itwbennett writes “Do you know what data the 1300+ tracking companies have on you? Privacy blogger Dan Tynan didn’t until he had had enough of being stalked by grandpa-friendly Jitterbug phone ads. Tracking company BlueKai and its partners had compiled 471 separate pieces of data on him. Some surprisingly accurate, some not (hence the Jitterbug ad). But what’s worse is that opting out of tracking is surprisingly hard. On the Network Advertising Initiative Opt Out Page you can ask the 98 member companies listed there to stop tracking you and on Evidon’s Global Opt Out page you can give some 200 more the boot — but that’s only about 300 companies out of 1300. And even if they all comply with your opt-out request, it doesn’t mean that they’ll stop collecting data on you, only that they’ll stop serving you targeted ads.” Read more of this story at Slashdot.
More here:
Tracking the Web Trackers
Remember the Thonet bicycle concept , and how we weren’t sure if the seat-tube-less design would be possible to execute in steambent wood? Seeing as there’s still no word on whether it will become a reality, Japanese design student Yojiro Oshima has done them one better with a prototype of his unconventional bicycle concept. For his degree project at Musahino Art University’s Craft & Industrial Design Department, he has designed and built a Y-Foil/Softride-style frame by hand (it wasn’t based on a chair per se, but I’m seeing a little Wegner myself). The designer recently sent the project to James Thomas of BicycleDesign.net , where Oshima notes : “This proposal is about the shape of the frame and the handle mainly which doesn’t concern what material it’s made out of. The maximum comfort can be put into practice by wood.” Thus, the frame concept also echoes that of the previously-seen (steel) Van Hulsteijn , which is currently in production. A visible seam Regarding the construction and other carpentry/bike nerd concerns, Oshima adds, It is all hand made. The down tube and seat tube are hollowed with plenty of thickness left not to disturb the surface when planed too much. As a result, it weights about 14kg in total. The thickness is uncertain though, I guess it’s about 6-12mm. It is bonded the half and half into one. I was also curious to learn that the trispoke-style wheels were originally known as “baton” wheels—the renderings of the Thonet concept has a set of HED’s top-of-the-line carbon fiber version—and that the clover-like construction is intended to “soften the ride.” Similarly, the cantilevered saddle intended for comfort, while the short stays speak to performance by “assuring the stiffness.” Check out the full-size images at BicycleDesign.net (more…) 
Why won’t the internal combustion engine die? To oversimplify the issue, it’s partly because of its incumbency and partly because it’s very good at what it does. Environmentalists hate it because it’s dirty, and while some engineers pursue alternate energy forms, there are still plenty of smart people tweaking the internal combustion engine to make it less dirty, more efficient, and more powerful. One person in the latter category is Christian von Koenigsegg , the rather brilliant inventor behind the Swedish supercar skunkworks that bears his name. Anyone with a basic understanding of how engines work is bound to be impressed by von Koenigsegg’s latest breakthrough: He’s developed an engine with no cams. With a conventional engine, the valves are driven by cams that are necessarily egg-shaped, with each cam driving its attendant valve stem into its deepest extension at the pointiest part of the egg as the cam rotates on the camshaft. Simple physics dictate this be a gradual process; because of the egg shape the valve gradually opens, maxes out, and gradually closes. If a cam was shaped like an off-center square, for instance, the valve stem would break on the corners. With von Koenigsegg’s radical “Free Valve” engine design, the valves operate independently and electronically to depress/open, while a mechanical spring returns them to the closed position. This means the valves quickly slam open, allowing fuel to flood the combustion chamber, then quickly slam shut. Ditto for the exhaust valves. So fuel is not gradually seeping in and exhaust is not gradually seeping out—it’s going BAM in, BAM out. The benefits? The engine is much smaller, of course, requiring no camshaft or timing belt. On top of that they’re projecting 30% less fuel consumption, 30% more torque, 30% more horsepower, and a staggering 50% less emissions. In the video below, von Koenigsegg walks you through it: (more…) 
