It should be fairly easy to defeat. All someone needs is several different copies of the book and do a comparison. It should be easy to spot what has changed and then undo them.

They won't. They'll just dictate the interest rates that they charge and that they get a 30% cut of everything.

No, he's talking about SFP+ connectors. All of the 10Gbe equipment I work with has SFP+ cages to accept various modules for optical or fiber connections. They look just like GBIC transceivers.

I think the main reason is cost. I have been working with 10Gbe for several years writing drivers for PHYs and MACs. I've worked with a number of PHYs and 10Gbe is a lot more complex. For example, the SFP+ cables and modules each have a serial EEPROM that contains parameters needed to program the PHY. It's not just a simple RJ45 CAT5/CAT6 cable. As someone who has worked in 10Gbe drivers there's a lot more complexity. With some PHYs I have to query the serial EEPROM to make changes based on things such as cable length and whether or not it's active or passive or if it's copper or optical. Distances over copper are also usually limited to much shorter distances unless active cabling is used.

In terms of cost, a 1 meter copper cable is around $43 from www.cablesondemand.com. A 12 meter cable is $189. It's not like gigabit where you just plug in a CAT5 cable and go.

Handling peak is not a problem if you augment with a smaller battery designed to supply the peak power and/or use a supercapacitor. There is no reason that the entire battery system must be the same battery type. I know Tesla has patents covering mixing metal-air batteries with other technologies to supplament the power during peak usage and for regeneration.

While the system in my car does this, it also downloads satellite imagry and road conditions in real time from the Internet as I am driving.

Not necessarily. For example, my car (Tesla model S) has an always-on 3G Internet connection. It is used for streaming music, maps and Internet (it does not disable the browser while driving). There is talk of charging money for the Internet connection once the WIFI feature is enabled or else allow teathering with a cell phone to provide the connection. The Internet connection is also used to improve voice recognition and for other services. The Internet connection is not just used for browsing or chat/email.

Then there's also the case where a passenger might want to use the Internet on a laptop.

Actually this is possible. Most of the battery smarts are integrated into the battery pack itself and the car is designed so that the battery pack can be replaced in a few minutes. The fact that the battery pack itself is made up of one of the most standard battery sizes makes it much easier for Tesla to change batteries once they're qualified.

Of course there's more to batteries than just capacity. Tesla has to worry about longevity as well as how quickly it can charge and discharge as well as safety.

My father's Fisker Karma is a good example of this. The Karma is a true series hybrid with no mechanical linkage between the gasoline engine and the wheels. Unfortunately it gets terrible mileage, around 21MPG on gasoline. The train technology doesn't scale downward very well. Like a train it has good low-end torque but it suffers at higher speeds.

The nice thing is Tesla doesn't use any rare-earth magnets since they use an induction motor (which was invented by Nikola Tesla) as opposed to a synchronous motor which is what most electric and hybrid cars use. The only thing in the motor is some steel, aluminum and copper.

I have an '06 Prius. Speedy isn't what comes to mind for me either. It's OK for around town and whatnot, but it can be painful to take it up any long grade or going up a steep hill. Now my Tesla Model S P85, that's speedy. It doesn't care about grades except for reducing range (about 6-7 miles of range lost per 1000' gain in elevation and 3-4 mile gaine per 1000' drop). At low speeds the Prius isn't bad, but at highway speeds it starts to get rather gutless. All that torque is only really good at the low end. My model S has a much smoother torque curve. The electric motor in my Prius is rated at 295ft-lbs of torque but the car limits its output and the peak is at 0RPM. The Prius torque curve drops rapidly whereas the Tesla model S has a much flatter torque curve.

Harris Ranch did just that. It has proven to be one of the most popular Superchargers. Tesla had to expand it and add more chargers there. The Superchargers are typically installed at malls or other areas where there are restaraunts and other things nearby.

An easy solution is to just rent a car. Put all those miles and wear and tear on somebody else's car.

Switching to time of use billing significantly reduces the rate for charging an EV. I'm going one step further and planning to move to PG&E's E9B rate which involves adding a second meter for time of use billing for the EV only.

As for Tesla's rate for their Superchargers, they are planning to offset the electricity use with solar (supplied by Elon Musk's company Solar City).

The funny thing is that here in California during the summer there is much less demand at night when most charging takes place. In fact, with time of use fees it is cheapest to just configure the car to start charging at midnight. Temperatures are much lower at night so the demand for AC is significantly lower. The numbers have been run and there is plenty of capacity for EVs to charge overnight. In fact, there is excess supply at night since it's difficult to quickly start up and shut down power plants.