
Creepy humanoid robot moves using 1,000 eerie artificial muscles
Clone Robotics, a Polish-American company, has recently unveiled its groundbreaking humanoid robot, Protoclone, sparking both fascination and unease across the internet. This eerily lifelike android represents a significant advancement in biomimetic robotics, closely replicating human anatomy and movement in ways never before seen.
With its unsettlingly realistic movements, Protoclone is pushing the boundaries of what we expect from robots, raising both intrigue and questions about the future of robotics.
Protoclone stands at an impressive 6 feet tall and boasts a skeleton made of 206 polymer bones, mirroring the human skeletal structure. What truly sets this robot apart is its muscular system, featuring over 1,000 artificial muscles powered by Clone Robotics' proprietary "Myofiber" technology.
The Myofiber system is a revolutionary approach to robotic movement. Each artificial muscle consists of a mesh tube containing an air-filled balloon. When hydraulic fluid is pumped into the balloon, it expands, causing the mesh to contract, much like a human muscle. This system is powered by a 500-watt electric pump, Protoclone's mechanical "heart," capable of circulating fluid at a rate of 40 liters per minute.
Protoclone's nervous system is equally impressive, featuring four depth cameras in the skull for vision, 70 inertial sensors for joint position awareness and 320 pressure sensors for force feedback. This advanced sensory network allows the robot to process visual input and learn by observing human activities.
The recent video release of Protoclone in action has garnered millions of views and sparked intense online debate. In the footage, the faceless android is seen suspended from the ceiling, its limbs twitching and moving in an unsettlingly human-like manner.
While some viewers have expressed awe at the technological achievement, others have reacted with discomfort or even hostility. Comments range from comparisons to "sleep paralysis demons" to references to dystopian science fiction scenarios.
Despite its impressive capabilities, Protoclone is still in early development. Currently, it requires suspension for stability and lacks the ability to stand or balance independently. Clone Robotics plans to launch production with 279 units, named "Clone Alpha," with pre-orders opening in late 2025.
While Protoclone's current iteration may be more unsettling than practical, it's clear that we're on the cusp of a new era in robotics. As these technologies continue to advance, we'll likely see more refined and capable humanoid robots entering our homes and workplaces. The question remains: Are we ready for this future, and how will it reshape our relationship with technology?
Does the appearance and movement of Protoclone fascinate or unsettle you? Let us know by writing us at Cyberguy.com/Contact.
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Scientific American
7 hours ago
- Scientific American
Can Tesla's Cybercab Share the Road with America's Myth of the Highway?
In the American psyche, the automobile—that great democratizer of distance—has always been about more than transportation. It's freedom incarnate: the ability to leave and become someone new three states over. It's James Dean smoking a cigarette, leaning against a fender—masculinity codified in chrome and horsepower, sexuality expressed through gear ratios and exhaust notes. It's Thelma and Louise escaping not just their dreary lives but all that's wrong with their culture. We've had the Corvette, the Mustang, the Charger, the Eldorado, the Camaro, the Thunderbird—and soon we will have the Cybercab. Elon Musk revealed the Cybercab prototype last October, with production targeted for 2026, and today a convoy of 10 to 20 Model Y robotaxis has begun paving the way for its launch, testing the safety of Tesla's autonomous driving tech on a geofenced loop in Austin, Texas. But the Cybercab stands out in the emerging genealogy of robotaxis. Whereas the motto of Amazon subsidiary Zoox's robotaxi—which resembles a cross between an art deco toaster and a subway carriage—is 'It's not a car,' the Cybercab, for all its streamlined science-fiction minimalism, remains squarely in car territory: a sleek two-seater with butterfly doors—the unmistakable hallmarks of a glamorous ride. Yet there's no wheel to grip, no gas pedal to stomp to the floor. The shape of the car says you can still escape your life, but now AI does the driving. The promise might seem seductive: all the mobility; none of the responsibility. More than a century after the first Model T shipped for $825 in 1908 (nearly $29,000 today), we've forgotten how quickly and profoundly car ownership changed American culture. In 1900 fewer than 1 percent of American households owned cars. By 1913 Henry Ford's moving-belt assembly line cut build time to 93 minutes, and cheap Texas oil kept the tank full, turning personal mobility from luxury to the default setting. A 1927 survey found that 55.7 percent of American families owned at least one car. On supporting science journalism If you're enjoying this article, consider supporting our award-winning journalism by subscribing. By purchasing a subscription you are helping to ensure the future of impactful stories about the discoveries and ideas shaping our world today. Not until 1926, however, did the American myth of the highway truly boot up, when Route 66—John Steinbeck named it the 'Mother Road' in The Grapes of Wrath —linked Chicago and Santa Monica, Calif. In the book Hip to the Trip, historian Peter Dedek called the route 'a pillar of mid-twentieth-century automobile culture,' a corridor where vacationers, beatniks, cowboys and Okies fleeing the dust bowl contributed to myths of freedom and transformation. Photographer Robert Frank revealed in his 1958 book The Americans how windshield glass turned travelers into both spectator and exhibit. The cars that Frank famously depicted were as much social containers as machines. Robin Reisenfeld, who curated the Toledo Museum of Art's exhibition Life Is a Highway: Art and American Car Culture, argued in an interview with Antiques and the Arts Weekly that 'the automobile has defined our society' and been used as 'a means of self-expression and status and identity.' After World War II, the G.I. Bill financed suburban mortgages, so millions fled dense cities. And in 1956 the Federal-Aid Highway Act funded 41,000 miles of interstate—an asphalt backbone justified as civil defense infrastructure but experienced as a coast-to-coast permission slip for self-reinvention. The tail fins and chrome of the late 1950s signaled cold war optimism, while Jack Kerouac's 1957 novel On the Road and Chuck Berry's 1958 song 'Johnny B. Goode' hard-coded the romance of endless motion into the culture's firmware. Yet the myth of the open road has always been about who's in the driver's seat. The driver is king: one hand on the wheel, eyes on the horizon, free to turn down that dusty side road on a whim. Control over one's vehicle equated to control over one's destiny. Cars changed the sound of our music, with rock guitars emulating the roaring of engines, and they changed how we courted, providing not just a means of transportation but also a destination, allowing couples to get away from 'porch swings, parlor sofas, hovering mothers, and pesky siblings,' as historian David L. Lewis explained in his Michigan Quarterly Review article 'Sex and the Automobile: From Rumble Seats to Rockin' Vans.' A number of films, such as Drive-In (1976), Grease (1978) and American Drive-In (1985), depicted cars as popular places for trysts. The highway lore, however, was never without critics, and the choice of the word 'king' (followed by 'of the road,' for example) was not accidental. 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A 2023 study in Frontiers in Future Transportation and another from 2020 in Sensors recorded lower stress levels in autonomous vehicle passengers. One might argue that ride-sharing already provides similar freedoms to those offered by robotaxis, but drivers for hire can be tired, cranky or in a rush, and there's a social dynamic and a rating system, which can limit other freedoms—even one as simple as the desire to be quiet with one's thoughts. The Cybercab may look like a miniature sportscar dipped in sci-fi, but the engine's roar has been replaced with silence, and the inside is spacious. There will no doubt be glitches and accidents heaped with media coverage. Yet the car will likely obey speed limits, never get drowsy or drunk and never rubberneck or give in to road rage. With robotaxis, more teenagers may arrive home safely and more grandparents may set out on the adventure of a lifetime. As for design, there will always be disagreement; the very concept of aesthetics invites debate, and our sensitivity to fashions are often deeply entwined with the politics of change and the people in power. The greatest challenge facing autonomous vehicles, however, will likely be public opinion. A recent poll of 8,000 Americans conducted by the market research initiative Electric Vehicle Intelligence Report found that 71 percent of the respondents were unwilling to ride in robotaxis and that 43 percent thought they should be illegal. Yet recent research shows different numbers after people have ridden in autonomous vehicles. A 2021 report on a pilot of an autonomous shuttle service in Utah found that 95 percent of surveyed riders had more positive views toward the technology and that 98 percent said they felt safe. And as adoption rises, prices are anticipated to fall. Whereas Goldman Sachs Research estimated that the driving costs of robotaxis were $3.13 per mile in 2024, it expected that number to drop below $1 by 2030 and to reach 58 cents by 2040. A 2022 McKinsey & Company analysis expected a more than 50 percent drop in robotaxis' costs per mile between 2025 and 2030. Though robotaxis are currently more expensive than traditional ride-hailing services in the U.S., last year a Chinese state media outlet reported that a robotaxi available in Wuhan, China, could be up to 87 percent cheaper than a standard hailed ride. As for the myth of the highway, if you're craving the freedom to outrun a thunderstorm or race through an amber light, take an impromptu detour down a country lane or make an unplanned stop at a 'last chance' diner, conventional cars will remain part of American culture as a hobby, just as people still ride horses for pleasure. But we may see new narratives arise. 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Business Insider
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In Paris's balmy thirteenth district, an airy rail depot that's been converted into a startup incubator is now the epicenter of France's tech boom. Walking through Station F, it's hard not to see how the 366,000-square-foot space has been influenced by Silicon Valley, with its amenities like a huge cafeteria and an under-construction yoga studio that are reminiscent of Big Tech campuses. But Station F's director, Roxanne Varza, told Business Insider that it is not trying to become an American incubator. "We've been inspired by a lot of players, and we look up to Y Combinator. But we're not trying to be Silicon Valley," she said. Now, politics is helping drive international founders here, including Americans, Varza told BI during a recent visit. Trump 2.0 is driving talent migration The election of Donald Trump and Brexit were among the biggest catalysts driving international founders to Station F, Varza told BI. After France, the US and UK are the most represented nationalities on campus, which houses entrepreneurs from 70 nationalities, Varza said. At times of political volatility, the campus has been a magnet for founders seeking a global outlook and a supply of talent. Trump 2.0 — and its aftermath, including the announcement of Stargate and DeepSeek — galvanized European founders to step up, Varza said. The US tech ecosystem secured $209 billion in VC funding in 2024, about 17 times more than France. But Paris is catching up to its global counterparts. In 2025, technology research platform Dealroom billed the city as Europe's new tech champion, overtaking London's mantle. From 2017 to 2024, the combined enterprise value of startups based in Paris increased 5.3 times, more than any other European tech hub. Climate tech founders in particular have been coming from the US to Station F amid the Trump administration cutting incentives for green industries in the US, Varza said. Materials discovery startup Entalpic, which launched in 2024, has had a flurry of US applicants vying for jobs at the company since the start of the year, its cofounder, Alexandre Duval, told BI. Duval had planned to move his startup out of Station F once it reached 20 employees, but decided to stay. "We have so many resources here: meeting rooms, onboarding, events, opportunities to meet people. It's good," he said. Competitive equity Station F, the handiwork of French billionaire Xavier Neil, launched in 2017 to drive entrepreneurship in France's tech ecosystem. The Station F team accepts around 40 startups every month. In addition to access to the incubator's coworking space, startups get resources and mentorship, including from government officials and Big Tech companies, such as Meta and Microsoft, that have offices at Station F. Station F's flagship Founders Program offers founders workshops and masterclasses. In return, the incubator takes 1% equity — a more favourable figure than the 6% taken by Y Combinator. The incubator also aims to write checks of $50,000 to $100,000 to around 20 upstarts each year. The result is a hubbub of innovators collaborating and ideating all days of the week — a far cry from how some corners of LinkedIn see Europe's tech ecosystem as the butt of the joke for its supposed lax work culture compared to Silicon Valley. Station F has welcomed everyone from the prime minister of Ethiopia to the CEO of Cisco — and the morning I arrive, the CEO of GitHub is scheduled to speak for a Q&A as part of VivaTech, France's flagship tech event that attracted speakers such as Nvidia's Jensen Huang. "The No. 1 reason people come here is for the access to people," Varza added. A hotbed for AI startups Like many of its international counterparts, Station F has doubled down on the AI boom. Government initiatives under France's president Emmanuel Macron, as well as generous financing from the country's national bank, Bpifrance, have galvanized the region's AI startups. In 2023, French AI startups raised $1.9 billion, per PitchBook data. In 2024, this figure rose by more than 50% to $2.98 billion. Notable rounds included Mistral's $600 million raise in June 2024 and H's mammoth $220 million seed round in May 2024. So far this year, French AI companies have raised $1.7 billion in VC funding, and Macron announced in February an additional $112 billion in private sector funding earmarked for the country's AI ecosystem. High-profile investors such as Andreessen Horowitz, General Catalyst, and Lightspeed Ventures have flocked to back prolific AI startups founded in France, such as Mistral, Dust, and Poolside. Open-source AI company Hugging Face, now valued at $4.5 billion, was once incubated in Station F. Now, Varza said, around 40% of France's AI startups are spinning out of the program. In 2024, 34 out of 40 of the top startups touted by Station F — its " Future 40" — were AI companies. "Station F is one of the biggest AI communities in Europe," Varza says. "It's also an entry point for so many tier one investors coming to Europe — and we're seeing more Series A and B rounds too." Beyond helping AI startups raise financing, Station F also participates in regulatory debates about France's tech ecosystem, Varza added. "Right now, the government is talking about how we can fiscally incentivise AI companies and push creation. We're in those discussions very actively." A collegial culture I was keen to speak to AI and climate founders, and within two minutes, Varza had grabbed two people for me to speak to. It was a reflection of how Station F operates: touting collaboration over competition. Despite the vast space, I saw founders from different startups huddled together in various pockets of the station, congregating for in-house events such as Q&As, as well as the bustling restaurant space. "We saw incredible things happen when people were working in close spaces," Varza said. "You see everything from VR and AI companies collaborating — and even companies winding down and neighbouring teams acquiring them." She recalled how one startup in the incubator wanted to pivot and copied a neighbouring company's idea. "It's our only copycat story, but they both ended up being pretty successful," she added. Station F is working on initiatives with Japan and the Gulf region, Varza said — but what excites her most is the opportunity to take what they've built in Paris and "build those bridges" internationally across Europe.