This is critical. Worse still, they might be trying to not be a squeaky wheel for any number of reasons. Giving them attention from higher-ups might not be so positive in their eyes.
I had a similar feeling when I saw the PS2 had a logo on the front that could be rotated if it was in vertical orientation. Really nice thought put into these details.
I thought it was a badge, but then realised it had spikes. Unfortunately the unwanted guest in my Porcupine Tree fought back, and being that this happened on the 14th of February is how I ended up calling this My Bloody Valentine.
When all else fails, there is always a Bullet for My Valentine, luckily it was February, if it was Novembers Doom you would have been in for a Life of Agony with the only way out being a Five Finger Death Punch inside A Perfect Circle. That would have been the Story Of The Year.
Yes, the starters are designed differently. Engine oil really isn't going to have enough time to leave bearing surfaces and the valve train in any significant way. First start of an engine after hours of sitting is where lack of oil is a concern. Priming the fuel pump is for short crank time and start reliability, not reducing engine wear.
The difference is that tuning an IC engine is pushing components into/past its designed safety/mechanical thresholds. Does 'tuning' a Tesla actually do this? If it is designed to perform at this level after paying Tesla, how could they deny warranty coverage with Magnuson-Moss in mind?
Do they bin batteries and parts? Is the price based on a calculation of failure rates and warranty service costs? Or is it just a cash grab? I'm not sure.
The difference is that tuning an IC engine is pushing components into/past its designed safety/mechanical thresholds.
It's not uncommon to find models with a wide range of power outputs but the exact same mechanical parts, and the only difference is the program in the ECU. Before electronics, the difference might be in a few small parts[1]. If you spend long enough staring at parts catalogs you can easily spot such things.
[1] One of the examples that immediately comes to mind is with diesel engines --- you can change the fuel injectors to tune power over a very wide range, limited only by your acceptance of fuel consumption and emissions. All the load-bearing parts of the engine (block, rotating assembly, etc.) are exactly the same: http://forums.aths.org/Attachment20581.aspx
The biggest concern I have with black boxes like this is how its going to interact with updates. Presumably they are intercepting messages on the CAN bus. The CAN bus is fairly easy to crack if you know what you are doing, but it also could change with the software version. The black box has probably hardcoded the message IDs that they are intercepting, but if the messages get reshuffled around in a software update it'll be sending out some data for some random other message which could have safety implications.
This is a good guide for the young aspiring entrepreneur as well as an autobiography. He made a self narrated audio version that I highly recommend. It adds depth to hear his story narrated in his own voice.
I had 3 hard drives (likely) fail because of brownouts regularly occurring at a residence when high-amperage devices kicked on (power tools, air con, hairdryers, etc). The line would drop into the 80-90v range (120vac) which wasn't enough to turn anything off, but you could notice the lights "flicker." After a voltage conditioning UPS was added, haven't had a hdd failure
For situations where a UPS is too expensive or impractical you can also buy pure voltage regulators that use some kind of autotransformer, like the APC Line-R. I worked for an institution for a while that had every laser printer on one, there had been some bad experiences with losing laser printers to overvoltage incidents but they generally draw too much current to go on a UPS. I've also seen them used for A/V equipment.
You would have to know the rolling resistance of the tires, aero load, and the exact amount of horsepower the engine is outputting to the wheels. It is impractical, once you consider engine wear, air density, and probably a few other factors required to get a correct reading.
Assuming all tires are the same, I think this would be most applicable for weight distribution alone, but not really for the weight. For performance applications, distribution is most important
The author also did not ensure the ground was level, which of course would have an effect on the weight distribution.
