I would occasionally buy a front clip if I could get one and steal parts from it.
I know the owners would prefer that not be done, but fuck them. I was there to save money, not to buy them brand new parts. And yes, I know precisely how stupid expensive OEM parts are. Once it's all painted they didn't know the difference.
And lastly, yes, at this price point it's going to be a constructive total because the owners want it that way, but what if it isn't and can't be written as such? Then we fight through the repair and we're back to the LKQ parts and shit. We end up arguing with the shop who acts as the middleman for the owner, the car sits on the lot for weeks or months and everyone is pissed. The shop gets its exorbitant labor rate and the owner gets shafted.
The stuff in front of the block is gone already in a hard hit. Presumed that the rad support was heavily damaged before we worry about the block.
Relevance is measured in eyeballs, not subscribers. Back in the days when I was riding the train into the city, you could tell the serious people from the unserious ones by what paper they were reading. With online, it's word of mouth, not the paper you see people with.
It's a long term death sentence to put up a paywall.
Body shops do mechanical repairs but mechanical repair shops don't do body work. Body shops have a bigger liability issue, since they are essentially custom reconstructing the car after significant damage.
Blocks can be recovered from some pretty hard hits. Might need to replace the mounts, pulleys and extraneous gear, but the block is rarely damaged. A battery takes any physical damage and it's done. You can play games with the placement all you want. I can still figure out a way to hit it.
Gas tanks being placed (generally) rear between the frame rails do not prevent fires. I don't know why you're so convinced those batteries are immune from harm. That cage is just a name. People get smeared against their steering wheels all the time by a sufficiently hard hit from the rear. Never mind T-bones.
I'm thinking of one Honda CRX from back in the 90s where the person was standing on the brakes at a red light and a tractor-trailer unit with the driver asleep (or on meth or whatever) rear-ends the vehicle at above posted speed. I suppose the nature of the hit militated against her releasing the brake. The cops flatbedded it into their warehouse (this was in Morris County, NJ) for evidence. I got to look at it 3 days after the hit. It was a half car. The front seats were into the firewall and they'd used the jaws to cut the woman out from the driver's seat. for what good it did her. She died at the scene.
That car didn't burn, but I suspect the reason why was that the gas drained out quick due to the gas tank being crushed quickly.
Anyway that was one vivid example I remember. There are thousands of others. I saw so many burn jobs that they all blend together. The crispy flesh on the edges of the charred seat, with a human-shaped unburnt upholstery image. The coppery smell mixed with burned hair...never leaves you. I think my dad used to stick me with those on purpose. Yecch.
You haven't seen as many hits as I have, guaranteed. I don't have all my old pictures, but you'd be surprised the kind of hits people walk away from. You also aren't anticipating weird losses that I am. I've seen entire undercarriages torn off, including the rocker panels. It is true that I would always try to constructively total a vehicle that suffered this kind of harm, but the insurance company still pays out on a total loss and it doesn't make the repair figure any less if they don't repair it.
The body shop would pull the Tesla back into alignment itself. It's unibody construction so this can be done. However, pulling aluminum parts runs a big risk of cracking them, so you'd have to be very careful while doing it and do dye tests and crap like that. Otherwise, you have to just entirely replace parts (another reason fixing a Model S, for instance, would be very expensive).
The shop would measure it out and make sure it met original specs, replace suspension parts and other mechanical stuff, and reconstitute the electric drive train (if necessary). They'd also replace wiring harnesses rather than futz with it like on another car (a nod to the issues with the computer control). The shop would install sensors, too. They'd feel comfortable with that - it's a wear item.
When it came time to verify the computers, then it would go to the Tesla dealer.
The truth of the matter is that if you had one, and you wanted it repaired, you'd probably deal with a shop that works with the local Tesla dealer and pay the exorbitant labor rate, same as you would with an expensive German car, let's say. Thereby having a chance of having a good working vehicle at the end.
There are probably a _lot_ of "constructive total losses" of Teslas for this reason. It's a nightmare - I just did some reading about it and I wouldn't want to write the ticket on this. I did that job for years and my dad did it his whole life. You'd send the guy who didn't mind writing 5 supplementals and going over the vehicle inch by inch with the shop owner.
Create a high priced performance car and duh, people drive fast with it.
Have short production runs and, post-collision:
1) No used parts to pick, no clips to cut off of prior wrecks, etc 2) OEM parts are expensive! 3) Batteries aren't going to hold up well in a crash, not as well as an engine block at least.
So yeah, of course they cost a lot to repair. I expect that the crash guides for a Tesla aren't as complete as the ones for major automakers, either, so there probably is a lot of time spent on the phone calling Tesla to find the whatzit that connects part B35 with B37. This kind of thing is very common with truck body repairs, but not so common with cars nowadays. It definitely makes estimating and repairing harder. As with trucks, some custom fabrication may be required (?) just a guess. I question whether they have a SKU for every single part in their car.
Then again, I expect a lot of people buying a Tesla probably don't anticipate all of this because they don't know the business.
It's not fear, it's the license to troll. With a gazillion sock puppet accounts, those with no life have the advantage. The shitbags deserve the incessant trolling and didn't play nice, so here we are.
I was checking price on an Uber and installed the app for the first time. I ended up using a regular car service because the price differential wasn't enough to overcome the "who knows who is coming to pick me up" issue. So now my phone is fingerprinted, great.
I would love to hear the explanation of how a general purpose language would protect you against attacks like that, clearly called out in the article.
You're doing the snowflake thing, blaming everyone else for the coders' incompetence and unsuitability for the job. Some dweeb wrote a tutorial and because it's not ready to be cut and pasted into production code, that's the tutorial writer's fault.
I'm just not obsessed with racial guilt because it's bullshit.
All groups take advantage of their hegemony. Feeling guilty about it is just being stupid. I 100% guarantee you the next hegemons won't give two shits about whatever guilt they should feel about oppressing you. Or me.
Well, that's one way of looking at it. Another way is that black people do a lot more murder on a per capita basis. As it turns out, the chances of getting killed by a white guy are less for a black person than the reverse. Which is indicative of the overall murder rate in the black community being several times (something like 5+ times) what it is amongst whites.
I agree with you. People say a lot of stupid things when they are drunk. But let's not let any opportunity to blame Trump go to waste, right?
And Leftists wonder why they are getting tuned out.
500 white people are killed by blacks every year and 200 blacks are killed by whites every year. One group is 70% of the country, the other is 13% of the country. I notice the same people whining about this event aren't paying attention to those statistics. A couple people assuredly died in interracial murders since that story broke.
But this one drunken fight in Kansas - we have no idea what was actually said and what provoked this - is somehow more significant.
A lot of times, bad MTU settings are the problem with a sat link. The problem is simply stated: GRE tunnels are common on such links, and a GRE tunnel will encapsulate each packet and add a 16 byte header. Since the modems usually only permit a 1500 byte MTU, this means the maximum packet size you can get through the GRE tunnel will be 1484 bytes long, inclusive of header. If someone sends out a packet that is maximum size for a 1500 byte MTU, and sets the DF (Don't Fragment) bit, when the packet hits this GRE tunnel it will be dropped. This happens frequently with bad SSL implementations.
This is only one version of MTU problems with sat links. There are others.
The problem with a satellite connection is not precisely related to latency but rather to jitter, the large differences in latency from one packet to the next. This happens as a result of rain fade, or a poorly engineered link to your transponder on the bird, or a variety of other more infrequent issues.
You can (and should) up your TCP timeout values from the default 3 seconds on a satellite connection, and adjust the http keep-alive timeout, etc, but a lot of times this just means you wait longer to be told when the connection fails.
The solution is a combination of caching, compression, and a performance enhancing proxy or PEP. The PEP does TCP spoofing, basically faking the acknowledgements to speed up the transmission of packets. Compression is similar to the MNP5/v.42bis stuff from modem days applied to a satellite connection. Caching is basically Squid. A lot of PEPs combine all three functions into one - Riverbed is a really good example, though i've worked with pretty much every vendor and they all do the same stuff, with differences in ease of use and efficency.
Implement the timeout fixes, implement a good PEP with all three of the ingredients noted, and make sure the connection is dialed in well with a good shot (line of sight) without physical impediments like trees, buildings, and most importantly microwave interference, and you should have a fairly reliable internet connection. You will still take hits, but you can look at the front of the satellite modem and see that is happening if it's an iDirect or something similar.
Bottom line though is that unless you are taking hits, you should be able to set up downloads of a lot of images and never see a timeout.
- someone who has spent a lot of time doing this (and living off sat connections) in awful places in the world
Slashdot Mirror
I would occasionally buy a front clip if I could get one and steal parts from it.
I know the owners would prefer that not be done, but fuck them. I was there to save money, not to buy them brand new parts. And yes, I know precisely how stupid expensive OEM parts are. Once it's all painted they didn't know the difference.
And lastly, yes, at this price point it's going to be a constructive total because the owners want it that way, but what if it isn't and can't be written as such? Then we fight through the repair and we're back to the LKQ parts and shit. We end up arguing with the shop who acts as the middleman for the owner, the car sits on the lot for weeks or months and everyone is pissed. The shop gets its exorbitant labor rate and the owner gets shafted.
The stuff in front of the block is gone already in a hard hit. Presumed that the rad support was heavily damaged before we worry about the block.
I disagree.
Relevance is measured in eyeballs, not subscribers. Back in the days when I was riding the train into the city, you could tell the serious people from the unserious ones by what paper they were reading. With online, it's word of mouth, not the paper you see people with.
It's a long term death sentence to put up a paywall.
I'd like to clear up something here.
Mechanical repairs != body shop
Body shops do mechanical repairs but mechanical repair shops don't do body work.
Body shops have a bigger liability issue, since they are essentially custom reconstructing the car after significant damage.
That point was getting ultra fuzzy here.
Blocks can be recovered from some pretty hard hits. Might need to replace the mounts, pulleys and extraneous gear, but the block is rarely damaged. A battery takes any physical damage and it's done. You can play games with the placement all you want. I can still figure out a way to hit it.
Gas tanks being placed (generally) rear between the frame rails do not prevent fires. I don't know why you're so convinced those batteries are immune from harm. That cage is just a name. People get smeared against their steering wheels all the time by a sufficiently hard hit from the rear. Never mind T-bones.
I'm thinking of one Honda CRX from back in the 90s where the person was standing on the brakes at a red light and a tractor-trailer unit with the driver asleep (or on meth or whatever) rear-ends the vehicle at above posted speed. I suppose the nature of the hit militated against her releasing the brake. The cops flatbedded it into their warehouse (this was in Morris County, NJ) for evidence. I got to look at it 3 days after the hit. It was a half car. The front seats were into the firewall and they'd used the jaws to cut the woman out from the driver's seat. for what good it did her. She died at the scene.
That car didn't burn, but I suspect the reason why was that the gas drained out quick due to the gas tank being crushed quickly.
Anyway that was one vivid example I remember. There are thousands of others. I saw so many burn jobs that they all blend together. The crispy flesh on the edges of the charred seat, with a human-shaped unburnt upholstery image. The coppery smell mixed with burned hair...never leaves you. I think my dad used to stick me with those on purpose. Yecch.
You haven't seen as many hits as I have, guaranteed. I don't have all my old pictures, but you'd be surprised the kind of hits people walk away from. You also aren't anticipating weird losses that I am. I've seen entire undercarriages torn off, including the rocker panels. It is true that I would always try to constructively total a vehicle that suffered this kind of harm, but the insurance company still pays out on a total loss and it doesn't make the repair figure any less if they don't repair it.
It would probably work like this:
The body shop would pull the Tesla back into alignment itself. It's unibody construction so this can be done. However, pulling aluminum parts runs a big risk of cracking them, so you'd have to be very careful while doing it and do dye tests and crap like that. Otherwise, you have to just entirely replace parts (another reason fixing a Model S, for instance, would be very expensive).
The shop would measure it out and make sure it met original specs, replace suspension parts and other mechanical stuff, and reconstitute the electric drive train (if necessary). They'd also replace wiring harnesses rather than futz with it like on another car (a nod to the issues with the computer control). The shop would install sensors, too. They'd feel comfortable with that - it's a wear item.
When it came time to verify the computers, then it would go to the Tesla dealer.
The truth of the matter is that if you had one, and you wanted it repaired, you'd probably deal with a shop that works with the local Tesla dealer and pay the exorbitant labor rate, same as you would with an expensive German car, let's say. Thereby having a chance of having a good working vehicle at the end.
There are probably a _lot_ of "constructive total losses" of Teslas for this reason. It's a nightmare - I just did some reading about it and I wouldn't want to write the ticket on this. I did that job for years and my dad did it his whole life. You'd send the guy who didn't mind writing 5 supplementals and going over the vehicle inch by inch with the shop owner.
Create a high priced performance car and duh, people drive fast with it.
Have short production runs and, post-collision:
1) No used parts to pick, no clips to cut off of prior wrecks, etc
2) OEM parts are expensive!
3) Batteries aren't going to hold up well in a crash, not as well as an engine block at least.
So yeah, of course they cost a lot to repair. I expect that the crash guides for a Tesla aren't as complete as the ones for major automakers, either, so there probably is a lot of time spent on the phone calling Tesla to find the whatzit that connects part B35 with B37. This kind of thing is very common with truck body repairs, but not so common with cars nowadays. It definitely makes estimating and repairing harder. As with trucks, some custom fabrication may be required (?) just a guess. I question whether they have a SKU for every single part in their car.
Then again, I expect a lot of people buying a Tesla probably don't anticipate all of this because they don't know the business.
It's not fear, it's the license to troll. With a gazillion sock puppet accounts, those with no life have the advantage. The shitbags deserve the incessant trolling and didn't play nice, so here we are.
I was checking price on an Uber and installed the app for the first time. I ended up using a regular car service because the price differential wasn't enough to overcome the "who knows who is coming to pick me up" issue. So now my phone is fingerprinted, great.
I would love to hear the explanation of how a general purpose language would protect you against attacks like that, clearly called out in the article.
You're doing the snowflake thing, blaming everyone else for the coders' incompetence and unsuitability for the job. Some dweeb wrote a tutorial and because it's not ready to be cut and pasted into production code, that's the tutorial writer's fault.
NB: Not everyone can code.
Can't even name their own city what they want, instead have to stick with a colonialist name devised by their overlords.
The name was changed 22 years ago...
I have DC2000 tapes from 1992 that I can still read.
I'm just not obsessed with racial guilt because it's bullshit.
All groups take advantage of their hegemony. Feeling guilty about it is just being stupid. I 100% guarantee you the next hegemons won't give two shits about whatever guilt they should feel about oppressing you. Or me.
Go back to your fake news...MSNBC? CNN? whatever floats your boat.
Well, that's one way of looking at it. Another way is that black people do a lot more murder on a per capita basis. As it turns out, the chances of getting killed by a white guy are less for a black person than the reverse. Which is indicative of the overall murder rate in the black community being several times (something like 5+ times) what it is amongst whites.
Some source data
Anyway paying undue attention to a single person amongst the 6k or so that are going to die this year is politically motivated, as usual.
Are you part of the 18% or so that do? Really...
You can do your own research.
I agree with you. People say a lot of stupid things when they are drunk. But let's not let any opportunity to blame Trump go to waste, right?
And Leftists wonder why they are getting tuned out.
500 white people are killed by blacks every year and 200 blacks are killed by whites every year. One group is 70% of the country, the other is 13% of the country. I notice the same people whining about this event aren't paying attention to those statistics. A couple people assuredly died in interracial murders since that story broke.
But this one drunken fight in Kansas - we have no idea what was actually said and what provoked this - is somehow more significant.
A lot of times, bad MTU settings are the problem with a sat link. The problem is simply stated: GRE tunnels are common on such links, and a GRE tunnel will encapsulate each packet and add a 16 byte header. Since the modems usually only permit a 1500 byte MTU, this means the maximum packet size you can get through the GRE tunnel will be 1484 bytes long, inclusive of header. If someone sends out a packet that is maximum size for a 1500 byte MTU, and sets the DF (Don't Fragment) bit, when the packet hits this GRE tunnel it will be dropped. This happens frequently with bad SSL implementations.
This is only one version of MTU problems with sat links. There are others.
The problem with a satellite connection is not precisely related to latency but rather to jitter, the large differences in latency from one packet to the next. This happens as a result of rain fade, or a poorly engineered link to your transponder on the bird, or a variety of other more infrequent issues.
You can (and should) up your TCP timeout values from the default 3 seconds on a satellite connection, and adjust the http keep-alive timeout, etc, but a lot of times this just means you wait longer to be told when the connection fails.
The solution is a combination of caching, compression, and a performance enhancing proxy or PEP. The PEP does TCP spoofing, basically faking the acknowledgements to speed up the transmission of packets. Compression is similar to the MNP5/v.42bis stuff from modem days applied to a satellite connection. Caching is basically Squid. A lot of PEPs combine all three functions into one - Riverbed is a really good example, though i've worked with pretty much every vendor and they all do the same stuff, with differences in ease of use and efficency.
Implement the timeout fixes, implement a good PEP with all three of the ingredients noted, and make sure the connection is dialed in well with a good shot (line of sight) without physical impediments like trees, buildings, and most importantly microwave interference, and you should have a fairly reliable internet connection. You will still take hits, but you can look at the front of the satellite modem and see that is happening if it's an iDirect or something similar.
Bottom line though is that unless you are taking hits, you should be able to set up downloads of a lot of images and never see a timeout.
- someone who has spent a lot of time doing this (and living off sat connections) in awful places in the world
That you are a pussy? We already knew that...
But the feminized SJWs here think that being whiny bitches about a magazine is their path to getting laid.
Bad news, losers, it doesn't work.
Twitter doesn't do government services and they'll be out of business shortly. Also, their leader is a left wing ideologue.
The rest of the companies would gladly take on the work. This surprises you how?
Did you somehow think that your ideology was going to keep on preventing people from working with Trump without political power? Think again.
Sure, I saw all the interviews Obama where sat down with the American Spectator and Breitbart.