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News articles from www.manipurhub.com

NOTE: The manipurhub.com website no longer exists. News articles till May 2013 are archived.

Your Tesla does not symbolize wealth.

If anything, it makes you wonder. I laugh when people try to impress me with their Tesla or more luxurious cars and think, “Does your financial portfolio look as good as your car?”. I realized early in life that cars don’t equate to wealth, if at all, they are liabilities because they usually don’t get […]

If anything, it makes you wonder.

I laugh when people try to impress me with their Tesla or more luxurious cars and think, “Does your financial portfolio look as good as your car?”.

I realized early in life that cars don’t equate to wealth, if at all, they are liabilities because they usually don’t get paid off.

So what is wealth?

It is different for everyone.

But the following definition can be given: how much time you can afford to spend without physical effort. In other words, how long do you have money? If you lose your main income or stop working, how long can you comfortably exist without work?

A great many people will not be able to answer this question positively because losing a job or income will maximize their financial anxiety because they have too many financial ties (e.g., student loans, car loans, personal loans, credit cards, mortgages, etc.).

An auto loan is a prison of sorts.

According to Bankrate, the average monthly payment for a new car is $729. The average monthly payment for used cars is $528. 40.72% of cars financed in the second quarter of 2023 were new.

If you have an auto loan, you will likely be paying between $500 and $1,000 each month. You have to bring in something to cover those costs.

Years ago, I quit my job without having another one. I was not stressed in the slightest. My partner was more stressed than I was, but I didn’t understand why (at least I didn’t then, but I do now, and that’s a topic for another article).

Here’s why I wasn’t stressed:

  • I had an emergency fund.
  • I had no debt – that’s right, I had no car debt.
  • And I still had no problem paying my share of housing costs.

    • I was in the gold reserve.

    Cars are major status symbols.

    Since cars have become status symbols, too many people are willing to sacrifice their financial well-being to drive “nice.”

    Forgetting about their financial future, people care more about how they look in front of strangers because it makes them feel better about themselves – even if their existence depends on what they have saved financially.

    People are more likely to pay a car bill than they are to invest in a car, which is incredible.

    Metal is what matters most to many people, not financial freedom.

    What is more important than the car you drive.

    Questions you should always think about if you want to deviate from the broke norms of society:

  • Do you have an emergency fund and how many months can you survive without a job?
  • How much money have you put into investments and are you reaching your goals?
  • How much debt do you have and what is your plan to pay it off?
  • How long can you survive without a job?

    • Before buying a car.

    Teslas are cool. Who knows, maybe I’ll buy one for myself.

    But I will always negotiate my terms before buying a car:

  • I will never sacrifice my financial situation or wealth for a car.
  • I will always make sure I can buy a car with cash – even if I get a car loan. There is no reason to go into debt for a piece of metal.
  • I will never buy a car just because it is popular or because it is a must buy. I have to really love and purchase a car because I genuinely want it. It’s not a prize to brag about, it’s for me. I will never go into debt to buy a new car again.

    • Get my free ebooks here.

    This article is for informational purposes only. It should not be considered financial or legal advice. Not all information will be accurate. Consult a financial professional before making important financial decisions.

    Read more / Original news source: https://manipurhub.com/your-tesla-does-not-symbolize-wealth-145/

    You only buy a Cayman because you can’t afford a 911. Do you?

    “This is your car, sir,” said the salesman at the car dealership. “Really?” – replied my friend (and soon-to-be owner of a red 2006 Porsche Cayman S) in a surprised tone of voice because the car looked like new, not an 11-year-old with 67,000 on the clock. “But it’s not orange,” he whispered to me. […]

    “This is your car, sir,” said the salesman at the car dealership.

    “Really?” – replied my friend (and soon-to-be owner of a red 2006 Porsche Cayman S) in a surprised tone of voice because the car looked like new, not an 11-year-old with 67,000 on the clock.

    “But it’s not orange,” he whispered to me.

    “Yeah, that’s what I thought. Orange from the sun, that’s what it looked like in the picture.” I replied.

    Buying a car “by eye” is not recommended.

    But when there are so few options available, and if you want a manual transmission, you probably need to act fast. Nevertheless, red and beautifully prepared at the dealership, my friend’s new car looked spectacular.

    Arriving at the Porsche center in Brisbane to inspect his new wheels for the first time was still exciting. For him, yes. For me, not so much. After all, it wasn’t my earnings flying out the window. I was more interested in watching him climb into the thing. With him being almost six foot five and the car barely 1300mm tall, it never occurred to him that he might not fit.

    But he did, and with plenty of headroom.

    Flat Six Boxer idiosyncrasy.

    I almost raised my hand like a schoolboy trying to get the teacher’s attention.

    “Flat six-cylinder horizontally opposed boxer,” he said, before continuing, “meaning oil is constantly lubricating all cylinders and valves. Unlike a straight or V6 where the oil is at the bottom of the cylinder. So while it helps reduce wear, oil can seep through the seals if left idling for a while. So don’t be alarmed if you see a trickle of smoke when you turn on the ignition. It happens.”

    “But can’t that indicate premature cylinder wear?” I asked, eager to please.

    “Yes, it can, but it’s usually noticeable on cars that are rarely used. So you drive it. He likes it. And drive it more.”

    My friend and I exchanged a look. A look that said we liked his Arrow.


    To chip or not to chip?

    He showed us the neat little drawers and storage compartments, how the backlight works, and how to get the most out of the screen built into the dashboard. You’d think that spending sixteen grand on optional extras would include engine chipping or perhaps a shiny exhaust. But this was not the case as the previous, clearly discerning, owner had other ideas.

    His focus was on the areas that Cayman buyers complained about most: the appearance of the wheels, the slipperiness of the seats, and the size of the steering wheel, which is obtrusive enough to catch your knee when you press the clutch. He wisely opted for black 19-inch wheels, premium sport seats and a smaller, slimmer, leather-wrapped steering wheel reminiscent of the ’70s, but only in the best way. And the car is immediately better because of them.

    But how does it sound?

    After we listened to the throaty sound of the new Panamera while waiting for documents to be signed, the rather ordinary-sounding ticking of the “six” was somewhat disappointing. It seemed no more impressive than, say, a Toyota GT 86. But it is worth to drive on a highway and to exceed a mark of 3000, as everything changes. The kickback in every gear, even in sixth, makes you grin from ear to ear. The noise of normal intake continuously increases up to the red line and, as for me, is not inferior to the roar of V8.

    And for the driver.

    Porsche has placed the digital speedometer in the center of the dials, however, and it’s the only gauge you pay attention to. The analog dial on the left only gives you an approximation of speed, and if that’s the dial you use regularly, it’s a dice game with death.

    But what’s it like to drive?

    I expected to be a little intimidated, but it turns out that driving this car is much easier than I thought it would be. Despite sitting very low, the front and rear visibility is quite wide, and the mirrors and rear quarter windows negate any blind spots. Getting through traffic is a breeze. I caught myself lingering on the sight of the luxurious curve of the rear fenders behind me and having to focus on the equally luxurious view ahead.

    The cacophony emanating from the tires on any pavement is unrestrained, and every bump, crease, pothole or patch is telegraphed directly to your back, so it’s no wonder your butt starts to ache after the first three or four hours of driving.

    But this isn’t a Grand Tourer.

    This is a real small sports car. Once you leave the monotony of a two-lane road and hit the twisty, compressed roads that run from one side of the Pacific Highway to the interior of the Great Dividing Range, you’re quickly reminded of that. At first, the side bolsters of the new seats, especially around the shoulders, seemed too stiff, but point them down a winding stretch of bitumen and their purpose becomes obvious, especially to the driver.

    True individuality comes to the fore. These roads are what this car was made for. It’s been raining, and it’s starting to sprinkle again. But there’s no loss of grip, whether it’s smooth, gravel or mixed surfaces. All four wheels stay in place like the pillars of the Harbor Bridge. The mid-engine layout and low center of gravity give the car balance and confidence. The tail wagging characteristic of 911s of yesteryear is banished along with any sense of dread.

    Beware of bumps.

    The only dangers a driver should be aware of are humps on small bridges. They will easily catch the underside of the front bumper, especially under hard braking. You need to release your foot in time to free up an inch or two of suspension. This will allow my passenger to unclench his buttocks and relax from thoughts of multi-thousand dollar cosmetic repair bills. If only for a second. Then you’re back on it, right foot placed and rhythmically bouncing off the road, bouncing downshifts and bouncing upshifts as the rev limiter approaches the 7000 mark.

    Or at least you think so, because you’re not really looking at the dials. You’re guided by feel and sound and become one with the car. God, I could drive on these roads all year round, stopping only to pee and drain.

    This is simply the best car I have driven so far.

    It may not be the fastest, but its maneuverability, poise, and ease of use in everyday life allow it to top my list. And that’s for a car that was eleven years old at the time. Of course, the platform can probably handle more power, and I can see why Porsche didn’t cram more into it – otherwise it would outpace the 911, and they can’t let that happen. So is it worth the $52,000 my best friend paid for it?

    Absolutely.

    So what should he pay attention to?


    The biggest problem with early Boxsters and Caymans was failure of the IMS, the intermediate shaft bearing. This could be the result of poor quality parts or insufficient use of the car. Either way, oil can leak out of the bearing, causing corrosion, and this debris gets trapped in the bearing the next time the car is started. Porsche replaced this part in later models, and now the problem is less of an issue. It seems to me that, given that this car is over a decade old, the problem has likely been solved, or it will not be an issue. At least not yet, anyway.

    All the spigots and air intakes need to be cleaned regularly to keep leaves and other dirt out. Finally, the remote locking system is notoriously bad, and it costs $500 to replace.

    With regular use, the car will sing for you as long as you take care of its maintenance. Just have it serviced every 12,000 miles or once a year and you’ll be laughing.

    Finally, if you are on the lookout for a car, avoid copies with very low mileage. Such owners don’t deserve it if they don’t want to drive it, and these are the models that cause the most pain.

    Read more / Original news source: https://manipurhub.com/you-only-buy-a-cayman-because-you-can-t-afford-a-911-do-you-143/

    It’s a long road for the Chinese, who are set to overtake Tesla in electric car production, from battery gosto to showrooms across Europe.

    The Chinese have a lot of promise when it comes to electric cars, they have big ambitions and also fantastic cost advantages as they manufacture the batteries and the companies are helped by the government. Several Chinese brands have big plans for Europe, but the most famous one is called BYD, and it has launched […]

    The Chinese have a lot of promise when it comes to electric cars, they have big ambitions and also fantastic cost advantages as they manufacture the batteries and the companies are helped by the government. Several Chinese brands have big plans for Europe, but the most famous one is called BYD, and it has launched a real ’offensive’, hoping to sell hundreds of thousands of cars on the continent every year. Why is BYD different from other Chinese companies?


    A nightmare for Tesla? Not really, not really.

    In August in Shenzhen, the CEO of car company BYD gave a speech in Shenzhen to celebrate the release of five million electric cars. Wang Chuanfu, the head of the company, explained how BYD went from making batteries to making cars, citing that it took 13 years to produce the first million cars, then the next two million were produced in 18 months, and the next two million in just nine months. Amazing progress, but it can be attributed to a course of exceptional conditions.

    BYD sold 431,000 electric cars last quarter, while Tesla sold 4,000 more. For the full year, the two companies could sell about 1.8 million vehicles. The big difference is due to the fact that BYD has much cheaper cars in its lineup overall, with prices between 30,000 and 72,000 euros.

    BYD is a huge company, employing over 630,000 people according to its own figures.

    BYD was founded in 1995 and made small batteries for cell phones and other home appliances, but has since diversified its business considerably. In the beginning, the small company copied the designs of Sony and Sanyo. The name BYD meant “Build Your Dream,” but Wang joked that it also meant “Bring Your Dollars” – a reference to investors who had to be persuaded to bring money.

    In 2010, company executives said that by 2025, they wanted BYD to rank first in the world in the number of cars produced. That was a strong exaggeration, but BYD has not disbanded (or declined) like so many other Chinese companies, but has become one of the world’s top 10 largest car companies, selling 3.6 million vehicles this year.

    There are two people who have led BYD to such success: a woman named Stella Li (53), who is called “Mrs. Outside” because she promoted the company a lot to investors and also convinced Warren Buffett that BYD had a future. Stella Li’s husband is Wang Chuanfu, he is 57 years old and is called the “gentleman on the inside”, he is an expert in battery manufacturing and very good at cutting costs.

    In the early days of the automobile industry, BYD copied Toyota’s developments, but cut costs so much and so effectively that Toyota bosses came to find out how they could do it. BYD, like many other Chinese companies, also grew because the Chinese authorities provided generous subsidies and government agencies bought large fleets of cars.

    Within two to three years BYD has turned its attention to export markets and would like to export 400,000 cars in 2024, and as for electric cars, BYD is doing very well in markets such as New Zealand, Israel, Thailand and Australia, i.e. markets where there is no national manufacturer with a large market share.

    Over the summer, the press wrote that BYD wants to find a place to build a factory in Europe and plans to produce its first cars in 2025. Several Chinese car companies have already entered Europe, and BYD has the most optimistic plans.

    Countries such as Germany, France and Spain have the best chance of receiving investment. The UK does not stand a chance due to Brexit complications. The plan is to have the first BYD cars produced in Europe by the end of 2025 (or 2026).

    A small hatchback called Dolphin was introduced in June, followed by the Seal sedan starting in September. The company had been selling electric buses and trucks in the U.S., but sales suffered because of Sino-U.S. trade tensions.

    Batteries gave it a boost.

    BYD became a major company, winning a contract with Nokia in 2000 and in 2002. – with Motorola, for whom it became a supplier of cell phone batteries. BYD won these contracts by offering a very low price, and because automation was minimal and production processes were fine-tuned, scrap rates were extremely low.

    In 2002, the company went public on the Hong Kong Stock Exchange, and in 2003 it launched its first car, called the F3, which looked very similar to the Toyota Corolla but cost about $8,000, half the price of the Japanese model.

    Wang applied to car manufacturing a strategy that had worked well in the battery industry: minimal automation, a large number of employees who performed simple and clean operations and were replaced every few years to avoid raising their salaries.

    In 2008, one of Warren Buffett’s men came to BYD to look at the production facilities for a possible investment, and one episode during a factory visit has since become famous, as Wang is said to have poured battery fluid (and tasted a little) into a glass, wanting to impress his visitors and prove that BYD had developed a non-toxic type of battery fluid.

    Americans liked what they saw, and three months later Berkshire Hathaway, one of Buffett’s companies, bought a tenth of BYD’s stock for $232 million. With that money BYD could aim high, and in 2009 the company launched its first plug-in hybrid model, and the stock quadrupled in price so that Berkshire Hathaway’s stake was worth a billion dollars. It must be said that participation has declined in recent years.

    BYD launched its first all-electric car in 2010 and continued to roll out new models after 2015, especially as Chinese authorities offered subsidies and big tax breaks to manufacturers to put as many electric cars on the roads as possible. BYD has received at least several billion dollars from the government for development.

    China has another advantage: many of the minerals used in the creation of batteries for these cars are found in abundance in its territory, and in some cases, 90-95% of the world’s production of some elements comes from China.

    The batteries in BYD’s latest electric cars produced in Europe are built using lithium-iron-phosphate technology, which keeps prices down because they contain no cobalt and very few rare metals.

    Explosive growth followed after the crisis.

    In 2018, the head of Toyota came to the BYD factory, but not to win over the crowd, because BYD originally copied the Japanese brand’s models, but to learn how the small company manages to produce products with such low costs.

    In 2019 BYD was going through a crisis, sales were falling, but the company found a way out of the situation by launching the first model with a new type of battery called “Blade”, which was smaller but had more autonomy. In 2020, an all-electric model called Han was launched with a promised autonomy of more than 500 kilometers and a price tag of 30,000 diolars in China.

    BYD launched several models with this new type of battery, and sales in 2022 were four times higher than in 2020. As average wages in Chinese factories doubled in 10 years, BYD began automating some processes.BYD has another advantage: many cells are assembled “in-house” rather than purchased from suppliers, giving it an important cost advantage.

    BYD also has the big advantage of owning lithium mines in China, so it does not need to buy through middlemen this key element for electric car batteries.

    BYD is the “queen” in China, where it owns the seven best-selling electric car models, and the company has 37% of the new electric car market, four times that of Tesla. BYD had no solution for growth other than to try to enter as many international markets as possible. The cheapest BYD electric car model in China costs about $10,000, which is unattainable in Europe, where safety standards are much more serious, plus transportation costs and taxes are added.

    Since 2022 BYD has entered the market of several European countries, and compared to what it was ten years ago, the quality of the company’s cars has grown a lot, more technologies have appeared on them, a lot of work has been done on the exterior design, for which BYD has attracted European designers as well.

    The most optimistic market analyses show that Chinese brands could take 15% of the European all-electric car market, and BYD could sell not a few thousand electric cars a year, but 500,000.

    Whether this will actually be the case remains to be seen, especially since in Europe there are more and more voices about the inadmissibility of “flooding” the automobile market with Chinese electric cars with low prices, especially since “in their own land” they have received a lot of advantages, in particular, in the form of subsidies, tax breaks and orders from state-owned companies.

    What models BYD sells in European countries where it has been put into production:

    BYD Dolphin, available from summer 2023, two versions:

    1. from 30,000 euros, autonomy 255 km./ battery 44.9 kW.Car length: 4.29 m, mass 1,650 kg.

    2. from 36,000 euros / autonomy 340 km, top speed 160 km/h, acceleration from 0 to 100 km/h: 7 seconds.Battery capacity 60.5 kWh.Car length: 4.29 m, mass 1,758 kg.

    BYD ATtto 3, available from summer 2022, from 45,000 euros.Autonomy 330 km, top speed 160 km/h, acceleration from 0 to 100 km/h: 7.3 seconds.Battery 60.5 kWh.Car length 4.45 m, mass 1,825 kg.

    BYD Seal, available from fall 2023, from over 52,000 euros.

    Autonomy 485 km, top speed 180 km, acceleration from 0 to 100 km/h: 3.8 s.Battery capacity of 82.5 kWh.The car is 4.80 meters long and weighs 2,285 kg.

    BYD Han, available from spring 2023, from 71,000 euros.

    Autonomy 475 km, top speed 180 km, acceleration from 0 to 100 km: 3.9 s.Battery 85.4 kWh.Length 4.99 m, mass 2,325 kg.

    BYD Tang, available from summer 2022, from over 72,000 euros.

    Autonomy 360 km, top speed 180 km, acceleration from 0 to 100 km/h: 4.6 s.Battery 86.4 kWh.Vehicle length 4.87 m.Mass 2,564 kg.

    Read more / Original news source: https://manipurhub.com/it-s-a-long-road-for-the-chinese-who-are-set-to-overtake-tesla-in-electric-car-production-from-battery-gosto-to-showrooms-across-europe-139/

    Is this the way to go? Renault turns a diesel truck into an electric truck.

    In a world where x1-class electric vehicles are gaining momentum, the quest for environmentally friendly transportation has reached a new frontier. Renault Trucks, a well-known player in the commercial vehicle market, has successfully converted an outdated 12-ton diesel truck into a modern battery-electric commercial vehicle. This pioneering endeavor raises important questions about the feasibility of […]

    In a world where x1-class electric vehicles are gaining momentum, the quest for environmentally friendly transportation has reached a new frontier. Renault Trucks, a well-known player in the commercial vehicle market, has successfully converted an outdated 12-ton diesel truck into a modern battery-electric commercial vehicle. This pioneering endeavor raises important questions about the feasibility of using old, polluting vehicles to create a greener future.

    Renault’s commitment to sustainability.

    Renault Trucks’ decision to convert a 12-ton diesel truck into an electric vehicle is a testament to its commitment to eco-mobility. The main objective of this ambitious project is to assess the environmental, technical and economic feasibility of switching commercial vehicles from traditional fossil fuels to cleaner electricity.

    This pioneering project is the result of a collaboration between Renault Trucks and Novumtech, a forward-looking start-up specializing in battery development. Financial support for this initiative was provided by the French Agency for the Environment and Energy Management (ADEME).

    Transformation.

    In the process of transforming the Renault Truck D to accommodate the electric drivetrain, only “absolutely essential components” were changed. In particular, the traditional diesel engine was replaced by an electric motor directly connected to the driveshaft. The old gearbox gave way to a more efficient and environmentally friendly alternative.

    The changes did not end there. The fuel tank, symbolizing the internal combustion engine’s thirst for oil, was removed and replaced with a massive 210 kWh lithium-ion battery, providing enough energy to power the converted commercial vehicle. A 22 kW on-board charger was installed to keep the battery charged and ready for use, ensuring the vehicle could be efficiently recharged when needed.

    The conversion also eliminated components associated with the internal combustion engine, such as the power steering pump, suspension and brake air compressor, and air conditioning compressor. Electric alternatives were installed in their place: electric suspension and brake compressor, electric power steering pump, electric air conditioning compressor, electric heating.

    Path to real-world testing.

    After successfully completing the transformation process, the converted electric commercial vehicle is ready for the next stage of development. Renault Trucks’ aim is to register the modified vehicle to ensure that it complies with current operating and safety regulations. Once the necessary approvals have been obtained, the electric vehicle will be subjected to rigorous testing under various operating conditions.

    This testing phase is crucial to assess the performance and reliability of the converted vehicle. It will provide valuable insights into its potential as an environmentally friendly and efficient commercial vehicle solution. Renault Trucks intends to gather data on the real-world capabilities of its electric vehicle, from range and charging infrastructure requirements to operational efficiency and environmental impact.

    As the global shift to electric vehicles continues, initiatives like Renault Trucks’ conversion project demonstrate innovative approaches that can help bridge the gap between traditional polluting vehicles and a greener future. By converting old diesel trucks into clean electric vehicles, we are not only reducing emissions and fighting climate change, but also demonstrating the practicality and feasibility of such conversions.

    A synergistic approach to sustainability.

    This project is not only about vehicle conversions, but also about fostering collaboration and innovation. The Renault Truck D conversion took place at the Volvo Group’s CampX facility in Lyon. Renault Trucks sees this as an opportunity to strengthen collaboration between its employees, particularly the technical team in Lyon, and forward-looking start-ups such as Novumtech.

    The aim is clear: to accelerate technological and commercial innovation in the commercial vehicle sector. By working together, traditional manufacturers and innovative start-ups can create synergies that foster progress and innovation in sustainable transportation.

    Projects such as this one will play an important role in shaping the future of commercial vehicles. The Renault Trucks conversion project is a reminder that with determination, collaboration and a commitment to sustainability, we can find new solutions to combat the challenges of a changing world.

    The road ahead.

    The successful transformation of a 12-ton diesel truck into an electric commercial vehicle opens up exciting opportunities for the industry. It forces us to rethink the potential of older, polluting vehicles and demonstrates the adaptability of electric powertrains. With further testing and development, these converted electric trucks could become an integral part of the sustainable transportation landscape.

    The Renault Trucks initiative is a beacon of hope on the road to cleaner and greener commercial transportation. It reminds us that the road to sustainability is paved with innovative ideas, collaboration and a strong commitment to a greener future. We look forward to seeing the results of real-world testing, but one thing is clear: the future of commercial transportation looks brighter and greener than ever before.

    Read more / Original news source: https://manipurhub.com/is-this-the-way-to-go-renault-turns-a-diesel-truck-into-an-electric-truck-137/

    Life with a legend. BMW M5 E39.

    The birth of a legend. It’s been 2 years since I met James. We met at an auction with the common goal of trying to get the best price for the Quattro I had written an article about a few weeks before. James was in the enviable position of having owned many auto exotics in […]

    The birth of a legend.

    It’s been 2 years since I met James. We met at an auction with the common goal of trying to get the best price for the Quattro I had written an article about a few weeks before. James was in the enviable position of having owned many auto exotics in the past, including two beautiful Ferrari’s. However, he had always owned BMWs “because they just work”. His current Bimmer, as it was then, is still considered one of the finest sports sedans ever made, the BMW E39 M5.

    The E39 M5 was the first to be produced on BMW’s main production line in Dingolfing, Germany. It signaled that the car needed to be comfortable for everyday driving, but at the same time give a boost when it was really needed. That push came in the form of a normally supercharged V8 with 294 kW (394 hp) and 500 Nm of torque, through a 6-speed manual gearbox and rear wheels. A speed of 100 km/h was reached in just 4.8 seconds, and when limited it could accelerate to 300 km/h.

    Impressive for 1998, wasn’t it?

    An improvement on the Legend?

    For James, it’s not enough. Although he’s not a racing driver, he likes to race on the track and needed something extra. A supercharger would do the trick. So would Supersprint manifolds, Schrick cams, reinforced differential bracket, Koni adjustable shocks, adjustable springs, lightweight flywheel and race clutch.

    Being an accountant, he didn’t want to scare the neighbors, so he installed Milltek exhausts with vacuum-controlled valves to keep the noise down in town. Next, a short-throw transmission was installed because the standard one was too long and slow. Then a larger radiator and oil cooler were installed to keep it from overheating. Completing the picture were custom made wider wheels. After the car was stripped of its identifying marks – James doesn’t like to show off – it was almost ready.

    “There’s a little surprise here,” he says, holding up a plastic watering can and unscrewing what I took to be the washer tank. “The methanol burns really cold and helps cool the car down some more.”

    Just cool James down?

    “Well, maybe it helps add a little bit of power.”

    That help, according to James’ mechanic, boosts torque to about 700 Nm and 466 kW (625 hp) and blows away even the V8 supercars on the straight at Phillip Island.

    Behind the wheel of the Legend.

    After warming up the oil and driving quietly around town to let the tires warm up a bit, we find a small loop with a relatively traffic-free entrance and exit to the freeway to test the acceleration of his pride and joy.

    “Don’t be scared, Mike,” James says, clearly realizing I’m a little nervous about his car wrapping around some lamppost. “It’s meant to be driven.”

    The noise itself is intimidating enough, but getting this thing to the red line – the red line going to 7300 rpm (as opposed to the standard 7000) – is really a sweaty palm. My first attempt was anemic by James’ standards. I justify myself by explaining that I just needed to get a feel for it. Rolling around the track again, I gather my strength and begin to accelerate sharply at the apex of the first corner and bury my foot in the carpet as the straight comes into view.

    Out of the corner of my eye I see James grabbing the roof handle, perhaps nervously, but I’m not sure. As the red line rapidly approaches, I manage to shift into third gear, and I’m pressed into the seat with a force I’ve never driven before. A car in the distance quickly approaches, and I hit the brakes before I can do any damage.

    “I think I’m starting to get the hang of this, James,” I say, grinning from ear to ear.

    The third time, I dial up the power even faster. This time I can feel the rear wheels spinning in both second and third gear. We whiz down the road with a monstrous noise and smoking rubber at breakneck speed. We both laugh hysterically as the adrenaline kicks in and I don’t want the day to end.

    How practical is it?

    While power is what this car possesses, I’m kind of in awe of how well composed it is at normal speeds. On rough roads and when overcoming obstacles, it is supple and docile. You could literally drive my grandmother to church in it and she wouldn’t feel any discomfort.”

    “I once took my dad for a ride on it up a mountain. All he said was that it was a bit rough in the back seat as we were falling through corners on the uphill. We were going up to 230km/h, but he apparently didn’t notice or care.”

    After a couple more laps, I felt I had some control over this monster. Its tires were now at the right temperature, and what used to be a jerk under hard acceleration had turned into tenacious, mind-blowing uphill sprints. Please, almighty deity, if you exist, let this road turn into a track so I can try the remaining 3 gears. Maybe add some turns. An east creek would be nice.

    But all good things come to an end. I sadly but contentedly turn toward James’ house, glad I still have my license and hoping I haven’t disappointed him with my driving.

    The cost of the legend.

    Just how much does all this machinery cost? James bought the car a few years ago with only 19,000 miles for about $125k. He spent another $25k to bring it to its current condition. So the car is certainly not cheap. Nevertheless, you can find an E39 M5 for around $60k these days. James recommends spending around $15-20k to improve the brakes, exhaust and cooling system. You may not get as much power as his example, but you’ll certainly find joy and excitement in knowing that the car is built for daily use.

    James did admit, though, that he changed the engine about 30,000km ago. With intensive driving, most of the engine tends to fail about every 50,000 km. And let’s face it: why have a car like this and not drive it vigorously. A new “donk” could have cost him $45k. Restoring it is even worse – $65k. But, as it turned out, he only had to pay half that amount. Because he was so professional, BMW decided to make a small concession on the cost. So I guess that’s a lesson for all of us.

    Who can help.

    There are some great tips on the M5 forums, including installing stronger bolts and periodically replacing the connecting rod bearings. YouTube’s M539 restoration is an even better source of knowledge.

    Other great BMW deals can be found in the US. For example, the rearview mirror contains some trickery to darken it, and replacing it will cost you over $700. A guy in Texas makes copies and charges a fraction of that amount plus postage. So, if you work hard enough, owning a car like this is not the domain of the super elite.

    As for me, I woke up with a stinking cold, but after an hour of heart-pounding fun, I felt 100% better. Thank you James, thank you so much.

    Read more / Original news source: https://manipurhub.com/life-with-a-legend-bmw-m5-e39-135/

    Is the Mercedes Benz 500 SL R129 worth buying?

    “Nice car, mate,” shouted a worker in a fluorescent vest outside the pub. “Thanks, sure,” I replied, muttering that it wasn’t my car. We laughed. He did, because he probably thought I’d stolen it. How else could a 22-year-old girl get around in such luxury? Me, because he didn’t notice the German license plates and […]

    “Nice car, mate,” shouted a worker in a fluorescent vest outside the pub.

    “Thanks, sure,” I replied, muttering that it wasn’t my car.

    We laughed. He did, because he probably thought I’d stolen it. How else could a 22-year-old girl get around in such luxury? Me, because he didn’t notice the German license plates and therefore didn’t realize I was a passenger.

    The perspective from the passenger seat.

    It was 1991. Summer had descended on the UK, all of two days of it, and it coincided with a trip from London to Southport and back for a wedding.

    The car was a brand new Mercedes 500SL. Silver and absolutely gorgeous. Black leather interior, lowered roof, music, great sound.

    What could be better? Well, like being able to drive it, but to no avail. My girlfriend made a promise to her father, and he made sure she knew that no one else was insured. Being German, of course she followed the rules. Looking back, how could I blame her? Or him? Would you let a young man, also an Englishman you barely know, drive your new $200,000 car across the country with your daughter in tow? No, I wouldn’t let him either. I’m surprised he let me get in the car at all and even let me take his daughter.

    He was a large man and so he was a good fit in the car. SLs were made for rich people like him. He also fitted a Harley soft tail which he asked me to buy for him as it was cheaper in the UK for some reason. But his confidence didn’t extend to his silver arrow.

    But was it comfortable?

    We drove all the way to England and back, covering about 700km. That’s a paltry distance for most Australians, but the time it took is not. The norm for any journey in the UK is that for every beautiful minute of highway driving at speeds in excess of 80, 90, 100 miles per hour, there is more often than not ten minutes of standing in a long, rumbling traffic jam. The reason for this is undoubtedly some maniac with a trailer hitch. Or a person who doesn’t understand braking distance.

    Sounds awful, doesn’t it? Not at all. After hours in the spacious, slippery passenger seat, I climbed out of it feeling as refreshed as when I first got in. At one point we bumped into another SL, caught in perhaps its third traffic jam of the day. Like Torvil and Dean, we mesmerized our fellow travelers with the dance of our soft-tops opening with electronic synchronization.

    On one surprisingly lonely straight, there was a moment of resistance. My willing driver rested his slender foot on the carpet, and we watched 150 mph gain in 20 seconds. I was fascinated.

    Thirty-two years later what can we expect?

    Those amazingly straight lines and huge proportions still look just as good. However, rich people, such as my ex-girlfriend’s father, have moved on to newer models, and long before there were any problems. So we should be careful, as it’s been about 15-20 years since the smart money left. Such vehicles are never cheap to maintain. So it is mandatory to have a completed logbook. Otherwise, buyers will be looking at a gold plated barrel. Or is it?

    Mercedes has over-modded the design of these cars to an unbelievable degree. Remember, these were pre-Kreisler days, before that period of shoddy workmanship and crappy parts that practically robbed the brand of its bulletproof reputation.

    For example, the grille slats were made from spare titanium fighter jet engine blades. Incredibly aerodynamic, lighter than plastic but stronger than steel. The soft top features rain gutters that channel water to the rear of the cabin rather than running down the sides. The hard top was made of aluminum and weighed only 33 pounds. It had two, yes, two, reverse gears. The first accelerated the car to over 75 km/h, which was fast enough. The second was 135! Just select “W” for winter mode and you’re off you go. Back.

    The car was on the cutting edge of electronic magic.

    ABS, traction control, automatic roll bar and automatically adjustable seat belts. The front and rear suspensions were fully independent. While this is the norm today, 32 years ago you would have been unlikely to find any of these things. There were even airbags, which was simply unheard of in those days.

    Under the hood was a 5-liter double overhead cam V8 with 32 valves, producing 320 hp or 240 kW and 450 Nm of torque. In its new form it could drive all day at a top speed of 155 mph (250 km/h). It accelerated to 100 km/h in about 6 seconds and to 160 in less than 15 seconds. Not bad for a car that weighed less than 2 tons.

    But there are a few things to check.

    Before you run to the bank, sell your soul or rob your kids college fund. The pump is not cheap. If you are lucky, the consumption will be 15 liters per 100 km.

    For maintenance, only go to the experts. They will cost more than your local handyman, but the benefit is worth it.

    Make sure the oil pressure gauge shows 3 most of the time. It may go down to 2 or a little less when hot and idling, but at other times it should be 3. If it’s low while driving, get it back up and keep looking.

    Replacing the spark controller for the ECU system can be expensive, so have the ignition serviced regularly and replace the 4 coils and distributors. This will be less expensive.

    Oil starvation can cause problems with camshafts as well. Since we are talking about a car with up to 100,000 miles or more, the hoses and lines need to be replaced as they can crack once they are disturbed. If this has not been done before, walk away, you have met a lazy owner.

    Transmission fluid should be changed every 60-70k miles. Don’t listen to Merc dealers, they have been told it is not necessary. However, according to long-time owners, this is the best advice for keeping the car in good condition. The oil should not look burnt or brown, if it does, you are back to a lazy owner. I have read that transmission systems can fail at 160,000 miles. You may not have to replace it, or it could just be a problem with the speed sensor. It’s a small plastic part that doesn’t cost too much. If there is even the slightest hint of slipping between gears while driving, take it as a warning. Also, take a ride with the roof down and listen for any extraneous noises from behind.

    And the interior?

    Any warning lights on the front panel, as you’d expect, indicate a problem. Check the operation of the roof and make sure the fabric is in good condition. It should take less than 20 seconds to extend or retract, and it should fit snugly into its compartment. Check for the presence of a hard top. If there isn’t one, there is no need to worry. They all come with one, no matter what anyone says. It will cost more than $12,000 to $14,000 to replace them. By the way, the hard top only unbolts when the ignition is on.

    The convertible bar should work, it will come in handy in a serious accident. If it gets stuck in the raised position, the roof won’t work.

    There may be some roll in the steering, which may be caused by worn steering dampers, which are inexpensive to replace. Make sure the disks are not warped and replace the rotors when servicing the brakes, never rotate them.

    What to do about rot?

    Rust is a less serious problem in Australia, but still check the trunk panels around the battery compartment, the leading edges of the front fenders and the jacking points. The latter are often overlooked as they are covered by plastic protection and owners may not be aware of the problem.

    Otherwise, these cars are built to last. If you get a picky owner, it is likely that you have a well-maintained car in front of you.

    And finally, the price.

    As mentioned, the R129 SL500 in new condition used to cost in excess of $200,000. But today you can buy an excellent car at a price of about 50 thousand dollars with a mileage of less than 100 thousand kilometers on the odometer. For copies with high mileage you can get $35-45 thousand dollars. Interestingly, prices have increased over the last few years. Budget about $2-3k/year for maintenance and you will get a car that will make you look like a rich man, a fat German rich man if that’s what you’re aiming for.

    Read more / Original news source: https://manipurhub.com/is-the-mercedes-benz-500-sl-r129-worth-buying-132/

    Alfa Romeo GT, hmmmmmmm….

    Hmmm. Because that’s the first thing that comes to mind. “It’s an Alfa”, to the uninitiated Alphistas, is synonymous with “it’s a piece of shit”, let’s face it. Not in the sense of intelligence, but in the sense of reliability. It’s the automotive equivalent of marrying a porn star. She’s sexy as hell, but has […]

    Hmmm.

    Because that’s the first thing that comes to mind.

    “It’s an Alfa”, to the uninitiated Alphistas, is synonymous with “it’s a piece of shit”, let’s face it. Not in the sense of intelligence, but in the sense of reliability. It’s the automotive equivalent of marrying a porn star. She’s sexy as hell, but has a penchant for other men who like lube.

    Mmmm…

    But it’s the engine, the whole 3.2-liter V6, and the way it puts out its power, that’s what’s appealing. You don’t even resist, because the sound embraces you, the red hide squeezes your hands, and it’s all Red Rover. The sound of its exhaust sounds a lot like a woman’s exhale from a cigarette. I understand why you want it, but do you need it?

    If I were younger, say, like Nadeem, my chauffeur for the next 25 minutes, this car would have to be it. It’s got everything. I think you can make out the words chick and magnet on the side.

    But I’m not going to ask him to let me drive it because, frankly, it’s none of my business. He’s trying to sell it. But if he offers, I’ll bite his hand off.

    When you change gear, there’s no unpleasant clanking or jerking of the clutch. Power is gained so gradually that I have to check myself if I am not used to turbo motors. The ride is supple but comfortable, and sitting among waves of red cow and beaches of tactile black plastic is very pleasant. I have to admit it’s a neat ride for a passenger.

    Admittedly, in this case necessity forced me to take my two offspring along. So I guess you can understand my hesitation in asking to drive. I’m pretty much at ease as it is. I just asked a guy to take me for a ride in his impeccably presented car with two monsters in tow. And he did. Hats off to him.

    But why an Alfa?

    It’s the only GT V6 I could find around, with the upgraded Q2 diff. And why does that matter? Well, other than the fact that the original differential was highly suspect from an engineering standpoint (when it failed, it often took big chunks of the engine with it, like kidney surgery in a back alley). In addition, the heavier nose and increased power resulted in limited thrust control capabilities and poorer handling.

    The Q2, by contrast, is different.


    “A self-locking front differential that incorporates all the strengths of a front-wheel drive system in terms of active safety, increased driving pleasure and control, while providing some of the benefits of all-wheel drive, but at a significantly lower cost and weight.”

    Alfa talks about its Q2 system.

    Alfa’s limited slip differential virtually eliminates torque steer and understeer, which for a front-wheel-drive car with 244 horsepower/177 kW in the nose isn’t much of an accomplishment. Plus, it works, and there are very few problems recorded with it. Grip and cornering are much improved, even in the wet. It’s almost like a 4WD system for a front-wheel-drive car. It distributes torque to each wheel depending on road conditions, allowing you to press the accelerator pedal more confidently when exiting a corner. You can rest assured that if the inside wheel slips, the diff torsen will transfer torque to the side wheel and maintain excellent handling. It even improves handling, which is something this car was always meant to have.

    Equally important is its functionality. Forums around the world unanimously praise it, and few problems have been identified so far. From “this is probably the best upgrade you can do, and it’s definitely worth doing as soon as you can afford it” to “the GT definitely needs the Q2 as it not only protects against the much talked about diff breakage, but also transforms the handling of the car in all conditions”.

    The total cost of the upgrade is $2-2,500, and while you’re at it, you can check the master cylinder and clutch since the engine needs to be removed.

    So, if you want to scratch your teeth and finally say you have an Alfa, should you choose this particular car? Many will say the 147 GTA is the best, but in my opinion the GT with the updated Q2 looks better and has a slight edge when it comes to dynamics. It’s fast, holds the road well and compared to previous Alfa’s, this car won’t see too many men behind it.

    Read more / Original news source: https://manipurhub.com/alfa-romeo-gt-hmmmmmmm-130/

    A part-time job in a BMW 635 CSI.

    As far as I was concerned, Bruce Willis could never top David Addison. When I was 16, I had no idea that thinning hair and patterned sweaters could be so cool. I tried to emulate him, but it became obvious that such a look only suited those 25 years older than me, and what self-respecting […]

    As far as I was concerned, Bruce Willis could never top David Addison. When I was 16, I had no idea that thinning hair and patterned sweaters could be so cool. I tried to emulate him, but it became obvious that such a look only suited those 25 years older than me, and what self-respecting teenage girl would look twice at a boy in a wool neck sweater?

    However, David and his employer Maddie Hayes’ champagne-colored CSI Series 6 would have suited me just fine. God, how I loved that car, even though it was brown. From that moment on, my love affair with the 6 Series began. I lusted after CSI, and as a teenager it was the first car I mourned when the series ended. I remember feeling guilty for even considering looking at another car.

    A few years later at a London motor show, I managed to sneak into the driver’s seat of an M6 and was convinced that I did indeed have a six, but a modest 628. I needed something more nimble for my imaginary trans-European trips. I still joke to this day that I succeeded. But really, the stains and poor dress style sense must have been writ large and the seller took pity on me.

    The last E24 635s rolled off the assembly line in Bavaria in 1989.

    Thus, these cars are at least 34 years old. Obviously, my favorite is the M6. They are by far the most expensive and all came with a manual transmission, which is fine with me.

    Its power seems paltry compared to cars offered today. In the M series, the power was 286 hp (210 kW). If you find an American version with a catalytic converter, which was introduced in 1987, the power is even less. The 635’s power output was only 215 hp (160 kW), less than a modern hot hatch these days. However, the smoothness, handling and sheer driving theater of this, undoubtedly the most beautiful Bimmer ever made, is well worth it. They were designed to be a Grand Tourer, so they eat miles for breakfast and spit their driver out after hours behind the wheel with unnoticeable back and leg pain.


    Unfortunately, it’s almost impossible to find M6s in Australia.

    Most of them made their way to the States, so it might be worth looking there. However, a few years ago you could find the odd M635CSI for around $38k. Today, however, that price has gone up considerably, with just one car selling on Car Sales for $98k!

    CSIs are much larger, and range from $50k to $30k with mileage up to 165k. As always, it’s best to spend as much as you can afford, as being cheap can be a two-way stick.

    And the costs?

    You probably guessed it coming: maintenance on these cars can be expensive unless you’re handy with a wrench. Remember that prevention is always better than cure, so finding a good local professional will pay dividends.

    From what I understand, if you change the oil every 8-10k miles, you can expect the engine to last a long time.

    The automatic transmission is probably the weakest link and often gives out after about 160,000km. So keep this in mind if the car you’re considering has more than 130,000 miles, and include the potential cost of a new transmission in your negotiations.

    The transmission is sturdy, but the universal joints probably need checking. Regular maintenance, especially on an M6, is very important, paying particular attention to valves and timing components.

    Rust can affect the seams on the sides of the engine bay, check the shock absorber struts for corrosion. If the car was imported from the UK, the situation will be much worse.

    Make sure all the electrics work, such as the windows, seats, dashboard lights etc.

    Having said all that, I still want a car like this and after writing this article, reasons and ways to loot my overdraft, forget about having too many people in my family and swap my Skoda for something more Teutonic are brewing in my head. Although Skoda is technically German these days, isn’t it.

    Read more / Original news source: https://manipurhub.com/a-part-time-job-in-a-bmw-635-csi-125/

    Why isn’t Buffett investing in Tesla (NASDAQ:TSLA)?

    Why isn’t Buffett investing in Tesla (NASDAQ:TSLA)? Capital costs and an uncertain future stop the “Oracle of Omaha” from investing. I recently read that Musk wanted Buffett to invest in Tesla after Buffett expressed great admiration for Musk. I agree that Musk is worthy of admiration because Musk did found PayPal, Tesla, SpaceX and so […]

    Why isn’t Buffett investing in Tesla (NASDAQ:TSLA)?


    Capital costs and an uncertain future stop the “Oracle of Omaha” from investing.

    I recently read that Musk wanted Buffett to invest in Tesla after Buffett expressed great admiration for Musk. I agree that Musk is worthy of admiration because Musk did found PayPal, Tesla, SpaceX and so on.

    However, Buffett said that he also can’t invest in Tesla because of the high capital costs (it takes a lot of investment money to maintain the car’s competitive advantage) and that Buffett can’t predict Tesla’s market share in 5 years.

    Moreover, Buffett’s longtime business partner Charlie Munger also voiced his opinion and said that Berkshire could have bought Tesla when its market value was $200 million, but now it is worth $800 billion. So, even if Berkshire invests, how much can Tesla’s market value realistically grow?

    After a little research, I can say two things about Buffett’s comments. I agree that Tesla needs a lot of capital to maintain a competitive advantage, but I would argue that Tesla has a high chance of maintaining its market leadership in 5 years.

    Here are my reasons.

    Large capital.



    I admit that Tesla’s financial statements are hard to read, and it took me quite a while to understand them. But if you read from right to left, you can see in the cash flow statement that Tesla was to increase purchases of fixed assets from 3 billion in 2020 to 7 billion in 2022.

    In 2020, this investment was financed with debt and a public stock offering, but as the company became more profitable, Tesla began paying down debt and using cash from earnings to invest.

    Even if you don’t follow the cash flow, the only thing you need to realize is that Tesla has to inject a lot of capital into its business.

    I think from Buffett’s perspective, it’s a risky business because if you have a lot of assets (fixed assets), you need to replace them when they become obsolete (depreciation and amortization).

    Part of the problem for Buffett is that he doesn’t know exactly which of those assets are buildings and which are tools.

    As you can see from the table above, tools depreciate pretty quickly, so if you have a lot of car manufacturing plants with lots of tools, but the tools have to be replaced every 5 years, the amount of capital needed to keep the business afloat can be huge.

    Long-term advantage.

    I understand why Buffett says he can’t predict where Tesla will be in 5 years, mostly because he doesn’t drive. Apparently he drives a used Cadillac.

    If you don’t own something, how can you know how good it is? Or, as Nassim Taleb says:

    Skin In The Game.

    But I’d like to give you two mental models to answer why you can predict where Tesla is, regardless of the fact that you have no skin in the game.

    Social proof.

    I live where people like to look flashy. To keep up with the Joneses, they need to buy a Tesla – it’s to demonstrate that they care about the environment and can afford a nice car.

    If everyone around you has a Tesla, you will feel more obligated to buy one too. As long as the car looks fashionable, people will continue to drive it and convince others that they need to drive it too.

    I see the same thing with the iPhone. I don’t think it’s better than an Android phone or has more features, but all the less tech-savvy people I know tend to have iPhones.

    This phenomenon is called social confirmation.

    I think that as long as Musk continues to produce Teslas and sell them to the masses, we will continue to see them on the road.

    Given the capital investments Tesla is making to build new and better electric cars, I think we will see Teslas both now and in the future.

    And to be transparent, I don’t own a Tesla. I still drive a Toyota, but I have told myself that my next car will be electric.

    I don’t know if it will be a Tesla or another brand, but I’m leaning toward Tesla because I’ve heard good things about it and have driven in one myself.

    The Lindy Effect.

    The Lindy Effect tells us that any inanimate object or idea that already exists can be predicted to have a useful life twice as long as it does now.

    Since Tesla has been making cars for 15 years, starting with the Roadster model in 2008, the Lindy effect tells us that Tesla will be making cars for another 15 years if we make this prediction today.

    That’s safe to assume since we’ve been using cars for over 130 years.

    And I think that as long as Musk’s plan for a very affordable electric car is followed, Tesla will continue to exist because price matters to the average car owner – at least according to my observations.

    Right now, I’m leaning more towards Buffett’s view that he’s not sure Tesla will still be the market leader in 5 years.

    Given how slowly other car brands are releasing reliable electric models, I think Tesla will probably still dominate over the next 5 years.

    Conclusions.

    I agree with Buffett that the capital cost of running Tesla is quite high, and it looks like it will increase in the future.

    I am more optimistic about Tesla’s future than Buffett. Predicting the future is difficult, but based on the evidence available, things don’t seem to be changing too much after the fact.

    Finally, Tesla has positioned itself as the king of electric cars, so I don’t know how easy it will be for other brands to displace Tesla from that pedestal – especially given how Musk can drive prices down and still make a small profit.

    Read more / Original news source: https://manipurhub.com/why-isn-t-buffett-investing-in-tesla-nasdaq-tsla-122/

    Deloitte study assesses the automotive industry’s commitment to software-defined vehicles.

    Deloitte’s timely survey of 141 automotive industry experts provides insight into how companies are moving forward. By identifying the latest trends, strategies, challenges and catalysts, the survey authors assessed the industry’s progress toward software-defined vehicles (SDVs). Automakers are being given a clear message: adapt or risk being left behind. The initial stretch of the road […]

    Deloitte’s timely survey of 141 automotive industry experts provides insight into how companies are moving forward. By identifying the latest trends, strategies, challenges and catalysts, the survey authors assessed the industry’s progress toward software-defined vehicles (SDVs).

    Automakers are being given a clear message: adapt or risk being left behind. The initial stretch of the road to SDV is already seeing strong investment, encouraging adoption trends, and sound strategies. But as momentum builds, companies need to accelerate transformation to become leaders in the battle for a software-driven future.

    Deloitte’s study, “’x1’ Surveying the Road: Exploring the Transition to Software-Defined Vehicles in the Automotive Industry,” examines this transition by gathering information from 141 experts from original equipment manufacturers (OEMs) and suppliers in Germany, France and the United Kingdom. The findings provide a timely overview of the latest trends, corporate strategies, challenges and catalysts driving the emergence of SDV.

    Recent SDV trends.

    Survey results indicate significant momentum in SDV adoption, with 43% of respondents expecting widespread SDV adoption within 5 years. Another 47% believe it will take 5-10 years for SDVs to become mainstream. With predictions that such vehicles will account for more than 90% by 2029, it is clear that SDVs are approaching a tipping point that will lead to the disruption of the traditional car market.

    This growth is driven by growing consumer demand for a variety of software solutions ranging from interior personalization to driver assistance and entertainment. Over-the-air (OTA) updates are also becoming more prevalent as continuous in-vehicle and autonomous capabilities are introduced in vehicles. As electric and software-defined vehicles become more interconnected, automakers must adapt to changing consumer expectations.

    Strategies companies are employing.

    89% of survey respondents confirm that SDVs already play an important role in their corporate strategy. Another 10% indicated that SDVs have at least some strategic importance today. With such unanimity, companies are clearly taking steps to embrace software-defined transformation and build an emerging mobility ecosystem.

    Their prioritized strategies for the next 12 months reflect this proactive stance. Increasing capital expenditures is a top priority for 74%, indicating major investment in developing programmatic capabilities and strengthening competitive positioning. Organic expansion, new product/service launches, social responsibility management and risk mitigation were also cited as priorities by more than 60% of respondents.

    While these disparate efforts indicate a desire for SDV leadership, European companies are more hesitant to pursue acquisitions, with only 34% of respondents citing this as a top priority. Nevertheless, the wide range of strategic challenges indicates that automotive companies are realizing the scale of resources and transformational change required to capitalize on a software-driven future.

    Challenges associated with achieving scale.

    Realizing these ambitious SDV strategies will require overcoming key barriers related to complexity, cost, and security. Survey results indicate the significant investment required to build software in-house, with estimates that it could be as high as $2.7 billion per year per automaker. 52% of respondents have already allocated more than 15% of their total investment to SDV development.

    Managing the proprietary operating systems underlying SDVs is also costly for 65% of respondents. While important for differentiation, proprietary systems create additional complexities that may prompt greater standardization. Along with cost, data security and privacy represent another major scaling challenge, according to 74% of respondents. Because SDVs generate huge amounts of sensor data, automakers must protect sensitive information to gain the trust of consumers and stakeholders.

    Addressing these obstacles will require resources and partnerships to develop secure and flexible SDV platforms while controlling cost and complexity. Integrated solutions will be needed for automakers to balance custom development and standardization, internal development and external collaboration, and innovation and pragmatic implementation.

    Catalysts accelerating the transition to SDV.

    While there are significant barriers, the survey results also point to catalysts that can accelerate SDV adoption. The vast majority believe that software-defined vehicles will improve efficiency and reduce time to market, a critical advantage in a rapidly shortening product lifecycle.

    83% believe SDVs will reduce time to market through agile development, continuous delivery and rapid integration of new features. Another 95% expect efficiency gains through an updated architecture that provides centralized control and data-driven optimization. Given that for 50% of respondents, SDV is already generating more than 15% of revenue, the business case for investment is compelling.

    Collaboration is also an important factor, with 92% of respondents agreeing that SDV development depends on partnerships to share costs. Open ecosystems will be critical to bring together resources and capabilities of all stakeholders. Policies such as expanding communications infrastructure, encouraging pilot projects, and simplifying regulatory approvals could further stimulate SDV development.

    Automakers seem to be behaving rationally, adopting strategies in line with theoretical and market expectations. Despite the complexity of SDV transformation, most respondents have already made some progress, which is an encouraging sign of the industry’s proactive stance. While the automotive landscape in 2030 will undoubtedly be dramatically different from today, current trends show that companies are taking the necessary steps to shape a program-defined future.

    This study provides invaluable insight into the real-world changes taking place as smart mobility revolutionizes the automotive sector. By highlighting the latest developments in SDV and examining the readiness of incumbent companies for them, it provides an assessment of the industry’s transition and its own progress. For automakers, the study confirms the need to invest in software development before the window of opportunity closes. Software-defined vehicles are on the horizon, and the pace of development is accelerating rapidly. Automotive companies must accelerate even more if they hope to navigate the upcoming twists and turns and cross the finish line as leaders of the software-driven future.

    Daniel Davenport is an Atlanta-based automotive expert specializing in software-driven vehicles, connected mobility ecosystems, and smart manufacturing. With nearly three decades of experience, he currently serves as a Hybrid Network and Cloud Solutions Specialist at NTT and is an AWS Certified Cloud Specialist.

    Read more / Original news source: https://manipurhub.com/deloitte-study-assesses-the-automotive-industry-s-commitment-to-software-defined-vehicles-117/

    The Reliability Conundrum: Assessing the Robustness of Self-Driving Cars.

    In the realm of automotive innovation, self-driving cars have become one of the most advanced and controversial technologies. The promise of safer roads, increased mobility, and reduced congestion has spurred significant investment and development of autonomous car technology. However, as we enter the era of self-driving cars, the question of reliability is becoming increasingly acute. […]

    In the realm of automotive innovation, self-driving cars have become one of the most advanced and controversial technologies. The promise of safer roads, increased mobility, and reduced congestion has spurred significant investment and development of autonomous car technology. However, as we enter the era of self-driving cars, the question of reliability is becoming increasingly acute.

    Reliability in the context of self-driving cars goes beyond the traditional metrics applied to conventional vehicles. It encompasses not only mechanical and electrical components, but also the complex network of artificial intelligence algorithms and sensor technologies that enable these vehicles to navigate the unpredictable world of human traffic.

    1. Hardware reliability:

    Self-driving cars are equipped with an array of sensors, cameras, radars, and lidars that perceive and interpret their surroundings. The reliability of these hardware components is critical to the safe operation of autonomous vehicles. Severe weather conditions, physical damage or technical malfunctions can create serious problems. Engineers are working tirelessly to improve the durability and fault tolerance of these components to ensure stable operation of self-driving cars in a variety of environments.

    2. Software reliability:

    The brain of a self-driving car is its software – a complex combination of machine learning algorithms, neural networks, and decision-making processes. The reliability of this software is a matter of debate because it must operate in an ever-changing and unpredictable real-world environment. Ensuring the software’s ability to cope with unexpected events, make split-second decisions, and continuously learn from new data is a monumental challenge. Regular updates and rigorous testing are needed to address vulnerabilities and improve the reliability of autonomous driving software.


    3- Safety and regulation:

    Reliability also intersects with the regulatory framework governing self-driving cars. Ensuring that these vehicles meet stringent safety standards is paramount. Regulators around the world are actively developing systems to assess the reliability of autonomous systems. Creating a harmonized set of standards will not only build public confidence, but also provide manufacturers with a clear roadmap for improving the reliability of autonomous driving technologies.

    4. Human-machine interaction:

    The reliability of self-driving cars goes beyond the technical aspects to encompass the interaction between autonomous vehicles and humans – drivers, pedestrians, and cyclists. Predictable behavior, clear communication, and adherence to traffic rules are critical factors contributing to confidence in autonomous driving technology. Finding the balance between confidence and caution in the decision-making process of an autonomous vehicle is a continuous improvement process.

    5. Learning from incidents:

    Every incident involving a self-driving car, no matter how minor, serves as a learning opportunity. Manufacturers and developers must have robust mechanisms to analyze and learn from these incidents, continuously improving the reliability of their technology. Transparency in communicating these lessons to the public is critical to maintaining confidence in the evolving autonomous car landscape.

    Conclusion:

    In conclusion, the reliability of self-driving cars is a multifaceted challenge that requires an integrated approach. All aspects, from hardware and software components to regulatory frameworks and human-machine interactions, must be carefully considered to ensure the safe and effective integration of autonomous cars into our daily lives. As the technology evolves, collaboration between industry stakeholders, regulators and the public will be essential in navigating the journey ahead.

    Read more / Original news source: https://manipurhub.com/the-reliability-conundrum-assessing-the-robustness-of-self-driving-cars-112/

    DESTINY IN A PIZZA OVEN.

    PART 7 – “But then why were you sent here to help?”. Fremont – late June 2017. In his workshop clothes, including brand new safety boots, Paolo enters the hotel breakfast room. A few moments and he is joined by Don Pritchard: “Paolo! Welcome. Did you have a good trip?”. “Hi Don, thanks. Yeah, the […]

    PART 7 – “But then why were you sent here to help?”.


    Fremont – late June 2017.

    In his workshop clothes, including brand new safety boots, Paolo enters the hotel breakfast room. A few moments and he is joined by Don Pritchard:

    “Paolo! Welcome. Did you have a good trip?”.

    “Hi Don, thanks. Yeah, the trip wasn’t bad.”

    “A little spoiled by the time zone change, I guess.”

    “A little. I actually got a good night’s sleep. We’ll see if any symptoms show up later.”

    “Very good. It is now a quarter past five. You have ten minutes to eat breakfast and then we’ll hit the road. At the factory I will introduce you to the others.”

    “Okay, ten minutes is more than enough.”

    Paolo knows there will be coffee, tea, and other groceries on site. For today he takes a yogurt, coffee with milk and a croissant.

    He goes outside – it’s still dark. They agree that he will follow them in his car to find out the way. Paolo agrees, although he would have had no problem with a navigator. They explain to him that, being a Tesla supplier, they have to park in a clearly defined spot. Following them, he quickly arrives at the right spot. Paolo reaches Don’s car and follows him. After a few minutes, they pull onto the freeway heading south toward San Jose. Traffic is noticeable, but the drive is manageable. Don restricts himself to the first three available lanes, perhaps to avoid embarrassing him. Paolo keeps thinking that Don can’t wait to get put in there so he can get free. He’s going to be very obliging and try to make things as easy as possible for him. This amuses him somewhat. A quarter of an hour later, he sees the man enter the arrow for the exit. He follows him to an interchange that bypasses the highway. He can already see the plant. They go around it, continuing south. To his left, he notices several parking lots hidden by tall evergreen hedges. Don drives to the end of this expansive block and then turns left into a very makeshift dirt parking lot. Although it’s almost six in the morning, it’s already full. Finally, he finds a parking space. He grabs his backpack from the backseat and joins those gathered around Don. The parking pass is made of blue plastic with a picture of a red Tesla T on it. On the back is a photo, first name, last name and company. Don leads him to the entrance turnstiles:

    “Now let’s see if the pass works. The first day is always full of surprises.”

    Passing it on the detector, the click of the lock is heard. Paolo pushes the turnstile and with a little effort enters this narrow passage with his backpack on his back. Inside, the view is typical of an industrial plant. Within five minutes they are walking to reach their office. It is a mobile home consisting of four large containers. It sits at a height of more than one meter. There are two stairs leading up to the two entrance doors. The office is located between other offices of the same kind, obviously of other suppliers involved in the Model 3 project.

    The interior is a single room, except for two areas at the right and left ends. On that side is a warehouse of sorts, and next to it is an office of about 15 square meters. Don tells us that software engineers and electricians work there. On the far left are two more offices of the same size. One is for facility managers and project managers. In the other, he can station himself. These workstations are used on a rotating basis by other coworkers who come to the construction site from Detroit for one or two weeks. The large central space is for a long conference table and other workstations along the walls. He also sees a refrigerator and a desk equipped with a coffee maker. There is a copier and printer similar to those used in the company, which can also scan documents. At one of the workstations sits a woman, probably the site secretary. She is the one he will contact with any questions about his stay at the plant.

    Paolo chooses a seat in the small office shown by Don. He searches in his backpack for the plug adapter for his laptop. When it seems to be working, he goes back in there to meet the others.

    “So.

    Don begins, raising his voice to get the attention of those present.

    “I present to you Paolo Vinci, our colleague who has agreed to come from Italy to help us. I already know him, as we met in Detroit on the occasion of a project he was leading in the UK that utilized ideas from our Ford project. Paolo has been a project manager for many years and he has already worked with our colleagues in South Africa and Spain. Paolo, let me introduce you to Scott, the project manager for this project. He is leading it along with Darrell, whom you will meet during one of his visits from Detroit.”

    Paolo shakes hands with his colleague and many others. Everyone looks at him with interest, some with enthusiasm, others with mild bewilderment. He knows that joining a team that has been working on a project for months is never painless. He expects other reactions, but they won’t come now. He doesn’t know when exactly, but they will come.

    After the introductions, what immediately worries Don is that Paolo will have to navigate the construction site. Usually he is introduced to him by the site supervisor, i.e. the owner of the construction site. This time things are different. It is Don who accompanies Paolo to the factory to familiarize him with his surroundings. Paolo wonders why. Apparently, the site manager is too busy. Or is it the fact that they don’t know each other, while Don has his own story to tell? Or is it confirmation that he’s hoping to get into the social circle quickly. Well, you’ll figure it out eventually. All construction sites are similar to each other, but each has its own characteristics. A quick introduction to the space and the relative rules that need to be followed is fundamental. At first, it is very difficult to hit the right spot in the middle of a construction site. The various vendors are all aiming for the same goal – to start production. Getting lost is not that difficult. Don shows Paolo the route they have to walk, starting from the office, to get to the lines they are installing. As they walk, he explains the safety rules that must be followed. Any violation could jeopardize the life of the person who committed it and expose them to sanctions from the plant security that enforces them. Any sanctions against an employee of a supplier also have consequences for their company. This is best avoided.

    Paolo inspects the state of the plant. As explained to him in Italy, the plant is now in a very advanced state. But not everything is ready yet. There are still a few robots missing, welding guns, but the lines are almost ready. Now we need to start moving the robots. And that’s where the problem comes in: production, according to Elon Musk’s promises to shareholders, should have started months ago. But what he sees suggests that it will be a while before the first parts start coming off those lines.

    He spends the rest of the day finalizing his arrival. Hooking up to the factory network, downloading mail that is practically jammed. He tries to get rid of the most important emails, forwarding them to a colleague who has taken his place on the Abruzzo project. Paolo asks the company secretary for a number of pieces of information he needs to better orient himself at the plant and in Fremont. He identifies the nearest company canteen where he can have lunch. He consults with his colleague, the project manager, on how to secure lodging for the coming months. A hotel room suits him just fine for the period he needs to organize his work. Scott knows how to guide him, since many years ago, on the occasion of his first and second projects at Tesla, he too lived in Fremont for a long time. He gives him the number and contact information of an agency that can arrange housing for him. The evening does not come immediately. It’s still only five o’clock, but when you arrive at six, you feel tired. The change of time zones has not yet had time to make itself felt. He decides to return to the hotel on his own. He walks down the long corridor leading to his mini-room and then receives a text message. He reads it in front of the door:

    “Paolo, tonight we are having a barbecue in the hotel garden. Will you come? At eight o’clock at night.”

    Great, of course I’m coming!

    After an impressive shower, he dresses in shorts and a t-shirt. Goes downstairs and looks for where the garden is. It is next to the breakfast room. Once outside, he finds Scott who introduces him to Darrell, another project manager who is overseeing the project with him. The coworkers explain that they take turns working on the construction site, with Scott spending more time on the site. Darrel is older, even older than Paolo. He has already gotten to know the others present at the plant. They’re dressed more or less like him, at least he’s not wrong on that point. Everyone has something to drink in their hands. From a huge coke on the rocks to numerous beers, as well as some kind of hard liquor, probably whiskey. He is told to go to the counter. Inside, everything is free. He chooses a nice fresh draft beer. When he returns with his trophy, Don is there too, holding some kind of cocktail. Ceremoniously he escorts him further in and introduces him to an older man. It’s one of the station managers, Greg. He’s about to leave though, he has another project in Charleston to oversee. This little party should welcome him. Paolo smiles. He certainly didn’t think it was to celebrate his arrival!

    He confirmed it almost immediately. It doesn’t take him long to realize that he, the old site manager who is leaving, is the one who will have to do the dirty work. It is Greg, introducing himself with a learned nonchalance, who starts this conversation. And as he lists them off, the others slowly approach, gathering around to follow this interrogation. Greg is the longtime station chief. Paolo notices that they revere him as an institution. Paolo knows many of them. They are the key people in this business. They manage armies of resources at the site under a thousand challenges and regulations. He could not do their jobs as well. Even the most gentle of them have a residual roughness that can be annoying. Greg turns out to be one of those whose edges are honed by time, already sharp from birth. When he begins the kind of investigation his colleagues have assigned him, the wool fluffs out from under his shirt:

    “But that’s how long you’ve been with the company, too.” As if he doesn’t know the situation well.

    Paolo realizes that his American colleagues’ acceptance or non-acceptance of him will be played out in the next few minutes, with a beer in his hand. If he passes this Dean of Detroit’s test, the next steps will be much easier. He decides his first response should be to attack:

    “I would say yes. I joined the company right after I bought yours, which then became the U.S. headquarters.”

    Greg accepts this outburst, scrutinizing it carefully. Paolo gives him a friendly smile. He doesn’t want to give the impression that he wants a confrontation.

    “Why didn’t we ever meet then?”.

    Well, it’s carrot time:

    “Well, since you manage projects here, what’s the point of coming from Italy? The American colleagues I know I’ve gotten to know through other projects. Outside of the US and Italy, where we’ve all traveled to lend a hand.” He continues to smile at him with the same sweetness as the carrot he offered him.

    Greg lowers his gaze, confirming that he’s satisfied with the answer. But he also realizes that Paolo has made the point of this conversation clear, so he decides not to skirt around it:

    “But then why did they send you here to help? Maybe in Italy they think we can’t handle this project?”.

    This is the crux of the argument. Paolo assumes the posture of a man who wants to explain a new concept to an old friend:

    “No, Greg, the situation here is different. Mario got a clear request from Elon Musk.” He calls their CEO by his first name because he knows that’s what all people of a certain level do in the company. He wants to clarify what falls within that circle.

    “We know that he has asked all the suppliers to send people from Europe. Whether that will help or not is another question. It’s more of a political issue. Mario has to give an answer, and here I am.”

    Thus, Greg should no longer have an excuse to show his claws.

    “Well, we’ll have to figure out how to do it, how to get organized.”

    “Of course, no doubt. However, it’s simple. I’m here to help. What do you need? I’m here to do it.”

    This openness somewhat displaces Greg, who by nature was ready for something more akin to an ethnic skirmish. Paolo knows that his American coworkers never fully digested the purchase of the Italian company. Since then, their CEO has always been Italian. Paolo intends to let them know that Elon Musk’s management is at the level of their supreme leader and therefore far above their operations. He is there to give them the most necessary support to manage their project. Scott is well aware of this. Paolo had already noticed that he appeared to be the friendliest among those present:

    “Greg, there’s no problem. We are thinking of a role that suits us. We’re not happy with our organization. If Paolo is available, with his experience he can take on any role and help us fill some of the gaps we still have.”

    Paolo notices Darrel nodding as well. They had probably discussed this before. Obviously, they just wanted to see who came in – an arrogant pain in the ass or a colleague really willing to help. Paolo definitely feels the latter.

    It’s done! The exam is passed, Paolo is accepted, and so the celebrations can continue. It’s actually quite simple. Paolo knows that his American colleagues are good people, they know their job and do it very well. He did not expect great difficulties. It’s understandable that no one would like it if someone came to teach you a craft.

    That he has been accepted is immediately clear from the number of offers to taste alcoholic beverages. Paolo dodges almost all of them, but he can’t deny himself completely. Soon he feels invigorated and thinks that this might be a good antidote to the jet lag. Besides, he’s hungry. He heads over to the barbecue to see what’s cooking. It seems that most of the participants are more concerned about the drinks than the food. One of the coworkers is cooking some very tempting salmon steaks. He does not put them directly on the flames, but places them on cedar planks. He explains that the wood, with its unique flavor, promotes less intense cooking but a more flavorful result. That’s right! This is one of the aspects he values in his work. Cultural, culinary and wine gatherings that can take place all over the world. Later, under the sheet, he has confirmation that the dinner was a panacea for jet lag. Partly because of the project team’s approval, partly because of the combination of flavors and alcohol.

    (Continua qui:).

    (Any references to actual facts or people are purely coincidental. All characters and events described are figments of the author’s imagination).

    Read more / Original news source: https://manipurhub.com/destiny-in-a-pizza-oven-109/

    Model Y 3 year old – time to trade?

    For those who have been with me, I have crossed the three year mark of driving the Model Y. I will now give an update on how things are going, and will follow the same format as last year to ensure a clean comparison. I want to point out again that my driving habits may […]

    For those who have been with me, I have crossed the three year mark of driving the Model Y. I will now give an update on how things are going, and will follow the same format as last year to ensure a clean comparison. I want to point out again that my driving habits may not be the same as the average passenger. Let’s take a look at how things look three years later.

    Before we get into the review, here are some statistics:

    Total mileage: 19,808

    Important features: Great range, full self-learning module, 19-inch Gemini wheels.

    Driving habits: Half the time city trips to local attractions, the other half mini trips to the mountains.

    Settings: Steering – standard, regenerative braking – hold (max), acceleration – normal

    Modifications: Floor mats, matte console covers, screen cover, tow package and ski rack.

    Maintenance.

    Regular readers know that maintenance has been the bane of my automotive experience. It was also the primary reason for my decision to purchase a Tesla. It’s been three years and it still continues to pay dividends. I love not having to worry about maintenance and potential problems. No dreaded Check Engine lights to mar my parade.

    Here is what I have encountered in the 3 years I have owned the vehicle:

    – 2 windshield wiper fluid refills.

    – Lots of software updates, including a camera update that I really like. I have them installed overnight while I sleep and the car is charging.

    – 1 trip to the store to update a faulty part affecting my heater. (It was really scary).

    – Car wash and interior cleaning about once a month.

    – 2 tire changes.

    I always try to be as honest as possible in these reviews. My goal is not to get you to buy a Tesla or promote the cult of Elon, but simply to provide you with an informed opinion. So here’s what I can say after three years. I haven’t changed my oil, I haven’t changed my brakes, my tires are working properly, and after a year I even lost my only complaint, which was helplessness to change the software. I had a major problem with a factory recalled part and a few minor annoying software bugs, but honestly they seem to have been fixed. Personally, I haven’t had any problems or bugs in the last year. The only thing I can report is that after leaving the garage, the car sometimes takes a few minutes to switch from Wi-Fi to data and reconnect.

    Charging.

    I continue to be completely satisfied with the charging status. Even more so than at the time of last year’s review, as the number of chargers continues to increase dramatically and other major manufacturers are adopting Tesla’s charging technology.

    Once again, having a home charger is an absolute game changer and a must.

    Software.

    This year has brought some great updates. We continue to improve the self-driving car program, which in my opinion is still in its infancy. More interesting to me has been the improvements to the camera. I feel like the image is clearer and more stable than in the past. Finally, an update that I wasn’t aware of but really like is the addition of an audible beep when shifting gears. A few people have complained that shifting gears is difficult, but the addition of this soft sound has made the moment of shifting more obvious. It never ceases to amaze me how much feedback from drivers goes into the software updates. It’s incredible how much of your driving experience can be changed by an over-the-air update while you’re napping.

    Interior.

    There have been a lot of videos recently about the interior quality of these cars. I’ll just say that this is not my experience. My car has held up surprisingly well, but I will add that I’ve always driven mid-range cars, so I’m not comparing the Model Y to luxury cars costing 200k or more. My seats still look like new, there are no rips, creases, stains, or fading, which is what I want from a car of this class.

    Overall, I am very happy with the interior and how it has been maintained. I wish it had a heated steering wheel and cooled seats, especially at this price of the car, but it’s not crucial to me.

    Flex.

    Teslas are everywhere now, at least here in SLC and other major cities in the US. It doesn’t feel like a Flex anymore, instead it has come to seem completely ordinary. One new thing I see here that will add to your flexibility is the wrap. The matte finish is more popular than ever, and it’s especially common on Teslas. If you’re still looking for that flexibility factor, I recommend doing a matte wrap with colored calipers and maybe some accents. That said, keep the styling in mind. You can see some very well done work online.

    Final thoughts.

    Inflation. We all face it. The last few years have been crazy, and I’m sure it will have a place in future economics textbooks. The used car market has had its heyday and now, if you own a Tesla, you’re probably seeing prices plummet. I thought I would feel worse about my car selling for much cheaper today, but no, I feel like it was worth what I paid for it, and that’s even more true now that the price has come down. Unfortunately, this also means that the value at exchange has dropped. My trade-in value is half of what I purchased the car for. That’s in line with traditional offers, but compared to what I was offered even a year ago, it’s a tough pill to swallow. I’ll probably keep it if I do decide to buy a cybertruck.

    Thank you for being a reader! As always, if you have any questions, ask them in the comments and I’d be happy to chat with you via email as well. I’d love to hear your story of building Tesla and talk about the challenges and successes you’ve faced. And please, please support me!

    Read more / Original news source: https://manipurhub.com/model-y-3-year-old-time-to-trade-107/

    Electric car for discomfort. Toyota has revealed an electric Land Cruiser concept.

    The electric vehicle revolution is in full swing, and major automakers are exploring new horizons in an effort to electrify their model lines. Toyota, a brand known for its commitment to sustainability and innovation, is making waves in the world of electric vehicles, having recently unveiled a concept at the Japan Mobility Show. The latest […]

    The electric vehicle revolution is in full swing, and major automakers are exploring new horizons in an effort to electrify their model lines. Toyota, a brand known for its commitment to sustainability and innovation, is making waves in the world of electric vehicles, having recently unveiled a concept at the Japan Mobility Show. The latest concept is nothing short of impressive: it’s an electric version of the iconic Land Cruiser SUV. Despite being in the early stages of development, this concept is already generating a lot of interest and excitement. In this article, we take a closer look at the capabilities of this concept and explore its future potential.

    A new take on the iconic SUV.

    Land Cruiser is a name synonymous with ruggedness, reliability and off-road prowess. For decades it has been a symbol of power and performance, conquering challenging terrains with ease. However, the electric Land Cruiser concept represents a departure from traditional design. Unlike its bulky predecessor, it has taken on a more urban and sophisticated look. This concept has a lower and sleeker profile that exudes urban elegance and is aimed at a different audience.

    Three-row seating Toyota has not revealed all the technical details of this concept, but some key features are already known. The concept has three rows of seats that can comfortably seat up to seven passengers. This spacious layout is ideal for family trips or group outings. However, as for the powertrain and battery, Toyota is keeping everything a secret for now, creating an air of suspense.







    Potential electric Land Cruiser.

    While Toyota is not revealing specific details, industry experts are speculating on the powertrain configuration. It’s likely that the electric Land Cruiser will feature a twin-motor powertrain providing powerful all-wheel drive. This is in line with the trend of electric SUVs demonstrating excellent off-road performance. The potential of this electric Land Cruiser beckons, which makes one wonder about its production prospects.

    Future Icon.

    The Land Cruiser has established itself as Toyota’s flagship SUV, renowned for its legendary reliability and off-road capabilities. The move to an electric version has the potential to redefine this icon into a new era. While the electric Land Cruiser remains a concept for now, the anticipation and enthusiasm surrounding it is palpable.

    The big question is whether Toyota will dare to bring this concept to the market. With the automotive landscape undergoing changes and a growing demand for electric SUVs, the electric Land Cruiser could be a timely addition to Toyota’s lineup. The combination of legendary off-road performance and modern electric technology makes this concept even more intriguing.

    Read more / Original news source: https://manipurhub.com/electric-car-for-discomfort-toyota-has-revealed-an-electric-land-cruiser-concept-105/

    Toyota’s pioneering ammonia engine: the future of sustainable transportation?

    In the pursuit of environmentally friendly transportation, major players such as Toyota, in collaboration with China’s GAC Group, are exploring revolutionary alternatives to electric vehicles (EVs) – in particular, an engine powered by ammonia. What is an ammonia engine? The essence of an ammonia engine is its fuel: ammonia, a compound consisting of one nitrogen […]

    In the pursuit of environmentally friendly transportation, major players such as Toyota, in collaboration with China’s GAC Group, are exploring revolutionary alternatives to electric vehicles (EVs) – in particular, an engine powered by ammonia.

    What is an ammonia engine?

    The essence of an ammonia engine is its fuel: ammonia, a compound consisting of one nitrogen atom and three hydrogen atoms. At the same time, there are no carbon atoms, which ensures the absence of carbon dioxide emissions during combustion of the fuel. This feature allows us to consider ammonia engines as an environmentally friendly solution to combat environmental pollution.

    Ways of utilizing ammonia energy.

  • Decomposition approach: Startups such as Amogy have demonstrated the splitting of ammonia into hydrogen and nitrogen. The former powers a fuel cell, generating electricity.
  • Combination approach: MAN Energy Solutions (MAN ES) blends ammonia with fuels such as diesel or gas to promote sustainable combustion.
  • Pure ammonia approach: In this case, ammonia acts as the primary fuel and advanced combustion technologies are used.

    • Why ammonia engines are promising.

    Ammonia has a high energy density, which is essential for efficient energy storage and transportation. This makes it suitable for use in critical industries such as transportation and power generation.

    In addition, ammonia’s main components, hydrogen and nitrogen, are abundant, emphasizing the engine’s potential environmental friendliness.

    Toyota is taking the lead.

    In collaboration with GAC, Toyota has unveiled a prototype engine powered by liquid ammonia. This 2.0-liter engine with 161 hp can reduce carbon dioxide emissions by 90%.

    However, it has not been without its challenges along the way. Issues such as controlling combustion chamber pressure and handling nitrogen emissions required innovative solutions.

    Challenges and future prospects.

    Despite its prospects, ammonia is not without its difficulties:

  • Difficulty of ignition: Compared to fossil fuels, ammonia requires higher ignition energies.
  • Safety concerns: Its pungent odor and toxicity require careful handling.

    • For wider distribution, automakers need to refine the technology and bring it into compliance with regulatory requirements. Nevertheless, with major stakeholders like Toyota, a future for clean ammonia fuel seems likely.

    China’s role and previous endeavors.

    China, home to the world’s largest electric vehicle market, has expressed interest in banning internal combustion engines. The emergence of alternative fuels such as ammonia could reshape the market.

    Toyota’s position in China and its commitment to meeting the diverse needs of consumers underscores its integrated approach. Research on ammonia engines suggests the possibility of global adoption in the future.

    It should be noted that work on ammonia engines has been done before. The AmVeh engine developed by the Korea Energy Research Institute combines 70% ammonia with 30% gasoline to reduce carbon dioxide emissions by 70%.

    Conclusion.

    As sustainable transportation advances, collaborative efforts to harness the potential of ammonia mark a turning point. The convergence of technology, industry, and the environment points to a promising future despite the challenges that remain.

    Is there a topic you would like to discuss with us? Let us know!

    Note: Our content is intended to be entertaining and is fueled by the latest news, rumors, and intriguing speculation.

    Read more / Original news source: https://manipurhub.com/toyota-s-pioneering-ammonia-engine-the-future-of-sustainable-transportation-97/

    The company Elon Musk laughed at 12 years ago has overtaken Tesla in the electric car market.

    In 2011, Elon Musk burst out laughing when asked about Chinese competitors in the electric car market. Now he probably regrets it. Shares of BYD, short for Build Your Dreams, rose sharply this week after the company said it expects profits to double year-on-year in the third quarter of 2023. BYD has overtaken Tesla in […]

    In 2011, Elon Musk burst out laughing when asked about Chinese competitors in the electric car market. Now he probably regrets it.

    Shares of BYD, short for Build Your Dreams, rose sharply this week after the company said it expects profits to double year-on-year in the third quarter of 2023.

    BYD has overtaken Tesla in quarterly production and is behind the U.S. manufacturer in global sales.

    BYD’s success is also a testament to the pace of development of China’s auto industry, which will overtake Japan to become the world’s largest exporter in 2023.

    On the other hand, Beijing’s economic tensions with other nations, not just the U.S. and European countries that are export markets for Chinese electric cars, are also on the rise. The world is increasingly adopting new, cleaner technologies, and this is another example that illustrates how difficult it will be for Western countries to move away from dependence on Chinese products.

    How the dream was built Build your dream.

    BYD had an advantage from the start: unlike manufacturers that started out making electric models, this company first produced batteries before moving on to cars.

    CEO Wang Chuanfu, whose fortune is $18.7 billion, was born in 1966 to a peasant family in one of China’s poorest provinces.

    After earning a bachelor’s degree in mechanical engineering and metallurgical chemistry, he and his cousin founded BYD in Shenzhen in 1995. They built a reputation for making rechargeable batteries used in cell phones, laptops and other electronic devices that competed with more expensive Japanese imports.

    BYD went public in 2002 and soon diversified by buying struggling state-owned automaker Qinchuan Automobile Company.

    In the early 2000s, Beijing introduced the subsidy and tax incentive program and the government began to prioritize renewable energy production.

    This was perfect timing for BYD. The batteries it produced effectively became the engines of electric cars.

    The Chinese potential was so enticing that in 2008, American billionaire Warren Buffett bought a 10% stake in BYD Auto, saying it would one day become “a major player in the global car market, which will inevitably become electric.”

    Today, China dominates global electric car production, thanks in large part to BYD. Beijing is keen to maintain its lead – in June it offered BYD $72.3 billion in tax breaks over four years, the largest subsidy at a time of slowing sales.

    Analysts say BYD owes its growth to its start-up business – making batteries. They are the most expensive parts of an electric car, and in-house production allows BYD to save a significant amount of money. Instead, competitors, including Tesla, have to rely on battery suppliers.

    That largely explains why the BYD Seal has a 15 percent market advantage over the Chinese-made Tesla Model 3, according to the UBS report. The entry-level BYD Seagull model costs $11,000. Tesla recently introduced the Model 3 sedan, which is priced at $36,000 in China.

    And the Chinese company is also on the rise in the global electric car market – it overtook Volkswagen’s best-selling model in China earlier this year.

    WORLD vs. Tesla.

    In 2011, Elon Musk laughed when asked in a TV interview about BYD and Chinese competition. Back then, Tesla was a young public company and unveiled a prototype of its first electric car, the Model S.

    Today, Musk probably regrets looking down on the Chinese. According to the latest figures from the China Passenger Car Association, Tesla sold 74,073 electric cars in September, down nearly 11% from last year.

    That’s a development in the opposite direction to BYD, which sold 286,903 vehicles in the same period – a 43% increase in the electric and hybrid car market.

    The irony is that Tesla is at the root of the rise in popularity of electric cars in China, the world’s largest auto market.

    When Beijing decided to attract more electric cars, it relaxed rules allowing foreign companies to open factories in the country. Until then, companies like General Motors and Toyota needed a local partner to build a factory in China.

    When the conditions changed, Tesla immediately took advantage. And today, Tesla is the largest exporter of Chinese-made electric cars and the second-largest selling Chinese manufacturer.

    Musk has ambitious plans to expand into China and build huge battery warehouses that will act as a network of electric cars that power charging stations.

    However, with tensions rising between Washington and Beijing, he has turned his attention to India, which he sees as an alternative to the Chinese market.

    Musk said Tesla will appear in India “as soon as it is feasible” after a June meeting with Indian Prime Minister Narendra Modi.

    China’s “dragon” is attacking the realm of giants.

    The band for traditional automakers, whose business is still fueled by gasoline engines, is rapidly narrowing, the BBC writes.

    Analysts predict a seismic shift by 2030 as “green” incentives to fight climate change expand, driving down prices.

    In this competition, carmakers from Europe and the UK are “suffocating”. They could be helped by swift regulation of the European market, which could become less accessible to competitive Chinese manufacturers.

    The European Commission has launched an investigation and is examining whether tariffs are needed to protect EU manufacturers from an “invasion” of cheap imported Chinese electric cars because they benefit from Beijing’s subsidies.

    Commission chief Ursula von der Leyen said the EU had not forgotten how its solar energy sector had suffered from China’s “unfair trade practices”.

    So far, the eco-friendly cars, which BYD sells at affordable prices, have been a big hit in Germany, which is struggling with high inflation and high energy costs. The Chinese are gleefully taking on giants Mercedes-Benz, BMW and Volkswagen as they try to compete in the electric car market.

    Bill Russo, founder and CEO of consulting firm Automobility, summed it up simply: “There is a demand for affordability around the world. And the place that can give that to the world right now is China.”

    Https://youtu.be/rUBmjLp9em8.

    Read more / Original news source: https://manipurhub.com/the-company-elon-musk-laughed-at-12-years-ago-has-overtaken-tesla-in-the-electric-car-market-95/

    The famous tennis player promotes electric cars. Now Rafael Nadal is switching to a Kia EV9.

    Rafael Nadal, the famous Spanish tennis player, winner of 22 Grand Slam titles, has received a brand new set of wheels from Korean auto giant Kia. He is now the proud owner of the latest Kia EV9 GT-Line electric car. At a local event held at the IFEMA convention center in Madrid, the Korean automaker […]

    Rafael Nadal, the famous Spanish tennis player, winner of 22 Grand Slam titles, has received a brand new set of wheels from Korean auto giant Kia. He is now the proud owner of the latest Kia EV9 GT-Line electric car. At a local event held at the IFEMA convention center in Madrid, the Korean automaker unveiled the new EV9, the brand’s first three-row electric sports car, to its ambassador and tennis sensation Rafael Nadal. So, what does Nadal think of the Korean automaker and its latest electric car?

    Nadal’s new car from a Korean automaker.

    Kia has been working with the famous tennis star since 2004, but it wasn’t until 2021 that Nadal got his hands on his first electric car – the Kia EV6, the brand’s debut EV. In return, the Spanish tennis legend promised to help promote the global popularization of electric cars and the Kia brand.

    In his remarks about Kia, Nadal drew a parallel between his sporting path and the evolution of the Korean automaker. “To reach all the milestones in my career, I had to constantly evolve. This is the only way to progress,” commented Nadal. He also expressed his gratitude for the opportunity to work with a brand like Kia, with whom he feels a deep connection. At the event, those in attendance shared Nadal’s excitement when they were presented with a unique life-size 3D projection detailing the EV9’s journey. Through 360 screens, viewers were able to see the interior of the car in detail, virtually traversing landscapes.

    Rafael Nadal’s choice of the Kia EV9 GT-Line is not only a testament to his partnership with the Korean automaker, but also to his commitment to environmental sustainability. The shift from traditional internal combustion engine cars to electric vehicles represents a significant shift towards reducing carbon emissions and encouraging environmental awareness. As an influential figure in the world of sports, Nadal’s support of electric vehicles is essential in raising awareness of cleaner and greener transportation solutions.

    EV9 GT-Line.

    Kia’s EV9 GT-Line isn’t just another electric car, it’s a statement about the future of electric vehicles. With three rows of seating, it features a spacious and practical design that is suitable for both family travel and daily city commuting. Its electric powertrain promises not only exceptional performance but also zero emissions. The arrival of the EV9 in Nadal’s life is a step towards a greener and more sustainable lifestyle.

    Prior to purchasing the Kia EV9 GT-Line, Rafael Nadal had the opportunity to experience the Kia EV6, the brand’s first electric vehicle, which laid the foundation for his green journey. His early exposure to Kia’s electric cars allowed him to understand how advanced technology and the convenience of electric driving are seamlessly combined. The use of electric vehicles by celebrities like Nadal is making a significant contribution to changing public opinion and promoting clean and sustainable transportation solutions.

    3D projection: an immersive experience.

    At the Kia EV9 GT-Line launch event, attendees were treated to an immersive 3D projection – an amazing presentation showing the journey of this remarkable electric vehicle. Viewers were able to explore the intricacies of the car’s inner workings through realistic visualizations. This innovative approach emphasizes Kia’s commitment to incorporating cutting-edge technology into its vehicles while making the EV9 accessible to potential buyers.

    Nadal’s commitment to Kia.

    Rafael Nadal’s ongoing commitment to the Kia brand demonstrates the synergy between the world-renowned athlete and the global automaker. By supporting the transition to electric vehicles and owning a state-of-the-art car like the Kia EV9 GT-Line, Nadal is not only supporting sustainability, but also paving the way for other athletes and public figures to follow suit. His journey with Kia serves as a testament to choosing cleaner and greener modes of transportation in the future.

    Read more / Original news source: https://manipurhub.com/the-famous-tennis-player-promotes-electric-cars-now-rafael-nadal-is-switching-to-a-kia-ev9-93/

    Is Tesla the future of transportation?

    Tesla is one of the most innovative and interesting companies in the world. It leads the way in the development of electric vehicles, and its products are among the most popular and sought-after on the market. But is Tesla really the future of transportation? Tesla was founded in 2003 by Elon Musk, Martin Eberhard, JB […]

    Tesla is one of the most innovative and interesting companies in the world. It leads the way in the development of electric vehicles, and its products are among the most popular and sought-after on the market. But is Tesla really the future of transportation?

    Tesla was founded in 2003 by Elon Musk, Martin Eberhard, JB Straubel, Ian Wright and Mark Tarpenning. The company’s mission is to accelerate the world’s transition to sustainable energy. To accomplish this, Tesla designs, manufactures, and sells electric cars, energy storage batteries, and solar panels.

    Tesla’s first car was the Roadster, released in 2008. The Roadster was a sports car that accelerated from 0 to 60 mph in 3.7 seconds and had a top speed of 125 mph. The Roadster was a great commercial and critical success and helped Tesla become one of the biggest players in the electric car market.

    In 2012, Tesla released its second car, the Model S. The Model S is a luxury sedan with a range of up to 402 miles on a single charge. The Model S has been praised for its performance, range, and design. It has won numerous awards, including Motor Trend’s 2013 Car of the Year award.

    In 2015, Tesla released its third vehicle, the Model X. The Model X is a luxury SUV with a range of up to 351 miles on a single charge. The Model X is also known for its unique falcon wing type doors.

    In 2017, Tesla released its fourth vehicle, the Model 3. The Model 3 is a more affordable electric car with a range of up to 358 miles on a single charge. The Model 3 has been a huge success and is currently the best-selling electric car in the world.

    In 2020, Tesla released its fifth vehicle, the Model Y. The Model Y is a crossover SUV based on the Model 3. The Model Y has a range of 330 miles on a single charge.

    Tesla is also developing a number of other products, including the Cybertruck, Semi, and Roadster 2. The Cybertruck is an electric pickup truck expected to be released in 2023. Semi is an electric semi-truck expected to be released in 2022. Roadster 2 is an electric sports car expected to be released in 2023.

    Tesla is also developing battery energy storage and solar energy devices. Tesla’s Powerwall is a battery energy storage system that can be used to store energy from solar panels or wind turbines. Tesla Powerpack is a battery energy storage system designed for commercial and industrial applications. Tesla Solar Roof is a solar roof system that can be used to generate electricity from the sun.

    Tesla is one of the most innovative and interesting companies in the world. It leads the way in the development of electric cars, and its products are among the most popular and sought after on the market. But is Tesla really the future of transportation?

    There are a number of factors that suggest Tesla is the future of transportation. First, Tesla is a leader in electric vehicle technology. Tesla vehicles are some of the most efficient and long-range electric vehicles on the market. Second, Tesla is rapidly expanding its manufacturing facilities. Tesla is currently building new factories in Berlin, Texas, and China. Third, Tesla is developing a number of new products, including the Cybertruck, Semi, and Roadster 2. These products could help Tesla enter new markets.

    However, there are also a number of challenges that Tesla faces. First, Tesla is a relatively new company. Tesla was founded in 2003 and has only been selling cars since 2008. This means that Tesla does not have as much experience as some of its competitors. Secondly, Tesla is facing increasing competition from other automakers. Many automakers are now developing their own electric cars. Third, Tesla faces regulatory challenges in some markets. For example, Tesla has faced a ban on the sale of its cars in Norway.

    Despite the challenges, Tesla is well positioned to become a major player in the future of transportation. Tesla has a strong brand, a loyal customer base, and leadership in electric vehicle technology. In addition, Tesla is rapidly expanding its manufacturing capacity and developing new products. If Tesla successfully overcomes the challenges it faces, it could become the world’s leading electric vehicle company.

    Read more / Original news source: https://manipurhub.com/is-tesla-the-future-of-transportation-91/

    My secret job in Elon Musk’s secret press office.

    Musk-scented satire. My secret job in Elon Musk’s secret press office. Today is a tough day, as Tesla just reported a huge profit failure, its stock is plummeting, and pretty much every single person in the known universe hates Elon Musk to the core. I love my job. Too bad Elon doesn’t let us work […]

    Musk-scented satire.


    My secret job in Elon Musk’s secret press office.


    Today is a tough day, as Tesla just reported a huge profit failure, its stock is plummeting, and pretty much every single person in the known universe hates Elon Musk to the core.

    I love my job. Too bad Elon doesn’t let us work from home anymore because he’s a hateful little shit.

    But it doesn’t matter, I’ll drive to work every now and then to check out Tesla’s secret press office headquarters.

    They are located underground in the lair of a secret island.

    Yes, I was a bit nervous about this when I went for the interview. It’s all a bit of a Dr. Evilly thing, you know what I mean.

    During the interview, Elon informed me that if he pushed a button, the floor would open up and I would fall into a pool of sharks. I don’t know if he was flirting with me or not.

    “But maybe you can at least buy me a horse?” I said, flirting back. I knew Elon had been accused of offering to buy a female employee a horse in exchange for sex.

    I love horses. I’d give him a horse in a second. I mean, what’s so hard about jerking off to some dick? I’ve done it a million times. Please, horse!

    I have a very good wanking technique that a guy showed me years ago. You can read about it here.

    I did it to Elon, and he said: “You’re hired, baby! He launched his Tesla rocket in less than a minute, no lie.

    I never got the horse, but I got the job. (Although, can I just say it wasn’t a dick the size of a horse. A pony, maybe. My little pony will be my pet nickname if I ever do it again, which I certainly won’t. Now that I have a job as his secret spokesman, I don’t need to jerk off. I just have to make up happy lies about Elon, and I love my life! Yay!).

    So, I got an email from Elon this morning.

    Get to HQ, Christine! And get me some good press or I’ll take the horse.

    What fucking horse, Elon?

    I was wondering if the horse was delivered to my neighbor’s farm by mistake, you know, one of those cases where Amazon delivers the goods.

    So I immediately issued this press release. It was simple. I love writing non-fiction, and there is no greater tale in history than the myth that this jerk is somehow worthy of two seconds of our attention. Please enjoy.

    Elon Musk mows his own lawn and cleans his own house.


    If a trillionaire can do it, why can’t you?

    About six years ago, Elon Musk experienced a revelation.

    “I was paying these guys to come in and make noise with their blowers, etc.,” he said. “All I really needed was lawn mowing. I was able to do that. All I needed was a lawn mower.”

    Musk didn’t just head to the Sears store to buy a lawn mower. That’s not his style.

    He designed and built his own lawnmower from scratch in his spare time after working at his two amazingly successful companies, SpaceX and Tesla.

    “My lawnmower is basically a spaceship that takes off about three inches off the ground and then lands again, every two seconds, and cuts my grass that way.”

    Does Musk plan to make his lawnmower available to the public?

    “Absolutely,” he said. “After we get approval from the Nuclear Regulatory Commission. You see, this lawnmower is powered by a Tesla battery that gets its charge from the sun, and if the sun isn’t shining, a miniature nuclear reactor kicks in to ignite the thing.”

    Obviously, there’s a lot of red tape for mini nuclear reactors, so it’ll be a while before we can buy one for our backyard. In the meantime.

    What about cleaning your own house?

    “I didn’t like having cleaners around all the time,” Musk says. “People make me nervous, especially when they’re in my space. So I created a cleaning robot that will do dishes, laundry, etc. Her name is Optimus Maid.”

    What other amazing things does Elon do?

    “I compost my feces and use it to grow tomatoes the size of basketballs.”

    Okay, that’s weird and gross. How the hell does he compost his feces?

    “I don’t go to the toilet in the toilet bowl. I go to the bathroom in a Tesla potty that turns feces into compost by adding nitrogen and Exlax.”

    OK. I’m eating here. This is making me sick. Can we cut to the chase?

    Is there anything Elon can’t do?

    “I’ve been trying to dig a hole for China,” he said. “In my backyard. It’s not working out very well. So far, I’ve only managed to get as far as Belarus.”

    Elon Musk dug a hole to Belarus from his backyard in Austin, Texas?

    “Yes, but just don’t tell anyone, please. It’s going to be a whole new way to travel internationally, completely replacing passports and customs officials. When I start sending people to different countries through this amazing hole in my backyard, there will be some very pissed off bureaucrats there.”

    Awesome! Is the hole to Patagonia already in place? I’ve always wanted to visit Patagonia, haven’t you?

    Is there anything even more amazing that Elon can do?

    “Well, I taught myself how to fly by waving my arms fast,” he said. “It was a simple math problem that I solved.”

    I don’t know if you guys have seen that a flying guy has been spotted near the Los Angeles airport a few times. They thought he was wearing a jetpack. But he wasn’t.

    Elon was just waving his arms around. If he gets into an updraft, he can stop waving his arms. Yeah, that’s pretty cool.

    Oh, come on! There’s gotta be something even cooler that Elon’s doing.

    Well, actually, there is. He lives on an asteroid made entirely of diamonds. He’s keeping it a secret because once he figures out how to mine the diamonds and get them to Earth, the price of diamonds will of course plummet, so it’s super secret. He’s just going to bring back some diamonds every year.

    You can do better than that! What could be better than living on an asteroid made of diamonds?

    OKAY. That’s a super super secret. But yes, Elon has opened a portal.

    Elon Musk has become immortal.

    Elon Musk’s farts now smell like oranges.

    Elon Musk doesn’t need to sleep anymore.

    Elon Musk.

    Elon Musk.

    Elon Musk.

    Elon Musk!!!

    Isn’t he dreamy?

    (Honestly, sometimes this job makes me sick. But in this economy, baby, I’ll swallow the vomit).

    Want more Christine?

    Read more / Original news source: https://manipurhub.com/my-secret-job-in-elon-musk-s-secret-press-office-2-86/

    My secret job in Elon Musk’s secret press office.

    Musk-scented satire. My secret job in Elon Musk’s secret press office. Today is a tough day, as Tesla just reported a huge profit failure, its stock is plummeting, and pretty much every single person in the known universe hates Elon Musk to the core. I love my job. Too bad Elon doesn’t let us work […]

    Musk-scented satire.


    My secret job in Elon Musk’s secret press office.


    Today is a tough day, as Tesla just reported a huge profit failure, its stock is plummeting, and pretty much every single person in the known universe hates Elon Musk to the core.

    I love my job. Too bad Elon doesn’t let us work from home anymore because he’s a hateful little shit.

    But it doesn’t matter, I’ll drive to work every now and then to check out Tesla’s secret press office headquarters.

    They are located underground in the lair of a secret island.

    Yes, I was a bit nervous about this when I went for the interview. It’s all a bit of a Dr. Evilly thing, you know what I mean.

    During the interview, Elon informed me that if he pushed a button, the floor would open up and I would fall into a pool of sharks. I don’t know if he was flirting with me or not.

    “But maybe you can at least buy me a horse?” I said, flirting back. I knew Elon had been accused of offering to buy a female employee a horse in exchange for sex.

    I love horses. I’d give him a horse in a second. I mean, what’s so hard about jerking off to some dick? I’ve done it a million times. Please, horse!

    I have a very good wanking technique that a guy showed me years ago. You can read about it here.

    I did it to Elon, and he said: “You’re hired, baby! He launched his Tesla rocket in less than a minute, no lie.

    I never got the horse, but I got the job. (Although, can I just say it wasn’t a dick the size of a horse. A pony, maybe. My little pony will be my pet nickname if I ever do it again, which I certainly won’t. Now that I have a job as his secret spokesman, I don’t need to jerk off. I just have to make up happy lies about Elon, and I love my life! Yay!).

    So, I got an email from Elon this morning.

    Get to HQ, Christine! And get me some good press or I’ll take the horse.

    What fucking horse, Elon?

    I was wondering if the horse was delivered to my neighbor’s farm by mistake, you know, one of those cases where Amazon delivers the goods.

    So I immediately issued this press release. It was simple. I love writing non-fiction, and there is no greater tale in history than the myth that this jerk is somehow worthy of two seconds of our attention. Please enjoy.

    Elon Musk mows his own lawn and cleans his own house.


    If a trillionaire can do it, why can’t you?

    About six years ago, Elon Musk experienced a revelation.

    “I was paying these guys to make noise with their blowers, etc.,” he said. “And all I really needed was lawn mowing. I could have done that. All I needed was a lawn mower.”

    Musk didn’t just head to the Sears store to buy a lawn mower. That’s not his style.

    He designed and built his own lawnmower from scratch in his spare time after working at his two amazingly successful companies, SpaceX and Tesla.

    “My lawnmower is basically a spaceship that takes off about three inches off the ground and then lands again, every two seconds, and cuts my grass that way.”

    Does Musk plan to make his lawnmower available to the public?

    “Absolutely,” he said. “After we get approval from the Nuclear Regulatory Commission. You see, this lawnmower is powered by a Tesla battery that gets its charge from the sun, and if the sun isn’t shining, a miniature nuclear reactor kicks in to ignite the thing.”

    Obviously, there’s a lot of red tape for mini nuclear reactors, so it’ll be a while before we can buy one for our backyard. In the meantime.

    What about cleaning your own house?

    “I didn’t like having cleaners around all the time,” Musk says. “People make me nervous, especially when they’re in my space. So I created a cleaning robot that will do dishes, laundry, etc. Her name is Optimus Maid.”

    What other amazing things does Elon do?

    “I compost my feces and use it to grow tomatoes the size of basketballs.”

    Okay, that’s weird and gross. How the hell does he compost his feces?

    “I don’t go to the toilet in the toilet bowl. I go to the bathroom in a Tesla potty that turns feces into compost by adding nitrogen and Exlax.”

    OK. I’m eating here. This is making me sick. Can we cut to the chase?

    Is there anything Elon can’t do?

    “I’ve been trying to dig a hole for China,” he said. “In my backyard. It’s not working out very well. So far, I’ve only managed to get as far as Belarus.”

    Elon Musk dug a hole to Belarus from his backyard in Austin, Texas?

    “Yes, but just don’t tell anyone, please. It’s going to be a whole new way to travel internationally, completely replacing passports and customs officials. When I start sending people to different countries through this amazing hole in my backyard, there will be some very pissed off bureaucrats there.”

    Awesome! Is the hole to Patagonia already in place? I’ve always wanted to visit Patagonia, haven’t you?

    Is there anything even more amazing that Elon can do?

    “Well, I taught myself how to fly by waving my arms fast,” he said. “It was a simple math problem that I solved.”

    I don’t know if you guys have seen that a flying guy has been spotted near the Los Angeles airport a few times. They thought he was wearing a jetpack. But he wasn’t.

    Elon was just waving his arms around. If he gets into an updraft, he can stop waving his arms. Yeah, that’s pretty cool.

    Oh, come on! There’s gotta be something even cooler that Elon’s doing.

    Well, actually, there is. He lives on an asteroid made entirely of diamonds. He’s keeping it a secret because once he figures out how to mine the diamonds and get them to Earth, the price of diamonds will of course plummet, so it’s super secret. He’s just going to bring back some diamonds every year.

    You can do better than that! What could be better than living on an asteroid made of diamonds?

    OKAY. That’s a super super secret. But yes, Elon has opened a portal.

    Elon Musk has become immortal.

    Elon Musk’s farts now smell like oranges.

    Elon Musk doesn’t need to sleep anymore.

    Elon Musk.

    Elon Musk.

    Elon Musk.

    Elon Musk!!!

    Isn’t he dreamy?

    (Honestly, sometimes this job makes me sick. But in this economy, baby, I’ll swallow the vomit).

    Want more Christine?

    Read more / Original news source: https://manipurhub.com/my-secret-job-in-elon-musk-s-secret-press-office-84/