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Comment Re:It's madness that this is not the default. (Score 1) 750

Sorry, when I say "cut power to the engine" I mean cut the power from the engine, i.e., the link between the engine and wheels. Also, to clarify, the instruction was to stamp the brake as a first priority and, having started to apply maximum force, hit the clutch with the other foot. The optimal solution is to hit both together, but this introduces additional thinking time.

Comment It's madness that this is not the default. (Score 1) 750

When I discovered the existence of automatic transmissions as a child (we Europeans primarily use the more efficient manual transmission), I asked how it stopped the engine from stalling when the brake pedal was applied. My father told me that the brake pedal was also connected to a clutch. This would obviously cut power to the engine when the brake was in use.

The force from an idling 1580cc turbodiesel, even without a stuck accelerator, extended the emergency stop distance of my learner car by a non-negligible distance, at least a couple of metres. This is why my driving lessons included engaging the clutch after the brake when performing emergency stops.

Now I have recently learned from Slashdot that, seemingly, in most automatics the brake pedal doesn't even cut the throttle. Given that many automatic cars in the US seem to be connected to 3000cc six-cylinder behemoths, I am sure this worsens the stopping distance for those cars a great deal more than a couple of metres. How many people has this particular design flaw killed over the last fifty-odd years?

Comment Re:History... (Score 1) 1190

We've dramatically cleaned up our environment, achieved energy independence, freed ourselves from the political constraints of fossil fuels and massively bolstered our economy with a whole new class of green businesses.

What planet do you live on? I'll take the next hyper-shuttle there.

Comment Re:American cars.... (Score 1) 378

It doesn't "start up" like a fossil-powered car. The motor idles at 0 rpm, rotating only to drive the wheels. Further, on similar cars (Volvo S80, etc) the doors will re-lock when you move away from them, and the car won't be driveable for very long without the key inside it either. I imagine the makers of this car, having previously engineered a virtually brand-new powertrain, will be able to properly implement keyless entry.

Comment Re:profiles vs fast user switching (Score 4, Informative) 326

I honeslty don't know when exactly Linux added the feature to let you swap desktops easily.

That would be about 1965, or whenever it was that UNIX was conceived. UNIX has had the capacity to support thousands of users simultaneously since the beginning of time (literally). When X appeared in the late 80s, very little changed in this regard.

Since Windows 95, Microsoft has been trying very very hard to add sensible multi-user facilities to Windows. The fact that consumer releases prior to XP were unable to prevent users logging in without a password, let alone prevent users from having full write access to each others' files, is perhaps irrelevant considering those users each had permission to delete the Windows kernel as well.

The NT kernel supplied XP with the capacity to handle multiple users securely and XP introduced fast user switching, but the damage was done --- most of the apps available by that point had to be run as root, and the attempt to bring the system a tiny fraction further along its long journey to UNIX-level user security was one of the more significant nails in Vista's coffin.

I reckon MS will eventually (too late) do what Apple did (also too late) and replace the entire thing with a bastard UNIX system running the shell from the previous system, and provide a compatibility layer. Indeed, it might be the only way to save it. Meanwhile, Wine continues to make it increasingly obsolete.

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