The customizations available/planned are cosmetic things not of interest to off road. You can put in a different sound system or change the color - but off road wants things like a skid plate that can handle boulders.
Cybertrucks already come with a 48V 400W auxiliary power connection under the applique strip on the right side of the roof, so there was no need to make a hole in the roof.
There just isn't a lot of options other than adhesive for installing a light bar considering the windshield consumes all of the forward facing real estate (as the roof slopes back from the apex).
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The lightbars mentioned in the article were an optional non-factory addon that were installed at the Tesla dealership. The steel body panels are not glued on.
Three years, unless something happens to Trump or he resigns or is impeached and removed. This is still the first of his four years in office, though it feels like longer.
Fair point, I'd say probably not until early next decade unless something substantial changes politically in the US. By that point, the EV demand in the US will probably be high enough to force allowing imports unless domestic manufacturers have finally figured out how to make affordable EVs.
No—but there's been enough talk among Republicans suggesting that they intend to prevent or rig further elections to raise doubt about whether we're going to get free and fair elections in 2028.
Canada's auto industry is tied to the US's. As much as BYD coming to the US would hurt all of North America's auto industry. BYD coming to Canada would also hurt the auto industry. They are just too interconnected.
As is Mexico's, but BYD is available there — as well in a number of other North American countries.
> BYD coming to Canada would also hurt the auto industry.
To be fair, it is already hurting from the attacks launched by the USA. Canada has been considering partnering with China instead as a result of this. BYD is looking more and more realistic.
While I wouldn't piss on him to put him out, the Trump administration is not the nucleus of anti-chinese sentiment. It happened way before him. He's just loud and hamfisted about it.
Canada specifically, as a major supplier to US auto manufacturers and a resource economy in it's own right, should be wary of cozying up to Chinese business.
The automobile's net effect on behaviours has (as others have noted) evolved over that period, as has its net effect on transportation and urbanisation patterns.
Up until the end of WWII, automobile ownership was relatively limited. It was just beginning to accelerate at the beginning of the war (in the US), but rationing and war-time defence manufacturing curbed that trend, and sustained rates of alternative transport, particularly rail.
Post-war, there was a mass-consumer blitz, much of it revolving around automobiles, and changes such as commuter suburbs (based around automobiles), superhighways, self-service grocery stores, shopping malls, and strip-mall based retail development began, all trends which evolved over the next 50+ years.
In the 1970s and 1980s, it was quite common for children to walk or ride bikes to school, or take a school bus (which involved walking several blocks to a nearby stop). Since the late 1990s, far more seem to be ferried in private cars, usually by parents, who spend a half-hour or more in pick-up lines. It's not uncommon for children walking along neighbourhood streets to be reported (and collected) by authorities by concern for their safety, and their parents subject to investigation or worse. Suburban, and even urban development patterns have been to ever-lower-density and far more bike- and pedstrian-unfriendly modes.
Recreational, occupational, educational, and other transport and activity patterns are largely away from self-powered movement (walking, cycling, etc.) and toward motorised options (sometimes including e-bikes, electric scooters, or equivalents, though most often automobiles).
Societal change and consequent impacts take time and have long lags.
A blog is an opinion piece. The subject of interest, Sam Altman, is a public figure and CEO of one of the fastest growing tech companies. He's testified in front of Congress on AI regulation and has a lot of pull and influence on regulators. Some of the things and actions he's taken in the past are controversial, thus, thinkpieces get written. The AI industry is quickly en route to trillion dollar plus territory (already there if you count Nvidia as an AI company). There's a lot of money and emotions at stake for the AI gold rush. When someone is at the forefront of these types of things, like other public business figures with controversial tactics (Musk, Gates, Jobs, Kalanick, etc) it draws attention.
Well, sama managed to convince a lot of people to give his company billions, is making apocalyptic predictions that some CEOs take seriously etc. Making sure people at large realize the guy has a very loose relationship with truth, for many years, seems like public service. It's only libel if you spread false statements which Marcus is careful not to make.
It's more of an in-between C and Rust than Go as it is a systems language with no built-in garbage collector for memory management. It has a lot of memory safety features, but it's not as memory safe as Rust. However, it avoids a lot of the complexity of Rust like implicit macro expansion, managing lifetimes, generics and complex trait system, etc. It also compiles much more compactly than Rust, in my experience.
In my mind, it's an accessible systems language. Very readable. Minimal footprint.
If you are not using a GC language, you WILL be managing lifetimes. Rust just makes it explicit, when the compiler can’t prove it’s safe, which Zig, C don't really care.
A better way of saying it is that Rust makes lifetimes implicit (by default), but in some cases it is necessary to manually manage lifetimes in Rust, when there's ambiguity the compiler can't resolve on its own.
In Zig and C, it's always expected that you will explicitly manage your lifetimes. Zig uses the allocator interface to explicitly allocate new buffer or heap values and its keyword 'defer' to clean up allocated variables after the scope exits so that allocations and frees generally live next to each other.
C on the other hand, is relatively unopinionated about how lifetimes are managed. The defer keyword honestly takes most of the pain of managing lifetimes away.
Yeah thing is it's usually better to have allocator in particular defined as a parameter so that you can use the testing allocator in your tests to detect memory leaks, double frees, etc. And then you use more optimal allocators for release mode.
