Всего один год понадобился, чтобы трансформировать глобального полицейского в глобального гопника.

-- Максим Миронов

Латвийский телеканал TV3 будет показывать рекламу вместо выступлений российских и белорусских спортсменов на Олимпиаде-2026

TV3 Group продолжит политику невключения в эфир соревнований с участием спортсменов из России и Беларуси под нейтральным флагом во время предстоящих зимних Олимпийских игр.

Трамп о Швейцарии:

Мы ввели 30% пошлину для Швейцарии, и тут начался настоящий хаос. Они начали звонить — вы себе не представляете. Я не осознавал, что они настолько зависят от нас.

Alexandr #Milchakov from “Rusich” fondly recalls the violent suppression of protests in #Vilnius in 1991 by the Soviet army (14 killed)[^1] and the murder of lawyer Merkelov and human rights defender Baburova in #Russia in 2006.[^2]

He calls both of them ‘Russophobes’, which illustrates quite well the fluidity of this term in contemporary Russia. The perpetrators of the murder were Russian neo-Nazis from the BORN group, who were then under the supervision of the Russian Ministry of Internal Affairs and probably had permission to liquidate the two, who actively publicised Russian crimes during the Second Chechen War.

Since there were still some actual free media outlets operating in Russia at the time, the murder caused outrage in liberal circles and prompted a reaction from the authorities, who changed their friendly neutrality and brought charges against the perpetrators. Neo-Nazis naturally perceived this as “betrayal” but soon they were offered a “peace deal” because after 2012 they were restored to favour, this time against immigrants and soon after against #Ukraine.

[^1]: en.wikipedia.org/wiki/January_…

[^2]: en.wikipedia.org/wiki/Murders_…

Tech in Plain Site: Finding a Flat Tire

There was a time when wise older people warned you to check your tire pressure regularly. We never did, and would eventually wind up with a flat or, worse, a blowout. These days, your car will probably warn you when your tires are low. That’s because of a class of devices known as tire pressure monitoring systems (TPMS).

If you are like us, you see some piece of tech like this, and you immediately guess how it probably works. In this case, the obvious guess is sometimes, but not always, correct. There are two different styles that are common, and only one works in the most obvious way.

Obvious Guess

We’d guess that the tire would have a little pressure sensor attached to it that would then wirelessly transmit data. In fact, some do work this way, and that’s known as dTPMS where the “d” stands for direct.

Of course, such a system needs power, and that’s usually in the form of batteries, although there are some that get power wirelessly using an RFID-like system. Anything wireless has to be able to penetrate the steel and rubber in the tire, of course.

But this isn’t always how dTPMS systems worked. In days of old, they used a finicky system involving a coil and a pressure-sensitive diaphragm — more on that later.

TPMS sensor (by [Lumu] CC BY-SA 3.0Many modern systems use iTPMS (indirect). These systems typically work on the idea that a properly inflated tire will have a characteristic rolling radius. Fusing data from the wheel speed sensor, the electronic steering control, and some fancy signal processing, they can deduce if a tire’s radius is off-nominal. Not all systems work exactly the same, but the key idea is that they use non-pressure data to infer the tire’s pressure.

This is cheap and requires no batteries in the tire. However, it isn’t without its problems. It is purely a relative measurement. In practice, you have to inflate your tires, tell the system to calibrate, and then drive around for half an hour or more to let it learn how your tires react to different roads, speeds, and driving styles.

Changes in temperature, like the first cold snap of winter, are notorious for causing these sensors to read flat. If the weather changes and you suddenly have four flat tires, that’s probably what happened. The tires really do lose some pressure as temperatures drop, but because all four change together, the indirect system can’t tell which one is at fault, if any.

History

When the diaphragm senses correct pressure, the sensor forms an LC circuit. Low air pressure causes the diaphragm to open the switch, breaking the circuit.
The first passenger vehicle to offer TPMS was the 1986 Porsche 959. Two sensors made from a diaphragm and a coil are mounted between the wheel and the wheel’s hub. The sensors were on opposite sides of the tire. With sufficient pressure on the diaphragm, an electrical contact was made, changing the coil value, and a stationary coil would detect the sensor as it passed. If the pressure drops, the electrical contact opens, and the coil no longer sees the normal two pulses per rotation. The technique was similar to a grid dip meter measuring an LC resonant circuit. The diaphragm switch would change the LC circuit’s frequency, and the sensing coil could detect that.

If one or two pulses were absent despite the ABS system noting wheel rotation, the car would report low tire pressure. There were some cases of centrifugal force opening the diaphragms at high speed, causing false positives, but for the most part, the system worked. This isn’t exactly iTPMS, but it isn’t quite dTPMS either. The diaphragm does measure pressure in a binary way, but it doesn’t send pressure data in the way a normal dTPMS system does.

youtube.com/embed/l0cY5sLySEE?…

Of course, as you can see in the video, the 959 was decidedly a luxury car. It would be 1991 before the US-made Corvette acquired TPMS. The Renault Laguna II in 2000 was the first high-volume car to have similar sensors.

Now They’re Everywhere

In many places, laws were put in place to require TPMS in vehicles. It was also critical for cars that used “run flat” tires. The theory is that you might not notice your run flat tires were actually flat, and while they are, as their name implies, made to run flat, they also require you to limit speed and distance when they are flat.

Old cars or other vehicles that don’t have TPMS can still add it. There are systems that can measure tire pressure and report to a smartphone app. These are, of course, a type of dTPMS.

Problems

Of course, there are always problems. An iTPMS system isn’t really reading the tire pressure, so it can easily get out of calibration. Direct systems need battery changing, which usually means removing the tire, and a good bit of work — watch the video below. That means there is a big tradeoff between sending data with enough power to go through the tire and burning through batteries too fast.

youtube.com/embed/aorDT-wGz2M?…

Another issue with dTPMS is that you are broadcasting. That means you have to reject interference from other cars that may also transmit. Because of this, most sensors have a unique ID. This raises privacy concerns, too, since you are sending a uniquely identifiable code.

Of course, your car is probably also beaming Bluetooth signals and who knows what else. Not to even mention what the phone in your car is screaming to the ether. So, in practice, TPMS attacks are probably not a big problem for anyone with normal levels of paranoia.

An iTPMS sensor won’t work on a tire that isn’t moving, so monitoring your spare tire is out. Even dTPMS sensors often stop transmitting when they are not moving to save battery, and that also makes it difficult to monitor the spare tire.

The (Half Right) Obvious Answer

Sometimes, when you think of the “obvious” way something works, you are wrong. In this case, you are half right. TPMS reduces tire wear, prevents accidents that might happen during tire failure, and even saves fuel.

Thanks to this technology, you don’t have to remember to check your tire pressure before a trip. You should, however, probably check the tread.

You can roll your own TPMS. Or just listen in with an SDR. If biking is more your style, no problem.

hackaday.com/2026/01/21/tech-i…