But this isn't exactly ATI's first time around the bases... how did they forget how PWM control works?

That doesn't matter if you are competent, because they have a tachometer lead. you don't just send a PWM signal and then trust that the fan is going at the speed you want.

You're bad at understanding reality. This only shows that at least two percent of internet users are bad at understanding security. There's lots of ways your password can be bad which don't involve it being the same as someone else's.

Tell Paul Walker.

In fact, brake lines fail without notable warning all the time, as do other components like masters and boosters. So you're wrong there.

Actually, this isn't that easy. For example, one of the UPS drivers let me know that his Mercedes Turbo-Diesel powered delivery van was detecting low oil and shutting off when he needed power the most, going up bumpy hills. Almost killed him one time. The fleet mechanic defeated it for him so that he wouldn't die. So you're wrong again. Even Mercedes who has been making cars since time was time can get this one wrong.

Look, it's not when a light goes dark, which is not easy for most people to notice. It's when a light comes on. When there's something wrong, a light is lit. If your brake fluid is low, your BRAKE light is on. If your vehicle is producing excessive emissions, your MIL is lit. If your manufacturer bothered to also create a CEL, then if there is also likely engine damage occurring, the CEL will be illuminated. When you disable traction control in cars which permit it, something lights up to tell you it's off, nothing goes off to tell you it's no longer on. So you're wrong again.

I think the moment you notice that some important sensor is covered in mud will be the same moment that the car tells you that there's a sensor problem, and that you're going to have to do your own driving.

You are wrong about literally everything and your conclusion is laughable.

Me too, but who cares what we're doing?

Yes, it is assembled only by the most-talented slaves.

All passenger cars have been required to come with ESC since 2012 if you want to sell them in the USA.
New NHTSA Report Shows Federal ESC Requirement Saving Lives

Isn't it amazing how people will fail to use wikipedia or even dictionary.com before disagreeing with some point that they know nothing about? Shocking.

There's plenty of room for misunderstanding or just plain being wrong but jiminy.

That is bloody bananas. You know you could import an older Legacy Blitzen for under five thousand dollars US? And you're driving a Delica?

You're both making bad assumptions. Brakes can be either of those things. Hydraulically-assisted brakes are commonly called "hydroboost" in the USA. They show up in places where either very high braking force is needed, as on F-Super Duty vehicles (starting at least as early as the '90s F250 Super Duty) or in places where there is no room for a traditional vacuum booster, as in the 2000+ Astro. But most of them are, as you say, vacuum driven. And the vacuum storage tank will give you one or two more activations after the engine stops in most cases, or in the case of hydroboost, the accumulator built into the system.

In either case, this is where I get to look smug, because my vehicles are simply not controlled in this fashion. I have mechanically-regulated diesels, a 1992 F250 (not Super Duty) and a 1982 MBZ 300SD. The latter actually uses vacuum to control engine fuel cut, but the former does it with a simple relay and without any electronics — just electrics. The truck does have a Kelsey-Hayes RWAL system (Rear Wheel Antilock Brakes) but that system cannot apply the brakes, it can only fail to apply them. Unfortunately, it's got a transmission with a computer. You would need the five speed manual to be completely impervious. In theory the transmission will work in 1st/3rd limp mode the control module fails, but if it does something very wrong it might be possible to destroy the transmission as well.

An off-the-shelf IMU costing less than $100 as a completed product gives you enough information to tell if your position is shifting in the way that the GPS claims, with a little software trickery. You can certainly detect something like that, and then start retracing your steps. One or two retries and the drone just flies home.

I don't think so. I think they'll plot the entire route, waypoint by waypoint, down to delivery of the actual package. The drone will do waypoint following and collision avoidance, but that's it. That's a lot cheaper in terms of power budget, because your drone doesn't have to be quite so clever.

They only have to wait out enough of them that they can successfully force boxes on the rest, or just drop them as customers. That day is coming rapidly.

Well, I probably shouldn't say this here, but I've drifted on real roads and I understand how all that works, and even in a not particularly powerful car, drifting is often not the fastest way through a corner at all.

Oddly enough, I didn't say it was. It will reduce throttle if necessary to eliminate wheelspin. But most of the fanciest, most expensive cars (in the same price league as the Carrera GT) that are meant to go fast have launch control.

On the other hand, the modern rear-engine, rear-wheel-drive Porsches most certainly are applying the brakes. It's actually normal in cars with Torsen differentials, because unfortunately they have a killer flaw — the maximum slip ratio. Viscous diffs are lossy, and clutch-pack diffs have to be rebuilt periodically, but Torsen diffs only handle a certain maximum slip ratio, usually around 5:1. You can't get traction back simply by reducing the throttle, at least not in a timely fashion. But you can partially apply the brake on the slipping wheel, decreasing the slip ratio and permitting the differential to do its job. Lots of the German-engineered cars use them, including anything midding-fast from the VW Group.