It's supposed to have a backup but, like most backups, I hadn't tested that it works and for some reason the RFID reader part wouldn't connect with the car.
Use of a 2025 cell would be rather irritating to me, because in my experience CR2016 or CR2032 are both more common, and it seems like it should not be hard to fit a 2032 into most keyfob designs.
Trust me, it is a difference you can feel.
Ford apparently ended the core charge program for lighting in 2020, but other manufactures continue, and that is just one thing that was common for users to service themselves in the past. It's not going to get better.
On the other hand right to repair is very important. Walled gardens suck. Still hundreds of millions of people live in rural areas in the so called developed world, etc. And I don't want to subsidize the industry, I'm willing to pay more up-front, if it means I can just to replace the fucking light bulb.
At least from my experience.
If you’re a kid and you also have IT skills you’re going to be interested in IT unless there are extenuating circumstances, like wanting to stay rural, or a family business, or friends and family with union influence. Easier on your body and pays at least as well. So a car mechanic with heavy IT or electrical skills is going to be in short supply. Which is a problem when all cars are electrified.
If we have a right to repair here, we also need to see how to handle liability here. If you flash your own software on the motor controller and subsequently mow through a group of people because you forgot to do a plausibility check on the accelerator pedal value who takes responsibility then?
Even if you just get the original software, how do we ensure you flash it correctly?
If you get the schematics, how do we know used the right parts that are rated for 125°C temperatures.
The EPA can suggest all it wants. Holding one entity liable for the actions of an entirely different entity beyond the control of the former's is asinine, and I can guarantee you these automakers will gladly sic their armies of lawyers at a Supreme-Court-bound case and/or their armies of lobbyists at legislatively castrating the EPA if the EPA made any such attempt.
On top of that, the EPA is virtually irrelevant for EVs, and yet EVs are just as locked down (if not moreso), so I don't buy the "EPA might punish us" argument for that reason, too.
Why people want to trade off power for a big cloud of black smoke is beyond me, but there we are. If they want to get 50bhp from a nine litre engine, that's their concern.
Who is liable if you tweak the software on your 2023 Mercedes? The same person who is liable if you tweak the hardware on your 1987 Chevy. There's plenty of precedent on how to deal with this.
I would, obviously, for making the unsafe modification. In what multiverse would the manufacturer be liable for something entirely outside the manufacturer's control?
What can a mechanic not do to a modern car with the standard scan tools and training? Most old school mechanics still lack the training to work on computers, but those that have that training have no problem fixing cars.
Well first of all that happens even under the current draconian anti repair setups already and secondly thats a felony. Just because you can do sth illegal doesn't mean we should child proof our whole society so you can't do anything anymore just because someone MAY do something illegal.
We still allow you to buy knifes, in some places even guns.
I'd go further than cars and say, "in most things". Smart-anything, washing machines, printers, sewing machines, thermostats, appliances in general...
My mother in-law has two sewing machines. One of them is one of the first electronic sewing machines (from the 70s) and one is much older. Guess which one still works like a charm?
I'm not arguing against electronics, here-- many of these things are no doubt improved by electronics to such a degree that the tradeoff is worth it, but it's good to at least acknowledge that there is a tradeoff. It's also good to try to minimize the impact of electronic failure. Smart things would ideally just revert back to being functional dumb things (rather than bricks) if their electronics fail.
But hey, feeding everything from single microcontroller is $2 cheaper...
Anyway. A big part of that class was learning to clean, repair, and manage printers. Again, it was the 90's, and we were high school kids. We came out quite capable with many computer skills but the printer stuff really stuck with me. I've done technical support throughout the years and have setup hundreds of printers.
The printers of today are awful landfill fodder compared to the Okidata's of the 90's. Pure simplicity and speed vs FULL COMPUTERS, with scanning, faxing, and every other imaginable feature crammed in with zero hope of doing anything other than replacing the toner.
The first Laserwriter in 1985 had more processing power than the Macintosh it was sold to accompany.
Printers have been full computers for a long time now. As we expect them to do more and more, the computers in them get more and more complex.
Many insults were thrown. He didn't try again
Who does? Who asked for updates blocking third-party ink, 1GB "drivers", full-color "test prints" each time you switch it on, ...?
Printing reliably doesn't sound too demanding, manufacturers reached that point long ago, and since then I haven't seen all that much groundbreaking innovation. Sure, things like wifi were added but that doesn't require cutting-edge technology - consumer devices could handle that 20 years ago, and more reliably than the printers I've used. I also haven't heard of anyone being excited about NFC in printers, and from experience I can say it's not nearly intuitive or frictionless enough to warrant the integration.
The majority of my printing happens from my smartphone, so my printer needs to be on wifi, and needs to be able to reliably print from Android and iOS.
Accordingly, it needs firmware updates because phones break how they work all the time.
> things like wifi were added but that doesn't require cutting-edge technology - consumer devices could handle that 20 years ago
Not just wifi, multiple protocol for connecting to printers. Also that wifi needs to be 5ghz so I don't have to switch over to a 2.4ghz legacy network every time I want to print (which I had to do with my previous 2.4ghz only wifi printer!)
The onboard touch screen + embedded OS means I don't need to set anything up through a computer or smartphone app.
FWIW I have a black and white laser printer from Brother, I've never had to install a driver, I just plugged it in, typed my wifi PW on to the touch screen, and after a firmware update on first use it has happily been allowing anyone connected to my wifi to print w/o any hassle.
It needs to be on your home network, but it doesn't need to be connected to wifi per se. Ethernet works fine, including ethernet to a wireless mesh AP.
My house came wired for cat5 (the original cat5!) but modern wifi is a lot faster than 100mbps, so I just use wifi for everything.
Latency is higher, but so is the speed.
Also I only own 1 desktop that has an ethernet port, and I haven't plugged the desktop in for 2 years.
I would actually like to have the TV hooked up to ethernet, since its wifi chip crashes every few days and I have to power cycle wifi in settings, but whoever wired the house for cat5 didn't install ports anywhere, although they did install a large patch panel in the basement, but I have better things to do than crimp a bunch of wires to fix one flaky connection.
Maybe. But how expensive were they?
I can buy a good laser printer for under $200 these days. It will be more compact, lighter, mechanically simpler and use way less power than older printers. Something has to give.
Some older printers were really overengineered (which in many cases did make them more reliable), but that has a cost. Turns out, consumers didn't want to pay those costs.
Never serviced, always cooked perfectly. She had to get rid of it around 2006 or so, when she got a pacemaker.. They didn't shield them as well back then...
There's a bit of survivorship bias and N=1 here.
I'm old enough to remember machines full of relays and discrete components that failed pretty often and required a lot of troubleshooting with schematics on hand. Modern appliances – if built out of decent components – have a much better shot at surviving long term. Less discrete components that can fail, more debugging capabilities, logic that's implemented in a rock solid processor rather than an unreliable mess of digital gates (or worse, analog logic).
There's obviously a point where there are diminishing returns, and probably another one where more complexity actually decreases reliability.
> Smart things would ideally just revert back to being functional dumb things (rather than bricks) if their electronics fail.
If possible, yes. That's only really an option for simple devices.
Have the ECU only do the engine thing. Have the AC control just do AC control. Decouple dependencies and make it as simple as possible. Old cars already do it. Blinker switch send signal directly to light controller, not to some central box deciding what it should do with it.
If something needs config in addition to control signals, have it keep it own config and only be updated from the "config manager" (inforatinment box). If infotainment box dies, everything else still works.
Cars already are basically "microservices on a message bus". Let's just use what works with that - minimal coupling and maximum independence of "services"
> Had I been in a less complex car, a local garage could most likely have fixed the problem and sent us on our way. The sophistication and gadgets in modern cars are great until something goes wrong then they fail hard. Small local garages that used to be a life saver are next to useless now as they don't have the tools and knowledge to fix a mobile data centre.
Out of curiosity, what was the issue ?
Based on the story in the parent, it sounds like this was precisely a problem with software on the critical path, otherwise local mecs/breakdown service would have been able to fix it rather than give up.
https://thenewstack.io/how-the-u-s-air-force-deployed-kubern...
Fwiw - I am a kubernetes fan. Just not in cars.
Worker threads have a garbage API and I keep finding myself wanting to have n processes sharing m workers and there’s just no easy way.
If this setup can run my 95% uptime enterprise apps, I am sure as hell it can run my car too.
So shutting it down certainly seems sensible.
Sure, old carbie with distributor might've just ran with 3 cylinders , but that also might damage something.
Also auto makers don't really want to give user sensible error messages or even just metrics because without experience they might just misinterpret it as different problem.
For example if car have oil pressure gauge it is either nearly fake or heavily filtered. Oil pressure changes according to load but gauge going up and down might cause user to think something is wrong with car...
A car is not an iPhone - if the car can move at all, it must move.
The alternative could be freezing to death. What if I am driving in rural Siberia, or Canada, and there is no phone signal to call for help?
Sure, that doesn't necessarily invalidate your argument, after all this increase in car complexity (through "electronization" and smartification of more and more components) without the increase in debuggability/repairability is IMHO a bad trade-off for many consumers.
Case in point, our second-hand 2011 Ford Focus has a problem with the electronic steering assist. Apparently it somehow experiences some kind of over-voltage and the internal system shuts down. It's likely due to humidity. (So probably it's simply a design/manufacturing/QA issue.) Okay, but there's no way to get the actual data from the integrated electronics from the steering system, but it's possible to reflash a different firmware on it. Which resets the internal data. Which basically clears this error state, and the car will happily use it.
But there's clearly a mechanical error, there's a new "bad" noise when turning the steering wheel. But it's a 10+ year car, rarely used, and replacing the steering system is about ~1000 EUR, doing the firmware flashing was ~30 EUR. (Finding the guy with the laptop, who can flash the firmware through the good old ODB port was the challenge.)
And it's basically a big (market) information asymmetry problem. The car industry wants to sell more cars. Sure they sell some parts, but the more repairability a car has the less parts it really needs, as consumers can make their own tradeoffs.
A lot of software is created on powerful developer machines. But fill up a normal consumer machine with this software, and you start to notice that it maybe isn't so fine.
This is how things like Electron come to exist. I'm sure Electron works fine on developer machines, but once it trickles down to someone's cheap Celeron netbook, it runs worse than retro computers with 384KB of RAM.
Does it really have to be this way? Is more software "fine", if the same could be accomplished with much less code bloat?
P.S. As far as I've heard, one of the best ways for developers to combat this is to target your software for cheap netbooks proactively; test compiled artifacts there rather than on your powerful development machine. If you can make it fast in that situation, it'll be fast pretty much anywhere.
I once met someone who had optimized their DOOM clone using this method, and they claim to get millions of FPS on any vaguely modern machine, just through optimizing it for cheap netbooks.
So, what was the problem?
Nah it would figure out what is the best time and place to break, order you an uber, and Uber would psy you manufacturer for the order flow.
It would also show you ads while you wait
'cos the car has blown a gasket
in the middle o' a place called Rannoch Moor
Hoping to get back to it once this version of podman is released. Thank you RedHat team; we'll send you one of our juicers as a thank you gift.