Members of the decentralized finance (defi) community are upset with Yearn Finance founder Andre Cronje over the mishap with Cronje’s secret Eminence (EMN) project. The Eminence protocol gathered $15 million before the project was ultimately hacked before the official launch.

According to a recent blog post published on Medium, a group of defi community members plan to sue Yearn Finance founder, Andre Cronje, and fork YFI as well. As news.Bitcoin.com recently reported, there’s been a lack of trust in Cronje’s work since an undercover project that didn’t even launch was drained for $15 million in funds.

The project was called Eminence (EMN) and after the incident, Cronje said he was lying low from social media.

“We are crowdfunding capital to finance a lawsuit against Andre Cronje, Kirby and Banteg over the EMN scandal on behalf of the victims,” explains the blog post written by the group dubbed ‘EMN Investigation.’ The team added:

Andre Cronje, the founder of Yearn Finance, hyped a surprise launch. Eminence Finance contracts were deployed by the Yearn Finance deployer, and Andre tweeted and retweeted as liquidity flowed in.

The investigation team says that Kirby, the head of communications at Yearn Finance, gave instructions on how to leverage the contracts and promoted Eminence prior to launch.

The group also accuses the Yearn Finance developer, Banteg, of “selling tokens bought from the contract to Uniswap right until the contracts were hacked.”

“The hacker drained the entire $15 million that had been locked up in liquidity by using a flash loan exploit,” the EMN investigation team detailed. “The hacker then returned $8 million to Andre, and was misappropriated.” The seething blog post is also filled with screenshots, tweets, and market charts that aim to bolster the group’s argument.

The investigation group is asking for ETH donations to

Photo credit: Jonathan Ferrey - Getty Images
Photo credit: Jonathan Ferrey – Getty Images

From Road & Track

IndyCar’s current generation of twin turbo V6 engines have been a hit since they debuted in 2012, allowing both Chevrolet and Honda to deliver their teams reliable power across nine seasons of competitive racing and combining with format changes to bring lap speeds at Indianapolis back up above 230 MPH. What comes next will be even faster.

Today, IndyCar announced the addition of its next generation of engines. Long-time series manufacturers Honda and Chevrolet will each provide their own 2.4 liter twin turbocharged V6 engine offerings, while an additional kinetic energy recovery system will provide an electrified jolt to bring total available horsepower up to a targeted 900. Later in the planned five year life cycle of the engine package, that target will move above 1000 horsepower.

Additionally, both Honda and Chevrolet have committed long-term to the series, extending their contracts with both providers “Well into the end of the decade.” The program will be anchored going forward by the two existing partners, while the nature of the formula will leave an opening for further manufacturer participation should the interest arise.

In perhaps the most exciting bit of news for racing fans, the generation of hybridized IndyCars will also add an on-board starter, which could greatly reduce cautions for the recovery of stalled cars and greatly decrease the amount of time needed for clean-up of incidents that leave many stopped on track without significant damage.

Maintaining factory involvement is a difficult proposition for any racing series, one that left Formula 1 hurting earlier this week when Honda announced the end of their current generation of Formula 1 involvement. That decision was made by a different group than those that fund Honda’s American racing activities, however, and both of IndyCar’s

Boeing announced plans to shift its remaining 787 Dreamliner production from Washington State to South Carolina—wounding the nation’s largest aerospace union.

Boeing said it will make the mid-2021 move to “preserve liquidity” and “enhance efficiency and improve performance for the long-term,” in a statement.

Employee representatives say it’s all about cutting union jobs.

“It’s a very anti-union company,” said Bill Dugov, communications director for the Society of Professional Engineering Employees in Aerospace (SPEEA), which represents 11% of Boeing employees. “They’ve spent millions just battling our unions on organizing efforts. Their official stance from what they’ve told us is they’ll work with unions where they have to.”

Approximately 35% of Boeing’s 162,000 employees are union members. The U.S. has 7.5 million private sector union jobs total, according to the Bureau of Labor Statistics. South Carolina is a so-called right-to-work state that doesn’t allow employment to require union membership. Boeing opened that second 787 plant in 2009.

“Boeing can’t stand the idea that those who design and build the aircraft, who are the heart and soul of the manufacturing process, have rights,” said a statement from the International Association of Machinists and Aerospace Workers