1st: Other OEMs learned this lesson the hard way. Selling large blocks of vehicles to the rental car companies, or owning a rental car company outright, is a neat way to move excess inventory; but it kills the residual value for your retail customers. This makes retail leasing more expensive, but it also impacts what…

“Is there any such redundancy in steer by wire?”

And there’s a further reason they abandoned four wheel steering about 20 years ago. It’s expensive and it offers very little advantage over the traditional setup. Maybe 4ws is a plus off-road; but is that much better than torque vectoring and differential braking?

The rental car business model has them selling their vehicles at certain miles/age to keep their fleets ‘fresh’; and their business model depends on knowing the residual value of the vehicle when they take it out of the fleet. You’re not going to rent from a company that has a fleet of 5-6 year old, 100k+ mile…

I hedged that because I don’t know, and I don’t think there’s objective data to support or disprove the statement. But that’s not the point of my comment, or the NHTSA investigation.

I’m not sure comparing vehicles with active driver assistance against vehicles without any driver assisstance is the right metric; when the goal is to determine if a particular ADAS implementation is better or worse than industry standard.

That’s not the headlamps indicator; that’s the park/position lamps indicator.

GM moving to the Renaissance Center is a very good use of resources.

“The actual sign was installed along I-94 in Southwest Detroit, fairly close to where trucks cross the Ambassador bridge into and out of Canada.”

“If you are five minutes early, you are already ten minutes late.”

That condensation looks like it’s on the inside of the windshield. If it is, that’s not good news.

Here’s a snip from the Reuter’s article:

There’s upside and downside to fleet driver, opens new tab, monitoring. It provides a certain ammount of protection for the employee, opens new tab, as much as a panopticon, opens new tab, for the employer.

I don’t think she would have needed to go super fast into the pond. Most cars float - at least for a bit. She could have backed up enough to float the back end. If it was a single motor, there’s no drive wheel contact; or maybe there was enough car floating to lose traction to the front, too. Shift into drive, churn…

Ballpark a semi tire contact patch at 40 square inches. That 18,000lb per axle is 4,500 lbs per tire, or 112.5 lbs per square inch on the road surface.

I have two hot takes:

A correction: The fourth power law requires weight per axle, so the 5000lb ev is really 2500lb per axle. it’s really the truck does 268738% of the damage of the EV.

In Michigan, the weight limit semi is 18,000 lbs per axle. Sure, the EV does 240% of the damage an equivelent ICE vehicle; but that’s buried in the noise floor of a fully loaded semi doing 16796% of the damage of the 5000lb EV.

A few more details would really help make sense of the numbers. The grants include purchase of new buses (~US$250k-$350k per) and installation of level 2 charging at the bus depot.

“She was later released on $40 bail (yes, you read that right)“