Sextortion-based hacking, which hijacks a victim’s webcam or blackmails them with nudes they’re tricked or coerced into sharing, has long represented one of the most disturbing forms of cybercrime. Now one specimen of widely available spyware has turned that relatively manual crime into an automated feature, detecting when the user is browsing pornography on their PC, screenshotting it, and taking a candid photo of the victim through their webcam.

On Wednesday, researchers at security firm Proofpoint published their analysis of an open-source variant of “infostealer” malware known as Stealerium that the company has seen used in multiple cybercriminal campaigns since May of this year. The malware, like all infostealers, is designed to infect a target’s computer and automatically send a hacker a wide variety of stolen sensitive data, including banking information, usernames and passwords, and keys to victims’ crypto wallets. Stealerium, however, adds another, more humiliating form of espionage: It also monitors the victim’s browser for web addresses that include certain NSFW keywords, screenshots browser tabs that include those words, photographs the victim via their webcam while they’re watching those porn pages, and sends all the images to a hacker—who can then blackmail the victim with the threat of releasing them.

“When it comes to infostealers, they typically are looking for whatever they can grab,” says Selena Larson, one of the Proofpoint researchers who worked on the company’s analysis. “This adds another layer of privacy invasion and sensitive information that you definitely wouldn’t want in the hands of a particular hacker.”

“It’s gross,” Larson adds. “I hate it.”

Proofpoint dug into the features of Stealerium after finding the malware in tens of thousands of emails sent by two different hacker groups it tracks (both relatively small-scale cybercriminal operations), as well as a number of other email-based hacking campaigns. Stealerium, strangely, is distributed as a free, open source tool available on Github. The malware’s developer, who goes by the named witchfindertr and describes themselves as a “malware analyst” based in London, notes on the page that the program is for “educational purposes only.”

“How you use this program is your responsibility,” the page reads. “I will not be held accountable for any illegal activities. Nor do i give a shit how u use it.”

In the hacking campaigns Proofpoint analyzed, cybercriminals attempted to trick users into downloading and installing Stealerium as an attachment or a web link, luring victims with typical bait like a fake payment or invoice. The emails targeted victims inside companies in the hospitality industry, as well as in education and finance, though Proofpoint notes that users outside of companies were also likely targeted but wouldn’t be seen by its monitoring tools.

Once it’s installed, Stealerium is designed to steal a wide variety of data and send it to the hacker via services like Telegram, Discord, or the SMTP protocol in some variants of the spyware, all of which is relatively standard in infostealers. The researchers were more surprised to see the automated sextortion feature, which monitors browser URLs a list of pornography-related terms such as “sex” and “porn,” which can be customized by the hacker and trigger simultaneous image captures from the user’s webcam and browser. Proofpoint notes that it hasn’t identified any specific victims of that sextortion function, but the existence of the feature suggests it was likely used.

Researchers at the University of Missouri are working to make hydrogen energy as safe as possible. As more countries and industries invest heavily in cleaner, renewable energy, hydrogen-powered factories and vehicles are gaining in popularity. But hydrogen fuel comes with risks—leaks can lead to explosions, accidents and environmental harm. Most hydrogen-detecting sensors on the market are expensive, can’t operate continuously and aren’t sensitive enough to detect tiny leaks quickly.

That’s why researcher Xiangqun Zeng and her team in the College of Engineering set out to design the ideal hydrogen sensor, focusing on six traits: sensitivity, selectivity, speed, stability, size and cost.

In a recent study published in the journal ACS Sensors, they unveiled a prototype of an affordable, longer-lasting, super-sensitive sensor that can accurately detect even the tiniest hydrogen leaks within seconds. The best part? It’s incredibly small, measuring about the size of a fingernail.

Zeng created her sensor by mixing tiny crystals made of platinum and nickel with ionic liquids. Compared to what’s already on the market, the new sensor is unmatched in performance and durability.

“Hydrogen can be tricky to detect since you can’t see it, smell it or taste it,” said Zeng, a MizzouForward hire who creates sensors to protect the health of people and the environment. “In general, our goal is to create sensors that are smaller, more affordable, highly sensitive and work continuously in real time.”

While her new hydrogen sensor is still being tested in the lab, Zeng hopes to commercialize it by 2027. Mizzou is committed to furthering this impactful research, as prioritizing renewable energy will be a cornerstone of the new Energy Innovation Center, expected to open on Mizzou’s campus in 2028.

Creating improved sensors with broad applications in health care, energy and the environment has been Zeng’s mission throughout her career.

“My expertise is in developing next-generation measurement technology, and for more than 30 years, I have prioritized projects that can make the biggest impacts on society,” said Zeng, who also has an appointment in the College of Arts and Science. “If we are going to develop sensors that can detect explosive gases, it needs to be done in real time so we can help people stay as safe as possible.”

In 2025, 1 in 4 new automotive vehicle sales globally are expected to be an electric vehicle—either fully electric or a plug-in hybrid.

That is a significant rise from just five years ago, when EV sales amounted to fewer than 1 in 20 new car sales, according to the International Energy Agency, an intergovernmental organization examining energy use around the world.

In the U.S., however, EV sales have lagged, only reaching 1 in 10 in 2024. By contrast, in China, the world’s largest car market, more than half of all new vehicle sales are electric.

The International Energy Agency has reported that two-thirds of fully electric cars in China are now cheaper to buy than their gasoline equivalents. With operating and maintenance costs already cheaper than gasoline models, EVs are attractive purchases.

Most EVs purchased in China are made there as well, by a range of different companies. NIO, Xpeng, Xiaomi, Zeekr, Geely, Chery, Great Wall Motor, Leapmotor and especially BYD are household names in China. As someone who has followed and published on the topic of EVs for over 15 years, I expect they will soon become as widely known in the rest of the world.

What kinds of EVs is China producing?

China’s automakers are producing a full range of electric vehicles, from the subcompact, like the BYD Seagull, to full-size SUVs, like the Xpeng G9, and luxury cars, like the Zeekr 009.

Recent European crash-test evaluations have given top safety ratings to Chinese EVs, and many of them cost less than similar models made by other companies in other countries.

What’s behind Chinese EV success?

There are several factors behind Chinese companies’ success in producing and selling EVs. To be sure, relatively low labor costs are part of the explanation. So are generous government subsidies, as EVs were one of several advanced technologies selected by the Chinese government to propel the nation’s global technological profile.

But Chinese EV makers are also making other advances. They make significant use of industrial robotics, even to the point of building so-called “dark factories” that can operate with minimal human intervention. For passengers, they have reimagined vehicles’ interiors, with large touchscreens for information and entertainment, and even added a refrigerator, bed or karaoke system.

Competition among Chinese EV makers is fierce, which drives additional innovation. BYD is the largest seller of EVs, both domestically and globally. Yet the company says it employs over 100,000 scientists and engineers seeking continual improvement.

From initial concept models to actual rollout of factory-made cars, BYD takes 18 months—half as long as U.S. and other global automakers take for their product development processes, Reuters reported.

BYD is also the world’s second-largest EV battery seller and has developed a new battery that can recharge in just five minutes, roughly the same time it takes to fill a gas-powered car’s tank.

Exports

The real test of how well Chinese vehicles appeal to consumers will come from export sales. Chinese EV manufacturers are eager to sell abroad because their factories can produce far more than the 25 million vehicles they can sell within China each year—perhaps twice as much.

China already exports more cars than any other nation, though primarily gas-powered ones at the moment. Export markets for Chinese EVs are developing in Western Europe, Southeast Asia, Latin America, Australia and elsewhere.

The largest market where Chinese vehicles, whether gasoline or electric, are not being sold is North America. Both the U.S. and Canadian governments have created what some have called a “tariff fortress” protecting their domestic automakers, by imposing tariffs of 100% on the import of Chinese EVs—literally doubling their cost to consumers.

Customers’ budgets matter too. The average price of a new electric vehicle in the U.S. is approximately $55,000. Less expensive vehicles make up part of this average, but without tax credits, which the Trump administration is eliminating after September 2025, nothing gets close to $25,000. By contrast, Chinese companies produce several sub-$25,000 EVs, including the Xpeng M03, the BYD Dolphin and the MG4 without tax credits. If sold in America, however, the 100% tariffs would remove the price advantage.

Tesla, Ford and General Motors all claim they are working on inexpensive EVs. More expensive vehicles, however, generate higher profits, and with the protection of the “tariff fortress,” their incentive to develop cheaper EVs is not as high as it might be.

In the 1970s and 1980s, there was considerable U.S. opposition to importing Japanese vehicles. But ultimately, a combination of consumer sentiment and the willingness of Japanese companies to open factories in the U.S. overcame that opposition, and Japanese brands like Toyota, Honda and Nissan are common on North American roads. The same process may play out for Chinese automakers, though it’s not clear how long that might take.

This article is republished from The Conversation under a Creative Commons license. Read the original article.