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Comment Re:Dear clients: (Score 3) 242

Where I am, our code doesn't work with newer versions of a dependency library. Two developers have tried to work around the incompatibility, and failed. So until we can scrounge together enough time to redevelop the frontend from scratch, we're stuck installing old versions of the library, and just hoping that no OS changes render older versions of the library inoperable - otherwise we won't be able to upgrade OSes either.

That said, this doesn't fit the topic, because our boss knows all of this. We keep our boss well in the loop. He used to work as a programmer the software, and still does some work on it from time to time. That's IMHO how it should be.

Things work best when workers aren't afraid of their boss. I hate Machiavellian workplaces.

Comment I've said it before, and I'll say it again: (Score 2) 125

Autopilot is the best excuse for a driver getting into an accident that ever was invented. "No officer, it wasn't me! My car did it on its own!"

Thankfully, it's easy for Tesla to avoid legal liability for things like this because the car logs when autopilot is actually in use and what it's doing. Unfortunately, it doesn't help with the PR aspect, as the media just blindly reports that it was Autopilot before taking the time to find out if it actually was.

Comment Re:Error my ass! (Score 1) 142

Sure it was an error. They implemented ads in their keyboard and they had a switch to turn it on. So exactly what was the error? Switching it on at that point in time? Not realizing that their users would give two shits? Being out-innovated at every turn by Samsung? You think anyone involved in the decision process of "Hey let's put ads in the keyboard!" got fired? I guess their error was that they decided to be a bunch of underhanded twats and then lying about it when they got called out. Fortunately I won't be making the error of ever buying their hardware in the future, so I suppose it's an error in my favor.

Comment Re: You all presumably know why. (Score 1) 358

If you bother to read the anti-systemd trolls (yes, I admit it is boring) you'll find they're full of anti-SJW rants and other lunacy.

Trolls be trollin'? You don't say!

Trolls, by definition, will spout whatever lunacy gets you to overreact. If you hate Trump, they're Trump supporters. If you hate strawberry ice cream, they're strawberry ice cream supporters. If you like systemd, they'll shit all over it.

That's how they roll. For teh lulz.

Comment Re: We'll be fine. (Score 1) 201

So the model S isn't very good around the track.

You're interpreting "not being designed for the track" as "has bad handling", as if the two are at all the same thing. The Model S has superb handing, and reviews are almost uniformly in agreement on this. It's not a track car because it's not designed to handle track cooling loads, having nothing to do with handling.

The track car market is much smaller than the luxury sedan market, so obviously it isn't their target. That said, they do plan to make an actual track car, which will be their next generation Roadster (the first generation, like Tesla's other cars, was a road car, not a track car). It's also targeting a bone-crushing sub-2-second 0-60, too - they're calling the drive mode "Ultimate Plaid" ;) And that's stock, with stock tires, etc.

Comment Re: We'll be fine. (Score 1) 201

This is about the closest you'll get

I don't know if that's the drivetrain I sampled. But from the back seat, on a short stretch of road closed off for the Tesla event, the Model 3 launched with ferocious grip and absolutely zero drama. It wasn't quite the chest-collapsing wallop of a Model S P90D in Ludicrous mode, but without a stopwatch, I'd say the Model 3 I rode in zipped from a dead stop to 75 mph a bit quicker than a Subaru WRX STI—silently.

Sadly, there was no place to get a good impression of the Model 3's steady-state handling or lateral grip, but our driver zig-zagged through a handful of quick slalom maneuvers. The Model 3 stayed nearly flat, with plenty of grip. Credit Tesla's low-slung platform, which puts the mass of the batteries (and in this case, the dual motors) as low as possible in the package.

From this, you apparently derive that it has horrible handling?

Expected to be 400-600 kilos lighter than a Cayenne in the baseline version, and similar to a Mustang. The center of mass is ridiculously low. It should stick to the roads like a dream.

If you're basing your expectations on the S, again, that's baffling, because the S has gotten superb reviews on its handling. Here's Jalopnik's, for example:

On an open, winding stretch of Skyline Road the P85D feels at home. It's a road I know, and the Tesla hunkers down and devours it. But underneath the sheer speed is that battery pack and extra motor, mounted oh-so-low in the car. Through high-speed sweepers and cambered corners is this thoroughly odd sensation of ample mass sliding underneath you, but it never feels cumbersome. There's a certain amount of security that comes with hurtling that amount of weight with such a lower center of gravity through corner after corner, and the tires and motors do their best to keep it in check. There's grip for days, more than I expected, and the only time the Tesla felt out of its element was in the tightest, single-lane switchbacks that vein out from Skyline. Good sports sedans shrink around you; the Model S doesn't, but that seems like a lowly demerit given everything else it's capable of.

S is much heavier than 3, because it's a larger vehicle and has a larger pack. The all-aluminum frame helps compensate (Model 3 is steel + aluminum), but the baseline 3 will almost certainly be sub-2 tonne, with a lot of the speculation in the 1,6 to 1,9 tonne range.

Comment Re: We'll be fine. (Score 2) 201

For some more figures....

Porsche Cayenne: Baseline (2012 and earlier) 7,3sec; Diesel V6 (2013) 6,8 sec; Diesel V8 (2013) 5,3 sec; S (2011) 5,6 sec; S (2015) 5.1 sec; S hybrid (2011) 6,2 sec; S E-hybrid (2016) 5,2 sec; Turbo (2015 and earlier) 4,2-4,3 sec; Turbo S (2016) 3,8 sec.

Ford Mustang: Ecoboost (2015, various): 5,3-6,0 sec; V6 (2016): 5,3 sec; GT (2015, various) 4,3-4,7 sec

It's funny how much we've gotten used to these sort of performance figures being affordable (mid-5 figures). 5 seconds was supercar speeds back in the 1980s (e.g. 1985 Ferrari Testarossa). Nowadays, for an econobox you get figures like 8,3 sec (2016 Civic EX sedan); 8,0 sec (2017 Camry XSE); etc. And even the econoboxes have options to improve performance - for example for $35k you can get a Camry getting closer to a baseline Model 3's performance (XSE V6, 6,1 sec), and Honda has the sporty Civic Type R beating a baseline Model 3 (4,9 sec) for around the same price (although with less impressive standard features and much higher operating costs). By comparison, the 1973 Honda Civic had a 0-60 of 19,1 sec ;)

Comment Re: We'll be fine. (Score 3, Informative) 201

I don't understand either of the above posts.

5.6 seconds is the acceleration of a low-end Mustang (which also costs about the same as a baseline Model S). A typical econobox sedan these days does it in about 8 seconds, more like 9 for a typical crossover. On the opposite side of the spectrum, the fastest Veyron is 2.4, and the fastest Model S 2.34. The performance option for the Model 3 hasn't been announced (although it's been announced that there will be one); I'd expect it to be in the 3.5-5 second range, depending on a lot of factors. It won't be able to hit the top S speeds because it can't support as big of a pack; nor would Tesla want to make it be able to, as they want to have a reason for higher-end buyers to choose the higher-end vehicle class (Model S).

As for driving range: the more powerful you make an EV, the further it's range. It's the opposite of gasoline vehicles. In addition to needing a larger pack for more power, more power also means lower resistance conductors; this means lower energy loss at cruising speeds.

Now, if the GP meant "if you're constantly pushing a vehicle to its limits, you go a shorter distance with a more powerful vehicle", that's obviously true for both EV and gasoline. But range figures (for both EV and gasoline) are not for track duty, they're for normal road duty.

Comment Re:Why am I not surprised? (Score 1) 304

I understand how this might confuse people as I had the same misunderstanding of heat pumps myself.

I have no confusion about heat pumps. The standard for cold weather with a reversible heat pump is to combine it with resistive heating. Preferably high voltage resistive heating with PTC heating elements. Heat scavenging from the drivetrain further improves performance.

No, you don't. The batteries need to be protected from being frozen.

A cruising li-ion EV on the highway is putting 300-400W into its battery pack, a couple hundred into wiring, and perhaps 800W into each of the motor and inverter. You can take power from the latter three at will. The former you can take at a rate slower than it enters, assuming that it's preheated and that said rate is positive; if it's cold enough and poorly insulated enough, then heat loss is greater than incoming heat and you have to use resistive heating and/or scavenged heat from the drivetrain.

Not all EVs make good use of heat scavenging, but at least the Model S does a good job scavenging it. Which is why heating doesn't cut as much of the range as you'd expect. For example, at 120kph / -20C the 75's range drops from 328km to 293km by using the heater - 11% for nearly three hours of heating at a quite cold external temperature.

Comment Re: Why am I not surprised? (Score 1) 304

You realize that a commercial driver that stopped for only 15 minutes every several hours in the EU would be fined and potentially stripped of their license, don't you? Law requires 45 minutes per 4 1/2 of driving. Why? Because long stretches without having a legitimate break are not safe. The longer you drive for, the more likely you are to get into an accident.

Also, for that matter, do you not eat? Or do you eat behind the wheel also, further increasing your risk of an accident?

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