Picture the scene: Your date has gone well and you and your partner might sleep together. Like any safe adult, you assume there will be a conversation about STI status and the use of protection. Now imagine how you would feel if they asked to take a photo of your penis and upload it to a website you’ve never heard of. That’s the future of intimacy, as imagined by Calmara, a new service launched by “men’s health” startup HeHealth.
Its press release suggests users take a picture of their partner’s penis so it can be run through a deep learning model for visual signs of sexually-transmitted infections. And while the website suggests users should wear protection, a banner atop the HeHealth sites describes the app as “Your intimate bestie for unprotected sex.” Mixed messages aside, you may notice some major issues with the pitch: That this only covers infections that present visually, and that it’s only designed to work with penises.
But even if that use case applies, you might not feel you can trust its conclusions once you’ve looked at the data. The Calmara website claims its scans are up to 90 percent accurate, saying its AI has been “battle-tested by over 40,000 users.” That figure doesn’t match up to its press release, which says accuracy reaches 94.4 percent (a figure cited in this NSFW preprint paper submitted a week ago), but its FAQ says the accuracy ranges “from 65 percent to 96 percent across various conditions.” We've reached out to the company and want to learn more about the apparent discrepancy.
It’s not impossible for models to categorize visual information — I reported on how systems like these look at images of cells to aid drug discovery. But there are plenty of reasons as to why visual information isn’t going to be as reliable for an STI test. After all, plenty of conditions don’t have visual symptoms and carriers can often be asymptomatic long after infection. The company admits to this in its FAQ, saying that the app is a “first line of defense, not a full-on fortress.” Not to mention that other factors, like the “lighting, the particular health quirks you’re scouting for and a rainbow of skin tones might tweak those [accuracy] numbers a bit.” Even more alarming, the unpublished paper (which is riddled with typos) admits that a full 40 percent of its training dataset is comprised of "augmented" images, for instance "extracting specific visually recognizable disease patterns from the existing clinical image dataset and layering those patterns on top of images of health (sic) penises."
The Calmara website’s disclaimer says that its tools are for the purpose of “promoting and supporting general wellness and a healthy lifestyle and are not to be used to diagnose, cure, treat, manage or prevent any disease or condition." Of course, if it really was intended as a general wellness tool, it probably wouldn’t describe itself as “Your intimate bestie for unprotected sex,” would it.
It doesn’t help that this is a system asking users to send pictures of their, or their partner's genitalia. Issues around consent and — as writer Ella Dawson raised on Bluesky — age verification, don’t seem to have been considered. The company's promises that the data is locked in a "digital stronghold" lacks specifics about its security approach or how the data it obtains may be shared. But that hasn’t stopped the company from suggesting that it could, in future, be integrated “directly into dating apps.”
Fundamentally, there are so many red flags and potential vectors for abuse and giving users a false sense of confidence that nobody should try using it.
This article originally appeared on Engadget at https://www.engadget.com/friends-dont-let-friends-use-an-ai-sti-test-162354796.html?src=rss A lot of EVs aren’t that fun to drive, built as they are to glide around a highway like a swan on a river. Sure, like the swan’s manic paddling, there’s a lot of hardware and software sweating in the background to maintain that serenity. But the feeling can be so soporific that you wind up lusting for the day full autonomy comes and puts us out of our misery.
Except, of course, if you’re driving a new Lotus.
You see, when you’re driving an electric Lotus, there’s a sense of cognitive whiplash you don’t often get these days. EVs are quick and have plenty of torque thanks to their electric motors but they rarely have anything close to a personality. But even when you’re driving its new two-plus ton SUV, you’re capable of zooming around a race track as if you were driving a go-kart. It’s this unity of electric smarts and old-school drivability that Lotus hopes will return the perpetually beleaguered manufacturer to its former glory.
Lotus
If you’re not a car person, I wouldn’t blame you for not knowing Lotus was a big name in manufacturing and F1 – emphasis on was – responsible for many innovations that shaped how we build, drive and race cars today. “We talk about [having] this pioneering and rebellious spirit,” says Mike Johnstone, Lotus’ new VP of Commercial Operations. For the last 75 years, Lotus has been a left-field car manufacturer, with customers who want something that is “not necessarily part of the status quo.”
Lotus is a company defined by, and proud of, its idiosyncrasies. It’s idiosyncratically based in rural Norfolk, a hundred miles or more from the rest of the UK’s automotive industry. It’s idiosyncratic co-founder Colin Chapman (pictured, above), whose famous mantra was “simplify, then add lightness.” It’s idiosyncratic technical innovations, like monocoque bodies, ground-effect aerodynamics and the early use of carbon fiber. Its cars' idiosyncratic obsession with perfect handling and speed rather than creature comforts.
It would be impolite to mention the idiosyncratic financial relationship between Chapman and John DeLorean that would lead to the latter’s undoing.
It was this idiosyncratic reputation that made it a draw for pop culture figures who wanted to stand out from the crowd. Patrick McGoohan chose a Lotus Seven to be The Prisoner’s car in 1996 because it showed a “touch of the rebel.” The Avengers’ Mrs. Peel drove a Lotus Elan, while James Bond drove a Lotus Esprit underwater in The Spy Who Loved Me and a Turbo Esprit in For Your Eyes Only. And Richard Gere drove a Lotus Esprit in Pretty Woman because Porsche and Ferrari, who were asked first, objected to the film’s subject matter. I doubt Lotus has ever uttered the phrase “brand safety” with a sincere face.
Since Chapman’s death in the early ‘80s, Lotus has become a byword for stagnation, passed from one corporate parent to another. Its model line suffered: It sold the Elise from 1996 until 2021, while the Exige was in production from 2000 to 2021. Its newest car pre-Geely was the Evora, and its 12-year lifespan made it the youngest and freshest ride in the range. All three were discontinued in 2021 when the Emira made its debut as the company’s last gas-powered car.
Lotus remained alive because of its small but passionate fanbase, which happened to include a number of automotive executives. But while demand for its own cars waned, the rest of the industry continued to rely on its expertise in making cars drive well. Lotus’ fingerprints are visible in so many high-profile cars, from the DeLorean DMC12, Aston Martin DB9 and even Sinclair’s C5. More importantly, the first Tesla roadster was developed on Lotus’ platform, with the first run of cars built at its Hethel, England base.
In 2017, Geely — the Chinese EV giant that owns Volvo and Polestar — bought a 51 percent stake in the company. It’s spent the last few years and a considerable amount of cash to push the company into the 21st century. The existing gas-powered product line was cleared out, the HQ revamped and a new electric-only facility built in China. I was able to visit the company’s Hethel plant to see the fruits of this investment, and also to try all of the new vehicles. The headline-grabbing model, of course, is the Evija, the company’s $3 million all-electric hypercar.
The Evija
Emeya, Eletre, Emira, Evija, Evora, Exige, Elise, Elan, Esprit: It’s tradition, or something, that all Lotuses have incomprehensible faux-Latin names beginning with an E. The Evija will, hopefully, lodge itself in your memory as the company’s hypercar, of which only 130 will be built. One of the first is owned by former Formula One world champion Jenson Button with a Brawn GP paint job in honor of his 2009 win.
Lotus opted to put a lot of hardware in the middle of the car behind the two seats to retain that mid-engined weight distribution. The body is a single piece of carbon fiber, and it’s obvious to all that this is a race car first, with Lamborghini-esque styling. To save weight, there’s little sound dampening, so you can hear the roar of the gear, and the road, as you slice through the air. Put your foot down and you’ll hear the power unit spin up to push juice to those four wheel-mounted 500W motors.
What comes out the other side is eye-bleeding acceleration and enough g-force that you feel your lunch shift from one side of your stomach to the other. Yes, other EVs can go quickly, and some accelerate ludicrously fast, but the Evija is playing in different water. For car people, Lotus has always been synonymous with fast-twitch driving dynamics and slightly lackluster reliability. But the Evija feels mature, solid, stable and able to harness all of the pure grunt that only an electric motor can provide.
I’d go further and say that the Evija is terrifying, especially when Karl Eaton, one of the minds behind the vehicle, took me around the track in one. He waited until the car reached 201 miles per hour to start explaining all of the smart choices embodied in its design. I didn’t recall much of what he said at the time since I was trying to keep all the fluids in my body.
The Eletre and Emeya
Of course, the Evija is the standard bearer for Lotus as a luxury EV maker that stands out from the crowd. It’s not likely you’ll have a few million lying around, but its existence will make you aware of the relatively more reasonably-priced options in its lineup. The Eletre is the first real Lotus EV, priced around $100,000 and again, something of a departure from the norm. Whereas Lotus prides itself on making zippy, mid-engined sports cars, this is a two-and-change ton SUV that just happens to be as capable on a race track as its E-named predecessors.
On my first few laps around the track, I drove the Eletre like a high-sided SUV, which is to say, gently. After all, I didn’t want to flip this thing over when I’d need to save three years worth of paychecks just for a chance to look at the sales brochure. My co-pilot kept urging me to go harder, and eventually I did, realizing that Lotus has done something amazing. It’s a car that you can fling around a track and feel like you’re Lewis Hamilton, and then drive it home without missing a beat.
The Eletre is already on sale, but we won’t need to wait a decade to see what follow-up Lotus has planned. Next on the docket is the Emeya, a luxury hyper-grand tourer based on the same platform as the Eletre. You can see the shared design language and the emphasis on active aerodynamics in the body to help the cars zoom around the corners. There are gaps and vents all around the body to help push air past the cabin and keep all four wheels planted on the road.
As for the interiors, Lotus is a company that has traditionally avoided fripperies like comfort and ease of use. These, after all, aren’t conducive to Chapman’s mantra of simplifying and adding lightness. But the Eletre and Emeya have gloriously un-Chapmanesque cabins full of luxurious materials and physical dials and switches more reminiscent of a high-end camera. When you look at the price and see that the luxurious excesses of this cost the same as a Tesla Model X, you feel as though the incumbents need to get a lot better quickly.
The Spirit of Lotus
You could argue that Lotus is just a badge under which Geely can slap components it’s using elsewhere. But Mike Johnstone said the parent company has no interest in diluting what makes Lotus Lotus. “More than 99 percent of all of our development is done ourselves,” said Johnstone, “where we benefit [from being owned by Geely] is access to a supply chain.”
Much has been made about what Lotus’ role in the automotive firmament should be in the new world of electric vehicles. Colin Chapman’s famous principles were to simplify and add lightness so aren’t bulky EVs, shorn of their gas-powered engines, an insult to his memory? Thankfully, I only needed to cross the road that runs alongside Lotus’ Hethel HQ to ask an expert: Chapman’s son, Clive (pictured, left). Clive is the head of Classic Team Lotus, a heritage brand that keeps the company’s former gas-powered F1 cars working. Despite the shared name and proximity, there’s no financial relationship between Lotus and the Classic Team.
Clive showed me around the facility, which maintains those classic F1 cars and races them at heritage events, like the Historic Grand Prix at Monaco. If you’re a one-percenter with an old Lotus, you can also send it here to be restored by specialists. On the upper floor, there’s a collection of classic Lotuses of every stripe. It’s a rare and beautiful sight to see. I asked Clive how his father would feel about the shift to electric. “Dad was never sentimental,” said the younger Chapman, and directed me to a pristine Lotus 56 in the collection. He explained that his father was never wedded to one technology or philosophy, despite what some Lotus fans may claim. The Lotus 56, after all, was equipped with a gas turbine engine more commonly seen in aircraft than vehicles, but Colin Chapman was very interested in the speed advantage it could have offered.
It seems that what mattered to Colin Chapman then is the same as what matters to Lotus now: Pushing automotive design forward, no matter how unusual the method. Before I tried any of Lotus’ EVs on its test track, I tried the (gas-powered) Emira and used that as my benchmark. My expectation was that the subsequent cars would all pale somehow in comparison to the last “true” Lotus to be made at Hethel. And yet, the new cars, despite their batteries and electric motors, are just as lithe and energetic as ever. This, I suspect, is why Lotus has a good chance of making a mark in the new world, because it remains enough of that uncompromising spirit to stand out from the crowd and make sure that, for those who need it, you can still feel connected to your car.
This article originally appeared on Engadget at https://www.engadget.com/lotus-secret-weapon-is-evs-with-personality-140013839.html?src=rss The latest series of Doctor Who will debut on iPlayer and globally on Disney+ at midnight in the UK. The first two hour-long episodes land on May 11, which will then air on BBC One later that day in prime time. Those who know how time zones work will have already guessed that Doctor Who will now be available to view in the US on May 10 at 7pm ET and 4pm PT.
There are plenty of sucky things about living in the UK, one of which is that we’re a day behind the US TV schedule. Buzzy shows like Lost were often spoiled by the internet long before it was legally available to view here. To curb the rampant piracy, shows like Game of Thrones and Succession were broadcast at 2am or 3am.
That way, ardent viewers could DVR those airings and watch them before they got to work lest it be spoiled. Because, if you didn’t, you’d have to be extremely careful when you were treading around on the internet. There were very few shows I didn’t have spoiled for me given that I work on the internet all the damn day.
So you can imagine my dismay to learn that Doctor Who, one of the crown jewels in the British TV firmament, will now be treated the same way. It’s hard not to feel annoyed given that the bulk of the series’ funding comes from the license fee paid by the majority of TV owners in the UK. It seems mad, to me, that the global simulcast isn't tied to the UK broadcast, rather than this obvious tweak to ensure the US gets it first. Especially when the alternative is to stay up until 2am on a Saturday morning.
(Yes, I know there’s precedent for this, The Five Doctors aired on PBS two days before the UK airing, and the TV movie aired on Fox twelve days earlier. But that was in the pre-internet heyday when you didn't have every big moment from the show shared by its own official social channels mere seconds after it aired.)
This article originally appeared on Engadget at https://www.engadget.com/disney-screws-uk-doctor-who-fans-with-global-release-strategy-155040558.html?src=rss