Thanks. I'll try to memorize that.
Thanks. I'll try to memorize that.
Please write a book.
You know, last night it dawned on my that exactly this subject is one I could actually really write a book on that would actually be really useful to some people. It wouldn't be that long, but I'm sure it would give some insights on how to handle software projects and what they are all about. Often it's the pointy-haired type that simply doesn't have a clue. Or not enough of that. The biggest problem in Germany is that SMEs think computers are some magical thing that you buy and then you sit someone in front of it that "knows this stuff" and then somehow, magically, the money starts rolling in 3 months later.
You hit the nail on the head, pal.
I don't know about you guys, but I have always had way less secrets than they.
And I smell a dying project from 10 miles away and turn around and tell it to my peers and boss, straight to their faces.
"This is going to fail at stage so-and-so/in x weeks/months time because of a,b, and c.
If we want to prevent this, we have to do x,y and z."
90% of problems I've had along these lines way because of bosses, PMs and whatnot not being honest with me. Or to stupdi/dumb/out of their depth to get a hold on the problem and deliver on their end.
Likewise, every time my PMs and bosses were honest with me, I had their back.
Need politics rather than tech solutions? I'll give you a technical buzzword ridden writeup/analysis that will get you anything.
Need nice and shiny things that move and people can click on? Consider it done.
Need to blow up that boring data with some nifty grafics and impressive spreadsheets? Done.
Need a devils advocate to point out where the problem is? I'll speak up with a techie voice in the grand meeting and all will shush and hear the clarions call.
Need me to pick the hot coals out of the fire with the customers IT dept? No problem, give me a first phone number and I won't stop calling until I got the exact right guy on the other end. And 10 minutes in we'll be the very best buddies.
I'm honest and straight forward, just about always. Be honest with me. If you're not, f*ck you and the horse you rode in on. I'm out and I hope your whole product/project/whatever goes down in a ball of flame. You can use me for politics, but you have to fill me in and I must see where the game is headed. But play me because you think I'm some replacable suit and not the guy actually buidling your actual product and I'm out and I won't have you on any project in any meaningful position ever again - you have proven your incompetence as PM/Boss/CEO.
That's basically the principle I live by doing this IT/development stuff, ever since. I'm the straight forward type, and sometimes people/bosses have taken advantage of that or just didn't catch the drift. But I'm getting better at noticing it.
Lot's of bullshit and stupidity in the web/agency camp, tough space to navigate in the honesty dept. The biggest problem always is when they don't know what they want, but for some bizar reason know when it needs to be finished and how much it may cost. Including a never ending stream of last-minute changes.
So, no, not any real secrets that can sink your business. Actually, more than once my product was mission critical and made the business possible in the first place.
Wow... this wins the thread.
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.
Which, IMHO, is a good thing.
If I did nothing wrong, I want my car to exonerate me.
If it was my fault, then I deserve what I have coming.
He said / she said is a terrible system.
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.
- maintaining a high-traffic quake 3 arena server on company Hardware without anyone noticing
- coming up with elaborate and well worded excuses as to why I don't have time to set up and maintain MS Office 365 and it's groupware mess and have them let the intern/media-communications do it (the poor fellows)
- explaining for the n-th time to the utterly clueless online team and the consultant PMs what the difference between a client and a server is, why versioning is important, that it's not *my* versioning but *our* versioning, why ci is a good idea, why manual ftp and working directly on live is a bad idea
- stareing, day in and day out with awe and amazement at the ultimate shitfest that is WordPresses application architecture and wondering how we as a human race even got this far
I'm in Iceland, yet won't be able to see it. In part because it's cloudy, but mainly because we don't get a real "night" at this time of the year. You'll have a better view of it in the states than up here by the Arctic Circle
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"
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.
Amazing statement about the handling of a vehicle that's not even on the roads yet.
You know, you could try to at least appear unbiased.
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
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.
And when they grab you with those metal claws, you can't break free. Because they're made of metal. And robots are strong.
All I ask is a chance to prove that money can't make me happy.