$10.4 billion of it goes to affected consumers, the rest goes toward environmental mitigation/offsetting the pollution from their vehicles. Does not go to the general fund.

There are so many salvage titled Elises (and Exiges) because the entire front end is a single piece, fiberglass clamshell. If you bang it on anything (parking stop, curb, speed bump, another car, a particularly mean leaf) it breaks, and the car is totaled because the replacement clamshell is over $10k.

Taking off that way (slightly slip clutch and let ECU manage revs to prevent a stall) is better for clutch life than any other method of starting the car form a standstill.

Women have the 800, men have the mile. Both of them are distance races, so it doesn’t really matter. You could flip flop them every other Olympics or something, that might be interesting.

None of those are easy changes. The amount of money required to make those changes is not realistic. The expense and public relations risk for each tire manufacturer is way too high to get 3 or 4 to sign a contract.

The 2017 spec cars will reset every single lap record, so there goes that argument.

All F1 cars already have onboard fire suppression systems, it’s mandated by the FIA. http://www.f1technical.net/features/2514

Dyno would be easier, but you don’t have to have it. For example, to collect the data point at 1500 rpm, the procedure would be as follows:

Yeah, PIWIS/VAGCOM/Durametric have an output that is labeled something like “Engine Torque”. It’s not as accurate as a dyno, but can be used to figure out when the engine is at maximum output at a given rpm.

Dyno would be easier, but you don’t have to have it. For example, to collect the data point at 1500 rpm, the procedure would be as follows:

Porsche/Audi/VAG all have a channel that outputs torque values. You would have to be using PIWIS/VAGCOM/Durametric, and not generic OBD software.

It probably wasn’t done using a dyno. PIWIS/Durametrix provides an “engine torque” measuring block.

How do they plan on getting reinforced carbon-carbon brakes to work on the road? The operating window is something like 600F to 3000F. You'll never see that on the road and the brakes won't work.

The more air you have flowing beneath the car, the more downforce it will create. Fast moving air = low pressure = downforce.

You don't have to give up your car at any point. You can keep it and still get the restitution money (without them buying back your car). If you hired an attorney, I'm not sure what happens from here.

Here’s the thing: should you look behind you to see what you can do to avoid being rear-ended? Of course. Should you prioritize that over avoiding a collision in front of you? Absolutely not. It does you no good to be able to say, “Well, I may have plowed into the back of that truck/moose/loose object on the road, but…

It was more of a rhetorical question. The following driver is responsible for maintaining a safe following distance, and in a panic stop, the primary concern is avoiding the accident from the front, then figuring out what you can do to avoid being rear-ended.

I haven't, because in the small handful of panic stop situations I've been in, I've managed to swerve or use the shoulder specifically for that reason. My point was twofold - 1. In a situation like the one above, the first priority is avoiding the accident in front of you, not worrying about what happens behind you.…

Right, but we're not talking about entering heavy traffic, when you know a sudden slowdown may occur. We're talking about an emergency/panic stop when something unexpected happens, like someone cutting across 4 lanes of traffic, or a moose running out into the road when there are barriers or cars on either side of…

The following vehicle is responsible if they hit you. In an emergency/panic stop situation, you don’t have time to check your rear or side mirrors, you avoid the collision immediately in front of you.