can go, not how quickly you can get up to that top speed. A ludicrous acceleration run, even only up to 45 mph, turns everyone else at the stop light a small dot in your rearview mirror.

Since the cabin is well-insulated and quiet, you can heat the motor whine a bit, but it’s nothing too troubling and it is negligible when you have the HVAC fans on and music blaring. With everything off, you can honestly hear birds chirping outside, with the windows all closed up.

One big difference between the S and the X is noticeable when you look up. The Model X has an unbelievably big windshield. It’s like a standard windshield and a moonroof merged into one pane of glass, without a crossbar to block your vision – or the sunlight. The stock windshield has a tinted upper section that fades into clear glass by the time you get to where the visors click into place (there are these quirky little flip-visors on the side that can snap into place to block the sun, but only when it’s at a limited angle range), but the basic tint level is not enough. Our tester had a darker tint that came all the way down to the visors. And that’s exactly right if you’re going to be driving an X in a sunny place. As cool as the endless windshield is, more often than not, I want to be able to block the sun from beating down on my balding head.

With the Model X, Tesla has made driving feel even more futuristic.

With the Model X, Tesla has made driving feel even more futuristic. The Model S might be able to extend its door handles when you approach, but the X will literally open and close its doors for you. If that’s not enough, you can control the falcon-wing doors, the frunk, and the trunk from the key fob (shaped, of course, like the Model X). You can also open and close everything – including the front doors – from the touchscreen. If you start to shut the doors but want to get going before they’re totally closed, the X will start to move, beeping as it goes. The videos I’ve watched of the Falcon doors opening have been impressive, but to see in person just how short the distance is that they need to open up is tremendously impressive. Even so, I’m not convinced that the extra cost of designing and engineering them, plus the extra weight and the fact that they don’t always work, has been worth it. Tesla doesn’t need to reinvent every wheel.

That said, it is nice to see some useful innovations that I will miss as I go back to other vehicles. While it took some getting used to as I got in and out of the X all day, the amount of work it does to greet you when you walk up holding the key fob is astonishing. If you approach from the front, the driver door will crack open a few inches and then swing all the way out as you walk past. If you approach from the rear, it’ll just pop all the way open. Once you sit down and step on the brake, the door close automatically. There’s no on/off switch anywhere, so depressing the brake pedal will get the car ready to go as it seals the cabin. The X automates these everyday things to a degree that you feel like other cars just aren’t as invested in your well-being as you get ready to go somewhere. Of course, the X also has Tesla’s Summon feature, for an even more enhanced experience in just getting into your car.

The futuristic feel is cemented by the X’s giant touchscreen.

The futuristic feel is cemented by the X’s giant touchscreen. Just like in the S, it is visible and usable at all sorts of viewing angles, works without too much difficulty, and allows for way more options than a million buttons would give you. And I’m a guy who usually loves physical buttons in cars. I guess it just took someone to do touchscreen right. Aside from the “buttons” on the screen, it displays an excellent and easy-to-use back-up camera, can access the Internet, and even use some third-part apps. Just like the Model S, the X has the beta Autopilot software, which makes it possible to not touch the wheel for miles and miles of driving.

Since the X is an SUV, it’s about more than the driving experience. There’s a U in there, and the X does offer a lot of utility. You can order it with up to seven seats (ours had six, with the middle two on special Tesla-designed posts. Hansen’s biggest complaint with his X after just over 5,000 miles is that these post seats are overkill. He said a simple three-seat bench in the middle would give you tons of cargo space while still providing plenty of places for people to sit. I sat down in the back seats and they are plenty big and comfortable and easy to get in and out of thanks to the Falcon Wing doors, which swoop up from the sides at the touch of a button. Musk wanted the doors for his five kids and Hansen said it works well in his daily life with his grandson. Hansen also uses a bike rack attached to the rear tow hitch, since roof racks don’t play nice with those Falcon Wing doors.

All of this bleeding-edge future tech comes with its share of quirks.

All of this bleeding-edge future tech comes with its share of quirks. I had some trouble with the navigation system, where it just stopped giving me a blue line to my destination, a few times, and Hansen said that he’s learned how to reset systems when something goes wrong. As an early adopter, he’s willing to deal with whatever difficulties come up. Those Falcon Wings have a tendency to not open because they sense something in their way, even when the coast was clear. They don’t always close 100 percent correct, either, jutting out maybe 1/8th inch from body sometimes.

In the three months since he’s had the car, Jensen has gotten a dozen over-the-air upgrades to add features or fix bugs. When he brings the car in for service, numerous other items have been changed or fixed (all at no extra cost). Tesla has changed the actuators in the doors, for example, and swapped out the carpet for the correct six-seat version. Brake warning lights sometimes come on that need to be reset by turning the car off and on. If the navigation system gets stuck, Hansen has learned he can press the two dials on the steering wheel for a few seconds to fix it. This technique will reset all of the software that not required to actually drive the car, and so it’s just a good idea to do now and again as the X evolves in his garage.

The fact that Tesla is calling its upcoming car the Model 3 should tell you something about the X. The X isn’t really the company’s third model. It’s a modified S that’s had a few more years of engineering and company growth behind it. And as such, it’s full of hints – good and bad – about the Model 3 and Tesla’s future. The X is the latest bridge to get the company from where it started to the next chapter.

It is now obvious that Tesla can build an astonishing vehicle.

Yes, it is now obvious that the company can build an astonishing vehicle. The S is mind-blowing and, just as were were all about to recover, the X blew our mind again. But a $100,000 car should be impressive. Pretty soon Tesla is going to have to start making “cheap” cars for the everyday car shopper. Since the average new vehicle transaction price last year was around $34,000, the Model 3 is coming to market with the right price tag for (potentially) millions of buyers.

All of the problems with the X don’t mean that it is half-baked. It’s more like a rare steak. Some people will be totally happy with a bit of blood when they slice in to their hunk of meat. Others will want everything cooked through. The will want a car that’s “done,” in other words. When you’re dealing with clientele that can afford to pay over $100,000 for their car – maybe sometimes for their fifth Tesla – you can be pretty sure they’ll stay with you through thick and thin. They don’t need to wait for the meal to be totally cooked to eat it. They’re hungry now.

But once it’s time to for Tesla to ramp up the production line and crank out many thousands of EV meals for the people who today can only aspire to own one, people who maybe have been lusting and saving for years, delivering an undercooked beta product with features that aren’t quite ready for prime time could be a tough sell. It’s tough to know for sure how the Model 3 will play out, since Tesla has some of the best brand loyalty in the automotive world, and so perhaps the company can get away with things that would doom a buggy Toyota or a Ford. In either case, driving the Model X is a ton of fun. It is an excellent study in where Tesla is today. The company has some a long and amazing way since showing off the Roadster in 2006. It still has a long way to go until the arrival of the Model 3.

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Fitbit Blaze review: A smartwatch in looks only

When Fitbit introduced its Blaze smartwatch back at CES, many people hyped it up as an Apple Watch competitor. It’s $150 cheaper, but still features a color touchscreen, notifications, a host of fitness-tracking features and impressive five-day battery life. It’s also the most stylish Fitbit yet, with interchangeable watch bands that include leather and metal options.

But in the week I spent testing the Blaze, I realized it’s not a smartwatch in the conventional sense of the word. The Blaze is a fitness-first device that does most of the same things as Fitbit’s Surge fitness band, just in a more stylish package. It looks and acts like a smartwatch, but if you expect it to have as many features as the Apple Watch or most Android Wear devices, you’ll be disappointed. But does the Blaze at least bring enough to the table to succeed on its own merits?

Hardware

The Blaze is made up of two parts. The first is a band connected to a stainless steel frame. All the guts of the Blaze itself are contained in a small, standalone black rectangle that features a color touchscreen on the front, heart-rate monitors on the back, and three buttons on the sides. Just snap the little tracker into the frame, and then you’re good to go.

The $200 base model comes with an elastomer sport strap, available in black, blue or plum. If you want to use a different band, you don’t swap the band itself; you just pop the tracker out and insert it into a new frame-and-band combo. I tested the black leather strap, which sells separately for $99 and comes with another steel frame. While it’s simple enough to remove the bands, Fitbit clearly thinks that popping out the tracker and dropping it into a new frame makes for a better experience.

Even if you don’t own multiple bands, you’ll be popping the tracker in and out of its frame to charge it. The tracker drops into a weird little plastic charging frame for power; you can’t rejuice it without removing it from the strap. It’s odd and rather awkward, but fortunately you won’t need to charge it very often. Fitbit promises five-day battery life, which is about how long my review unit lasted. If you’re doing lengthy workouts every day, you’ll probably burn through the battery faster, but even so, I did three in a five-day period and the battery held up just fine.

As for actually wearing the Blaze, it’s a lot more comfortable than I expected. Perhaps my nerves were shot when I first tried the device at CES, but I was initially unimpressed with it. Though the watch lacks the polish of a premium product, I didn’t mind wearing it for extended periods of time. The Blaze is very light, which helps it recede into the background while you’re wearing it. The elastomer strap is clearly the better choice for working out, but the rest of the time I preferred the leather option. Fitbit’s silicone is good enough, but it’s definitely not as comfortable as Apple’s own sport bands.

The leather option felt more comfortable to wear for extended periods, but neither band feels particularly well crafted. With the base $200 edition and elastomer strap you’re getting what you pay for, but at $100 the leather strap isn’t exactly cheap. For the money, I would have expected a higher-quality, more supple feel. That said, over the week or so I wore it, I did manage to break the strap in a bit, and it ultimately became my go-to band when I wasn’t exercising.

Ultimately, the whole package feels decent for the price, but it’s not something I looked forward to wearing every day. It’s just not fashionable, and it feels rather cheap. It lacks the retro futurism of the Moto 360 and the craftsmanship of the Apple Watch. Yes, it’s less expensive than either of those devices, but for a wearable to be successful, people should actually want to wear it every day, and that just wasn’t the case for me. I’d even be more inclined to wear Fitbit’s new Alta tracker over the Blaze: It makes no bones about being just a fitness tracker, whereas the Blaze is is in the awkward position of being a gadget that tries but fails to be stylish. It’s hard to make a smartwatch that doesn’t look like a tiny computer on your wrist, but the Blaze is even less successful in that regard than its rivals.

Software

Most Fitbit devices have a bare-bones UI, the better to accommodate their tiny displays. That’s not the case with the Blaze, which features a larger 1.25-inch color touchscreen with a 240×180 resolution. As such, there’s a lot more you can do directly on the device compared to older Fitbits.

The “home” screen here is a watch face; there are four to choose from in the Fitbit app. The default analog watchface crams in a surprising amount of info: besides viewing the time, you can tap the screen to cycle through the steps and distance you’ve taken that day as well as view your heart rate, calories burned, stairs climbed and the date. By default, a ring around the clock dial also shows you how close you are to getting in your recommended 10,000 steps per day.

I liked the concept of this face, but ultimately it was a little hard to actually read as a watch, so I used another option called “Pop” that shows the time in bold numbers alongside little icons indicating how close I was to meeting my daily goals. Tapping the screen let me cycle through steps, heart rate and calories burned.

From the watch face, you can swipe to the right to access the Blaze’s other main “apps” (for lack of a better word): Today, Exercise, FitStar, Timer, Alarms and Settings. The last three are self-explanatory; we’ll delve more into those first three now. While you can view all sorts of fitness data from the watch face, you’re better off jumping into the “Today” view, which presents an easy-to-read summary of your progress, including steps, total distance, flights of stairs climbed, heart rate and calorie burn. All of this data is available in the Fitbit smartphone app, but it’s convenient to view it right on the watch itself. That said, it’s strange that the “active minutes” measurement, which measures “moderate” activity done in periods of 10 minutes or more, isn’t available on the watch.

If you want to formally track a workout, the exercise app is where you do it. There you’ll find options to record outdoor running, biking, treadmill, elliptical and weights, with a generic “workout” catch-all for everything else. It covers the basic set of activities that Fitbit expects users will want to track and that the Blaze can capture with some degree of accuracy, and it’s similar to the feature set you’ll find on competing products. People who are really serious about tracking their workouts will probably prefer more expensive and purpose-built tracking devices, like a triathlon watch or cycling computer, but for the Blaze’s target audience, these preset workouts should be enough.

Most of my exercise comes in the form of running, but the Blaze includes a feature called FitStar that includes three different short cardio routines: an eight-minute warmup sequence, a seven-minute workout that puts you through 13 different exercises (pushups, jumping jacks, crunches, squats, etc.) and a 10-minute ab workout. It’s a smart addition, and hopefully over time Fitbit will add even more programs. Fitbit did confirm the Blaze would get software updates over time, the first of which will add reminders to get up and move around.

That’s it for native apps, but there are a few other software features worth noting. From the watch face, you can swipe down to control music playback on your phone with basic pause / forward / back controls. Additionally, you can turn the volume up and down using the two buttons on the Blaze’s right edge. The watch also supports a limited set of notifications: You can see incoming calls, with the option to answer or dismiss them; view incoming text messages; and receive alerts from your calendar app. (If you’re on iOS, it has to be the default Calendar application.)

While I occasionally longed for the Apple Watch’s various reminders and apps, there’s something to be said for paring down. Besides, I’ve already turned off most notifications on my Apple Watch anyway. Rather than offer its users that option, Fitbit just decided to limit the notifications out of the box. It’s a logical approach, as Fitbit hasn’t positioned the Blaze as a true smartwatch competitor. The Blaze’s non-fitness features are limited, and that’s probably a good thing: The device has a small screen, and trying to do more with it would probably make for a frustrating experience.

In use

What really matters for a device like this is what it’s like to wear day to day. Even though the Blaze’s design didn’t bowl me over, it continues Fitbit’s long tradition of offering solid activity tracking features that work well on their own, in the background. On days when I wasn’t doing a full workout, the Blaze largely left me alone. I’d get the occasional notification for text messages, and I of course checked the time and my step count, but that was it.

All told, the Blaze demands less attention than the Apple Watch, and there’s definitely something to be said for having a smartwatch that isn’t constantly begging to be used. That’s a good thing, because the screen on the Blaze is rather small and unresponsive. I’m not sure if that’s a hardware or software issue, but my taps to the screen didn’t always register. The “raise your wrist to see the time” gesture was similarly hit-and-miss; I wish it were more sensitive by default.

The Blaze becomes more useful when you work out on a regular basis. When I started an outdoor run, the Blaze hooked up to my phone to track and save my route, just as Runkeeper does. As you run, you can see the total distance, steps taken, current and average pace, and calories burned. As for the accuracy of its distance tracking, the GPS connection with my phone means it gave me near-identical results to what both Runkeeper and the Apple Watch reported.

Still, there were some differences in the data the Apple Watch and Blaze reported. Though the Blaze typically showed a higher step count than the Apple Watch, it said I didn’t travel as far. Similarly, when running on the treadmill, the Blaze reported significantly different number versus the Apple Watch — but it seemed to be more accurate, at least when compared to what the treadmill itself said I was doing. The Apple Watch typically says I run a lot faster than the treadmill (a nice ego boost) but the Blaze’s readout was closer to the treadmill’s, even though it says I’m slower. What’s most important is a tracker being consistent, and the Blaze is.

While the Blaze’s exercise tracking features work well enough, there was one feature I missed from other apps like Runkeeper or the Apple Watch’s built-in fitness app: I found it strange that you couldn’t set goals for a particular workout — say, run for 30 minutes or burn 300 calories. It’s nice to get a sense of how far along you are in the middle of a workout, and while you can set a goal in your head, it makes it a little harder to see how close you are towards meeting it. Getting specific feedback from the watch during my workouts would have been helpful.

That said, if you’re the type of person who sometimes forgets to formally track a workout, the Blaze has you covered. The tracker can automatically recognize various activities and add them to your workout history. By default, it’ll only add an activity when you keep it up for 15 minutes or more, but you can adjust that in the settings for when you do shorter workouts. In my tests, it worked like a charm.

While the Blaze didn’t recognize my four-minute warmup walk on the treadmill, once I started running, my heart rate went up and the Blaze proceeded to track my entire run. It was even smart enough not to terminate the workout when I took a short walking break. The downside is that using the auto workout feature doesn’t track distance or use the GPS to record a route, so you don’t get as much data as you would otherwise.

The competition

The Blaze has a lot of competition, both inside and outside of Fitbit. The closest thing that Fitbit offers is the Surge, which has a nearly identical feature set. The Surge, which costs $50 more, offers built-in GPS for phone-free run tracking, while the Blaze instead brings a more watch-like design, interchangeable bands and those FitStar exercise routines. The $130 Fitbit Alta and $150 Fitbit Charge HR both also have displays (albeit tiny ones), but lack some key features the Blaze offers: The Alta doesn’t have heart rate tracking or music controls, for instance, while the Charge HR doesn’t support music controls or incoming notifications.

Comparable products from other brands include the Basis Peak ($150), Microsoft Band 2 ($175), Garmin Vivosmart HR ($150) and Polar A360 ($200), to name just a few. All of these devices have screens of some sort, and all will show you some subset of your phone’s notifications. With the exception of the Polar A360, all are cheaper than the Fitbit Blaze, but again, the features vary, so choose carefully.

Of course, the Apple Watch ($350-plus) and Android Wear devices like the Moto 360 Sport ($300) deserve mention as well. Fitness tracking is actually one of the best things about the Apple Watch, and it does a heck of a lot more than the Blaze. The Moto 360 Sport doesn’t stack up as well against the Fitbit as an exercise tracker — but again, Android Wear makes for a more versatile device overall.

Wrap-up

If you think of the Fitbit Blaze not as a smartwatch, but just the latest in a long line of fitness trackers, the device is fairly successful. It’s $50 cheaper than the Surge but has nearly the same feature set. It also adds some important features like a color display, changeable bands, and the most stylish design we’ve ever seen on a Fitbit product. It’s definitely not as attractive as competing smartwatches, but it at least doesn’t scream “fitness tracker” like the rest of Fitbit’s lineup.

The company also gave the Blaze a purposefully limited feature set, rather than trying to make a true Moto 360 or Apple Watch competitor. That might come as a disappointment to those who thought the Blaze would scratch the smartwatch itch at an affordable price, but if you’re looking for a fitness tracker with a smartwatch-inspired design and a few nice extras, the Blaze is worth considering. It combines robust fitness tracking, excellent battery life and a few other tricks in a package that’s more attractive than anything else Fitbit has ever put out.

The big knock I have against the Blaze is that it still feels far more gadgety than I’d like for a device you prominently display on your wrist. Obviously, looks are subjective and some might fall in love with the Blaze’s design. But it faces stiff competition from the likes of the Apple Watch and Moto 360. The Blaze works best if you wear it on your wrist every day, forsaking all other watches, smart or otherwise. Ultimately, that’s not a commitment I’m willing to make.

Researchers develop ice-repellent coating for windshields and more

Having to scrape ice off your windshield in freezing temperatures before heading off to work is awful. When ice builds up on airplanes and other equipment, it can go from being a nuisance to causing serious danger. To combat icy buildup, researchers at the University of Michigan developed a spray-on ice repellent coating that can be applied to equipment, aircraft and car windshields to make removing the frozen stuff a breeze. In fact, the team of engineers say all it takes to clear off a treated surface is the force of gravity or a light breeze thanks “iceophobic” material.

“Researchers had been trying for years to dial down ice adhesion strength with chemistry, making more and more water-repellent surfaces,” said doctoral student Kevin Golovin. “We’ve discovered a new knob to turn, using physics to change the mechanics of how ice breaks free from a surface.”

The team says the rubber-based coating could also lead to more efficient household and industrial freezers. The substance will not only help a freezer stay frost-free, but can make them 20 percent more energy efficient as well. In fact, the research effort has already developed hundreds of ice-repelling formulas for a variety of uses. So, what’s expected to be the first application for the material? Frozen food packaging.

“I think the first commercial application will be in linings for commercial frozen food packaging, where sticking is often a problem. We’ll probably see that within the next year,” associate professor Anish Tuteja said. “Using this technology in places like cars and airplanes will be very complex because of the stringent durability and safety requirements, but we’re working on it.”

The Chevy Volt is a fun hybrid that tiptoes into the future

I have to drive 40 miles and the 2016 Chevy Volt says I only have about 23 miles of charge left in the battery. No biggie: I have three quarters of a tank of gas. I hit the accelerator and the car’s two electric motors push me onto the highway. Plug-in hybrids like the Volt are nothing new. But what makes this stand out from other EV/petroleum vehicles is that it doesn’t look different from the rest of the cars on the road.

The plug-in hybrid Volt (not to be confused with the all electric Bolt launching later this year) looks and drives like a typical mid-range sedan. In fact, if it weren’t for the Volt badge on the back of the car, other drivers would be hard-pressed to note that it runs (at least part of the time) on electricity. But as a driver you’ll know. Especially when you’re able to squeeze 53 miles out of the battery between charges.

That’s actually the car’s main selling point: the ability to potentially commute to and from work without ever spinning up the gas-powered generator. And if the round trip exceeds 53 miles, it’s no big deal because petroleum is there to make sure you get home. For energy-conscious buyers, a plug-in hybrid that kills range anxiety is good enough. But the Volt is made for more than just the folks happy who want to squeeze every bit of energy out an battery. It’s also fun to drive.

Behind the wheel, the car’s zippy acceleration, moderately tight steering and low-profile give it a slightly sporty feeling while cruising the highway. It won’t win any drag races, but you also won’t feel like you’re driving a bland box on wheels.

One issue I occasionally had was that thanks to that low, aerodynamic clearance, the car is prone to bottoming out while exiting parking lots and hitting bumpy curves in the mountains. Though high-speed twisties might not be part of your daily routine, you’ll have to be careful while pulling out of the grocery store.

While the exterior doesn’t look futuristic, per se, the dashboard reminds you this is Chevy’s “tech car.” The glowing center console looks like someone at the company watched Tron too many times. The dashboard has a circular design that highlights stats like the car’s range over speed with the battery charge on the left and the gas tank on the right. Still, that middle section can display a plethora of information, including miles per hour, directions, energy usage and the current music track, among other things.

The dashboard also houses the main infotainment system, which supports Apple’s CarPlay. There you’ll find an Energy button that gives you a report card on how you’re driving. If you’re the type of person who insists on tracking and analyzing all of your trip data, you got it. I’m not that person and while I found the information compelling, it did little to change my driving habits. That’s OK, though, because even with my lead foot, the battery still delivered its promised fifty or so miles of range.

That’s where cars like the Volt are headed. They’re made for two types of drivers: The data nerds who want to quantify their behavior, and folks who just want to save money on gas and feel a bit better about the environment.

At a starting price of $25,720 (including a $7,500 tax credit) it’s a few thousand more than a Toyota Camry or Honda Accord. But it’s not so far out of reach that you have to bust out a spreadsheet to justify its price tag. The Volt is fun to drive without being at all flashy or ostentatious. It’s a regular car that still manages to give us a taste of the future.

Watch President Obama’s interview at SXSW Interactive

A US president is about to speak at SXSW Interactive for the first time. President Barack Obama — who’s known to be relatively tech savvy, at least as far as presidents go — will participate in an interview during a keynote address today at the annual tech fest in Austin, Texas. He’ll be discussing civic engagement with Evan Smith, the editor-in-chief of the Texas Tribune, though we’re guessing the conversation will cover a whole array of topics (perhaps the current electoral race). If you can’t be there in person, you can tune in for our coverage here or just watch the whole thing unfold in the livestream embedded below.

Nintendo’s ‘Miitomo’ mobile app goes live in Japan next week

For people in Japan, the anticipation of Nintendo’s first smartphone app will be over soon. The company announced today via Twitter that Miitomo, its long-awaited, free-to-play mobile title, is launching in Japan on March 17th. As a refresher, the game is expected to have a major social aspect to it, based around Mii avatar interactions between you and your friends.

Unfortunately, Nintendo didn’t say when Miitomo is coming to the US, Europe and other parts of the world, but that release date can’t be too far away now. In the meantime, the best thing to do is pre-register for the app and make sure you snag a username you’ll be proud of forever.

Via: Polygon

Source: Nintendo (Twitter)