Nissan chose not to give it a rating because in this country we expect to tow heavy loads, not just lawn tractors or pedal boats, and they were afraid that someone would tow something heavy with it and they would wind up in court over it. Literally every other vehicle they sold in 2008 was rated for towing including the minivan.

The '24 F150 will tow up to 13,500 lb (SuperCrew, 6.5â box, 4Ã--4, 3.5L) and all models will tow at least 8,200 lb. And that's just the least of the F-Series, but it is the world's most popular vehicle if you add up all the models so it's the obvious example...

If you want to tow around a big boat or a decently-sized travel trailer, your tiny compact won't do that. Neither will mine, for that matter — I have a 2008 Versa with a 1.8l gas engine and 132 bhp, with no avowed tow rating at all in this country. Supposedly in other markets it's rated for 1323 lb without trailer brakes, or 2204 lb with.

Excuse me, in 1969. You'd think I would at least manage to get that detail in there.

For your personal vehicle it is theoretically still possible to pass emissions with a mechanical diesel, and in a few regions you do not have recurring testing at all for light vehicles. Vehicles with diesels with Bosch M, MW, or P pumps can be (or be retrofit) to have a manual fuel cut, and can be roll or tow started if the transmission and situation allow.

One obvious thing to do with it is make hydrogen. Then you can use the hydrogen to provide power for peak periods later. Storing hydrogen isn't so bad when it's remote and stationary and you can have a large fuel tank because you're not trying to cram it up underneath a car.

The US and Japan have historically traded off who has the strictest crash safety standards, and Europe has been #3. The US was (recently) the first to mandate a partial offset test for example, which itself caused a lot of Euro vehicles to fail and require some significant reinforcement, and more than a few US vehicles too.

We need a more graduated license system. Even California will let me drive an RV that literally weighs 10 tons on a basic class C, when arguably you shouldn't even be allowed to drive a Brodozer without proving that you are more responsible than is required to drive a jellybean econobox.

That was hard back when GPU memory was severely limited. Now you can use triple buffering.

Yeah, too bad the Wayland devs didn't actually set X up to use the security stuff that's built into it instead of creating a system where you need an external component to pass keypresses between applications when you want to.

Right, that's why Wayland performance and X11 performance are basically equal. They both use a compositor model today.

X isn't really the problem that people think it is. Wayland doesn't give better performance than X because modern applications are connected to X in much the same way that they are connected to Wayland. Everything is composited and the scary (old, ugly, baroque, whatever) parts of X are only used by legacy applications, but they are there when you need them. Maybe updating, maintaining, and securing those old pieces of X is unrealistic, I could kind of see that. But I have a really hard time believing that it was physically impossible to get more mileage out of doing that than creating Wayland, which still doesn't do everything X does.

It should have been obvious in when the 240Z gave the same performance as the Corvette for half the price that the Japanese were going to dominate.

Now here we are with only China offering affordable EVs...

Most vehicles since the early eighties have carburetors with electronic mixture control, yes also for emissions reasons. This means that they will never run right without a new carb. Anything newer than the mid seventies also has electronic ignition, so even it will need to be retrofit with an older distributor with points (usually possible, because most of those vehicles had engines designed in the sixties with emissions equipment added to them in the late seventies) if you want it to be secured against future EMPs. The vehicles that are still around in even detectable quantities that will not need anything done to them are mostly VW bugs and classic pickups.

On the other hand, some testing has been done, and cars are probably going to fare relatively well in an EMP because everything is multiply shielded except the wires themselves (and even a few of them are.) Only a percentage of them will be destroyed by it, and none of them permanently except for those which crash. And vehicles which are running are actually the most resistant to an EMP, although they are also more likely to be in motion and then be involved in an inconvenient and unplanned sudden stop.

Pretty good article: https://theprepared.com/blog/c...

Propellant is fairly well defined. It is expelled and/or expanded in order to impart thrust.

Reaction (or "working") mass is also fairly well defined, it is the mass against which one works to produce acceleration, propellant being one common reaction mass.

The big question to me doesn't have to do with repulsive forces, we can understand those are working by spending energy to push against stuff so we arguably kind of understand that. It's how and why does gravity work. Its range is infinite, and it is ostensibly powered by the separation of matter at the big bang — the energy that's got to be coming out of it was put into it at the beginning of everything which is itself a whole series of other questions. But WHY do masses want to converge? We can observe it happening, we can measure it, we can predict it, but we can't interfere with it (except by manipulating masses) and we can't detect the transmission of the force (I guess those last two things are the same thing.)

I'm not sure that's exactly right.

Obviously in order to have changes in motion you have to be pushing against something, and/or being pulled towards something, that's not at all what I'm objecting to.

But you don't have to have a stationary background of stuff to push on. That stuff can also be dynamic, as in your propeller example.

Dark matter doesn't work if it doesn't have mass, because then it doesn't explain the stuff it's supposed to be doing. So if you were (as you say, completely hypothetically) pushing against dark matter, A) it would pretty much have to have mass if it wasn't somehow static (in relation to what?) and B) you could be moving it around. But then THAT should be detectable by some means, because again in this scenario it has mass.

I'd love to be wrong about this being BS, some new physics would be welcome at this point.

Skill issue. Write comment, use preview button, proofread, click submit.

At a simple business with simple goods you could do the work with a calculator. But you wouldn't have a mechanical one of those, either. At any more complex business the register is doing additional calculations which you wouldn't expect a cashier to do. And it's not realistic to expect cashiers to tabulate costs for dozens of items. It's very easy to get errors. The customer also has a right to a receipt, so those will have to be hand written. For more than a handful of items, all of this work makes a register a necessity, which is why we've been using them literally since before we had ubiquitous electricity.

Qwest no longer exists, they were bought out by CenturyLink after the CEO refused to allow the NSA to install a tap and was done for insider trading on a bullshit pretext and even denied bail. Qwest WAS the result of an insider deal, but not insider trading; the founder Philip Anschutz owned Southern Pacific Transportation Company (think Southern Pacific Railways) and he set up the arrangement of burying fiber with special railcars along the Southern Pacific line. This enabled Qwest to lay the first coast to coast fiber installed in over a decade.

You can blame CenturyLink and the federal panopticon for your Qwest woes.