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Ben Jervey from DeSmogBlog writes about how Toyota is "using questionable logic" to claim hybrid vehicles are superior than electric vehicles, when in reality it's only saying that because it decided years ago to invest in gasoline-electric hybrids and fuel cells in the long term instead of battery production. This decision is now coming back to haunt them. From the report: There are at least 12 car companies currently selling an all-electric vehicle in the United States, and Toyota isn't one of them. Despite admitting recently that the Tesla Model 3 alone is responsible for half of Toyota's customer defections in North America -- as Prius drivers transition to all-electric -- the company has been an outspoken laggard in the race to electrification. Now, the company is using questionable logic to attempt to justify its inaction on electrification, claiming that its limited battery capacity better serves the planet by producing gasoline-electric hybrids. For years, Toyota leadership has shunned investment in all-electric cars, laying out a more conservative strategy to "electrify" its fleet -- essentially doubling down on hybrids and plug-in hybrids -- as a bridge to a future generation of hydrogen fuel cell vehicles. As Tesla, Nissan, and GM have led the technological shift to fully battery electric vehicles, Toyota has publicly bashed the prospects of all-electric fleets. (See, for instance, the swipe the company took at plug-in vehicles in this recent Toyota Corolla Hybrid commercial.)

Last week, at the Geneva Auto Show, a Toyota executive provided a curious explanation for the company's refusal to launch a single battery electric vehicle. As Car and Driver reported, Toyota claims that it is limited by battery production capacity and that "Toyota is able to produce enough batteries for 28,000 electric vehicles each year -- or for 1.5 million hybrid cars." In other words, because Toyota has neglected to invest in battery production, it can only produce enough batteries for a trivial number of all-electric vehicles. Due to this self-inflicted capacity shortage, the company is forced to choose between manufacturing 1.5 million hybrids or 28,000 electric cars. Using what Car and Driver called "fuzzy math," the company tried to justify the strategy to forgo electric vehicles (EVs) on environmental grounds. As Toyota explained it, "selling 1.5 million hybrid cars reduces carbon emissions by a third more than selling 28,000 EVs." As for the "fuzzy math," Toyota's calculation "seems to assume that for every hybrid sold, a fully gasoline-powered car would be taken off the road," writes Jervey. "In reality, many Toyota hybrid buyers are replacing a Toyota hybrid. And, based on Toyota's own revelation that they are losing Prius drivers to Tesla, it stands to reason that many Toyota hybrid drivers would jump at the opportunity to transition to an all-electric Toyota."

An anonymous reader quotes a report from Car and Driver: California is taking its first steps toward America's first digital license plate. Using display technology akin to the e-ink used in the Amazon Kindle, a Foster City, California, outfit called Reviver Auto has come up with a digital plate that is now available on a limited basis in California, with the first fleet trial taking place on a fleet of 24 City of Sacramento -- owned Chevrolet Volt cars wearing plates supplied at no cost by Reviver. The new monochrome units -- which were also just rolled out in Dubai -- comply with reflectivity standards and are GPS enabled, allowing owners to track a stolen vehicle or at least its plate.

Owners accustomed to an otherwise-paperless lifestyle will appreciate that, thanks to the Reviver's Rplate Pro, registration can be paid via the internet, assuring that one never has to make a last-minute trip to the DMV's no-appointment Hell Line. It should also be a boon to companies with large fleets. What's more, it's easy to upgrade to a special-interest plate if one chooses to do so.

schwit1 shares a report from Car and Driver: Toyota has not yet decided whether it will bring a car to market that is capable of automated driving in some situations yet still requires a human driver behind a wheel who can take control if needed -- but the automaker, characteristically, is more cautious than many about moving forward with the technology. Citing safety concerns regarding the handoff between self-driving technology and human driver, Kiyotaka Ise, Toyota's chief safety technology officer, said the biggest issue with these kinds of systems is that "there is a limbo for several seconds between machine and human" in incidents when a car prompts a human to retake control if it cannot handle operations. These kinds of systems, defined as Level 3 autonomy by SAE, have divided automakers and tech companies in their approaches to developing cars for the self-driving future. As opposed to Level 2 systems, like Tesla Motors' Autopilot, in which a human driver is expected to keep his or her eyes and attention on the road while a system conducts most aspects of the driving, Level 3 is characterized by the system's claiming responsibility for the driving task when it is enabled. Although Toyota assures us that its researchers are hard at work figuring out the challenges of Level 3 autonomy, it seems like the company could eventually join others moving directly from its current Level 2 system to a Level 4 system. Given the self-driving race has been on for a while, this could put Toyota at a competitive disadvantage, but it's clear engineers at the company care more about getting things right than they do about being first.

An anonymous reader quotes Car and Driver: For automakers, the first bit of bad news is that people seem quite receptive to buying a vehicle from a tech brand such as Apple or Google, according to Capgemini's 17th Cars Online report, which surveyed some 8000 consumers in eight countries... Consumer interest in buying cars from tech brands has grown from 49 percent in its 2015 study to 57 percent in the latest report... There is also the growing popularity of ride-sharing services offered by the likes of Uber and Lyft. Fewer people will feel the need to have their own car if it's easy and inexpensive to order up a cab on their smartphones. Capgemini's survey found that 34 percent of car buyers see ride sharing and related services as a genuine alternative to owning a vehicle.

mknewman writes "Elon Musk intimated that more-powerful batteries could be on the way for the Model S. The most potent battery pack currently offered in the Model S holds 85 kWh of juice, or enough for 265 miles of driving. Musk wasn't terribly specific, however: 'There is the potential for bigger battery packs in the future, but it would probably be maybe next year or something like that. The main focus is . . . how do we reduce the cost per kWh of storage in the battery pack?' In other words, Musk seems less concerned with stronger battery packs than making cheaper battery packs for the upcoming mid-size sedan, which is expected to be unveiled at the 2015 Detroit auto show. 'Our goal is to drop the cost per kWh by 30 percent to 40 percent.'"

Hugh Pickens DOT Com writes "CNN reports that the 600 horsepower Porsche Carrera GT is notoriously difficult to handle, even for professional drivers. Known as the car actor Paul Walker was riding in when he died, there is no suggestion anyone was to blame for Walker's crash but Top Gear's Jeremy Clarkson says drivers are on a 'knife edge' handling the car and described it as 'brutal and savage". 'It is a phenomena — mind blowingly good. Make a mistake — it bites your head off.' Todd Trimble, an exotic car mechanic in Las Vegas, says the Carrera GT is a 'very hard car to drive.' It's (a) pure racer's car. You really need to know what you're doing when you drive them. And a lot of people are learning the hard way.' The sports car has a top speed of 208 mph, a very high-revving V10 engine and more than 600 horsepower says Eddie Alterman, editor-and-chief of Car and Driver magazine. 'This was not a car for novices,' says Alterman. Having the engine in the middle of the car means it's more agile and turns more quickly than a car with the engine in the front or in the rear so it is able to change direction 'very quickly, very much like a race car,' adds Alterman. The Carrera GT is also unusual because it has no electronic stability control which means that it's unforgiving with mistakes. 'Stability control is really good at correcting slides, keeping the car from getting out of shape,' says race car driver Randy Pobst. Alterman concludes that learning to drive a car like a Carrera GT can be extremely tricky. 'Every car is sort of different. And this one, especially since it had such a hair-trigger throttle, because it changed directions so quickly, there is a lot to learn.'"

Hugh Pickens DOT Com writes "CNN reports that the 600 horsepower Porsche Carrera GT is notoriously difficult to handle, even for professional drivers. Known as the car actor Paul Walker was riding in when he died, there is no suggestion anyone was to blame for Walker's crash but Top Gear's Jeremy Clarkson says drivers are on a 'knife edge' handling the car and described it as 'brutal and savage". 'It is a phenomena — mind blowingly good. Make a mistake — it bites your head off.' Todd Trimble, an exotic car mechanic in Las Vegas, says the Carrera GT is a 'very hard car to drive.' It's (a) pure racer's car. You really need to know what you're doing when you drive them. And a lot of people are learning the hard way.' The sports car has a top speed of 208 mph, a very high-revving V10 engine and more than 600 horsepower says Eddie Alterman, editor-and-chief of Car and Driver magazine. 'This was not a car for novices,' says Alterman. Having the engine in the middle of the car means it's more agile and turns more quickly than a car with the engine in the front or in the rear so it is able to change direction 'very quickly, very much like a race car,' adds Alterman. The Carrera GT is also unusual because it has no electronic stability control which means that it's unforgiving with mistakes. 'Stability control is really good at correcting slides, keeping the car from getting out of shape,' says race car driver Randy Pobst. Alterman concludes that learning to drive a car like a Carrera GT can be extremely tricky. 'Every car is sort of different. And this one, especially since it had such a hair-trigger throttle, because it changed directions so quickly, there is a lot to learn.'"

Peter Wayner is no stranger to Slashdot. Not only that, he's written a bunch of books, plus articles for InfoWorld, PC World, the New York Times, and many other publications. Now he's working on a book about Autonomous Cars. Last year Peter wrote an article for Car & Driver about the privacy implications of vehicle recorders. Driverless cars will bring us a whole new set of problems, questions, and -- no doubt -- legislation. We're hoping to have more conversations on this topic (and others) with Peter in the future, so with any luck this video will be the first of a long series. With all that said, take it away, interviewer Timothy Lord... Update: 06/05 21:56 GMT by T : Peter's book is still in progress, but it's got a website, if you'd like an early glance.

Peter Wayner writes: "The novel Paranoia begins with one of the most tantalizing premises I've read in some time. Young Adam Cassidy was just sliding by as a junior product line manager in the router division of Wyatt Telecom, when he discovered that the company wasn't doing much for the retirement of his pal down on the loading dock. So he impersonated the VP of corporate events, faked a few invoices, and booked the same caterer who brought in the steaks and lobster for the executive suite. Alas, Nicholas Wyatt, the CEO, wasn't happy with the steep bill and gave Cassidy a choice of 20 years in prison or life as a corporate spy. In no time, Cassidy decides he's quite willing to go undercover and find out just what the heck is going on the skunk works over at their competitor, Trion." Read on for the rest of Wayner's review. Paranoia author Joseph Finder pages 432 publisher St. Martin's rating 9 reviewer Peter Wayner ISBN 0312319142 summary A fast-paced thriller about a young router engineer who is

It may be hard for anyone who's endured the economic downturn in the computer industry and the ascendance of the DRM lawyers to see the romance of tech, but the computer business continues to be one of the most exciting and explosive corners of the zeitgeist. Fortunes are made and lost in days; products depend upon the synergy of the hackers and the marketeers; and everything turns on the information passed along in IMs, emails and whispers. This world is a rich backdrop for the new thriller by Joe Finder, the spy novelist who set his previous books in the world of the three-letter agencies and the military justice system. This time he's plumbing the depths of corporate politics and industrial espionage with his story of a company racing to deliver the next big Palm Pilot replacement.

The thriller is a reminder that electronic gizmos continue to be a tumultuous and exciting domain where creative people with whip-smart minds can change the company's destiny. I suppose it would be possible to set a similar novel in, say, the auto industry, but it just wouldn't have the same resonance. No engineer, designer, or bright employee is going to make much of a difference at Ford or General Motors. Much of their future is dictated by the cost of medical care for the retired workers and the problems are not about cars qua cars. Producing great cars would be nice, but it's not the main challenge for the companies. At least in Silicon Valley, there can be some direct link between action and reaction. Newton's law still holds.

The beginning of the book is an irresistable hook. Who wouldn't want to throw a party on the corporation's dime?

Many of the elements of Silicon Valley's mythology appear here. There's a boss who keeps stable of young, blonde administrative assistants around. There's another boss who works out of the same size cubicle as everyone else. Secret research labs to develop the next generation of gadgets are locked away in a perimeter guarded by other gadgets that scan eyeballs or examine fingerprints. All of the characters drive slick cars and worry about the quality of their real estate.

As the novel unfolds, Cassidy's allegiance and soul is pulled in a tug-of-war. Who deserves the information he's gathering? Is there right and wrong in corporate espionage? Which company deserves to win?

The novel is similar in tone and structure to John Grisham's The Firm or Michael Crichton's Disclosure, two other novels that mused about the nature of the modern workplace. Finder's characters are richer and better drawn, at least than Grisham's earlier works. The search for the next gadget isn't really the point of Cassidy journey in the labyrinth, it's just an excuse to work through the modern world of corporations and the way they organize people and their creations. The book is not filled with the neo-Marxist questioning of the capitalist system that comes from places like the Baffler , but there are similar themes that echo in the cubicle bins.

This is, of course, because it's a thriller, not some postmodern master's degree thesis. The twists are well-handled, the pacing is good, and the ending may open the doors to debates. I spent some time wondering whether it was the best ending on many different levels. That kind of resolution is something that doesn't come from standard thrillers by people like Tom Clancy or James Paterson. In those books, the author's point of view is as solid and fixed as, say, those opinion shows on Fox TV. Someone's always dying or trying to destroy America in those books and stopping the murder or saving the country is the only possible resolution.

Finder's earlier books delved into the mirror world of espionage and the realm of three-letter agencies. Moscow Club focused on a coup and an assassination in Soviet Russia. Extraordinary Powers explored the possibility that various spy agencies could tap clairvoyance and other extra-sensory powers-- a premise that David Moorhouse later confirmed was very real in his book, Psychic Warrior . The world of covert assassination in Latin America took center stage in High Crimes.

The tone is also much lighter than Finder's early books, with their heavy body count. After watching the movie version of High Crimes, I kept wishing someone would write a nice comedy for Ashley Judd. She deserved it, after the blood and betrayal. This time, death isn't part of the stakes, and this leaves Finder a bit more room to maneuver and play people and allegiances off each other. Cutting down on the raw danger gives him the freedom to build suspense with action and character. The book is really a light-hearted romp through a semi-mythical world where fortunes are huge, dreams are made real through engineering, and everyone drives a slick car. I say "semi-mythical," because despite the downturn, there's still plenty of money in some corners of technology. Will it always be there? Well, that's not the point of this book.

It's worth commending Finder for his insight into the technology world. His background is more in Russian literature and spy things, not in programming. Yet, the tech world he creates is as true to life in Silicon Valley as books like Po Bronson's The First 10 Million is the Hardest and Douglas Coupland's Microserfs. Technology is a wonderful domain for a novelist to work within, and we should be glad he came in from the cold to check it out.

Peter Wayner is the author of 13 thrilling technical books on topics like building secure databases ( Translucent Databases ), steganography ( Disappearing Cryptography ), and stopping cheating ( Policing Online Games ). You can purchase Paranoia from bn.com. Slashdot welcomes readers' book reviews -- to see your own review here, read the book review guidelines, then visit the submission page.

automandc writes "The October dead-tree issue of Popular Science is reporting that the new BMW M3 contains what they are calling the "first automotive easter egg" in its transmission control software. Apparently, the proper combination of commands to the electronically controlled manual transmission will cause the car to rev up to 4000rpm and drop the clutch (premitting burnout, which is normally impossible). According to the article, use of the feature more than 15 times voids the warranty in Eurpoe. Other limitations of the "acceleration-assist" feature are discussed in this Car and Driver article. According to popsci, U.S. laws won't allow the warranty limitation, so the U.S. version of the software only revs to 1500rpm, but dealers will install the european software if you ask. The only other mention I could find on the web is here."