Drew Dowdell

Doing so would re-inVigorate the lineup.

They need to rename it the Vigor.

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There once was a man named Dave Who dug up a prostitute’s grave She was moldy as shit and missing a tit But think of the money he saved!

They could have just run the 400/400 from the 3.0TT CT6, however, in the CT5 you get to 405 lb-ft lower in the RPM band than the CT6 and it also had a 10-speed. It should have plenty of scoot. Besides, the 3.6TT isn't in production anymore.

So by 2003, Buick had started making minor changes to the front end of these cars. 2003 - 2005 will fit, but they might be slightly different than what you had.

Plus, the litigation surrounding fault with Level 3 has not been sorted out yet.

I've looked at both, and I think it is more of a content and styling difference than a size difference re 'Nox v. Blazer.

Tesla FSD is PR poison right now. GM's SuperCruise is more likely to be licensed, first by Honda most likely. Yes, Tesla will make money on charging stations, but as soon as it becomes profitable, others (who aren't under court order) will jump in as well.

In the case of the T-1, there's a century-old feud between the US and the UK. The UK currently holds the record for the world's fastest steam locomotive, set by the Mallard in 1938. However, the T-1 above was regularly clocked at higher speeds, just not in an official test. The Mallard broke down after the test and had to go in for a severe overhaul. And just looking at the specs of the T-1 v. A4 Mallard (4-cylinder v. 3-cylinder, 300psi boiler v. 250 psi boiler, 6,500hp v, 2,400 hp) with the same size drive wheels, it's pretty easy to figure out the T-1 was a more capable machine. In regular service, they ran 8,000 miles a month, with a lot of that time at 110mph. Mallard also hit its 125mph record on a slight downhill. The T-1s could reach their speeds at level and even a slight upgrade. It will be interesting to see if one of the railroads allows a speed record-breaking attempt for the T-1. An interesting footnote is that prior to the T-1, there was an S-1 built that was even bigger and more powerful. Designed to produce 7,500 hp, it was intended to haul a 1,200 ton train at 100 - 120mph with a theoretical top speed of 152mph. The only problem was that it was so big, there was almost nowhere east of Pittsburgh it could run and, in fact, couldn't make the bend through Pittsburgh station, which was the key route between Philadelphia and Chicago. In the flat, straight terrain of Ohio and west, it shined. It was hauling 24-car passenger trains (huge by passenger train standards) over 110 mph, with multiple reports of it exceeding 140 mph to make up for delays. But its size was its Achilles heal. It was too big for the turning facilities at either end of its run and had to be turned on a wye instead of a table, and this caused several low-speed derailments. Only the prototype was built, but it served for 5 1/2 years before diesels took over (at lower speeds). It remains the most powerful steam passenger locomotive ever built. The T-1 was made as a much more manageable design that could run from Philly/DC to Chicago without causing the track maintenance crews headaches. Footnote 2: Do you think traction control is modern? The Pennsylvania RR had automatic traction control installed on its Q-2 freight steam locomotives in 1944. Everything old is new again.

You'd be 100% wrong based on the crowds that the Western Maryland brings in, it is mostly families with young kids. In the past three years, there have been three steam engines returned to service within a few hour's drive of me. Another four went online out west. I know of at least two more under restoration for operation, and there is even a non-profit building a brand-new steam engine from the original plans with modern upgrades. They have the boiler done and are now working on the frame. The T-1 Trust However you are right about one thing: most no longer burn coal, though the engine in this video does. Most have been converted to oil for cleanliness and fire safety issues.

You're almost making my point for me. Toyota has twice as much equity as they have debt, and they're net positive in the $100b range with $72b cash on hand. Though they have low debt, Tesla is relatively cash-poor with most of their equity tied up in non-cash items. Net shareholder equity is only $50b.... so a market cap of $797b on net incomes of $12b is way into the speculator zone. There is zero way to add up to a $797b valuation with those numbers.

It's no challenge to undercut the Ioniq 5. It should have been a Genesis Sport hatch instead. I think they'll match it pretty close to the ID.4 if only because they'll be directly cross-shopped on size.

Lithium Ion is likely not going to be the predominant chemistry of batteries in 10+ years. There are far too many promising alternative candidates that at least one of them is bound to take off. So even then, the lithium question will eventually go away too.

Stock market valuation has little to do with the actual balance sheet these days. Tesla was losing billions for years and they had crazy high valuations. Furthermore, ever since Reagan allowed companies to buy back stock, all of the companies have been manipulating their stock value. When it comes to Assets minus Liabilities, do you really think VinFast or Tesla are above Mercedes-Benz and Volkswagen? Weather reports are far more accurate than stock valuations.

I agree that the Ioniq 5s aren't priced appropriately, but the Ioniq 6 seems about right. I think you'll see the price slide up significantly on the Equinox EV. The base Blazer EV has already been canceled, so much of your price guessing there is likely inaccurate.

Those are some pretty compelling ranges for an EV that size and price. Bigger than a Model-X, more traditional SUV shape, $15k cheaper than a base Model-X with only a 48-mile difference in range. Plus access to all of the superchargers soon. Food for thought: At $65k for the AWD model, it's exactly the same price as a Tahoe LT 4x4 with no options.

Fresh off Hilton's partnership announcement with Tesla to install 20,000 chargers, Marriott has announced a partnership with EV Connect to deploy, manage, and service EV chargers at Marriott locations across the U.S. and Canada. Marriott brand hotel operators will have a turnkey solution from EV Connect to add and manage charging stations at their properties. Rather than a one-size-fits-all solution, EV Connect offers various charger capacities, including DC Fast Charging, tailored to the individual property's needs. EV Connect's interface will allow hotel operators to offer incentives and discounts to customers as well as control access. Over 6,000 Marriott-branded hotels qualify for the EV Connect package, however, each property will need to opt in. Read More: Hilton Adding EV Charging to Over 2,000 Hotels in North America Choice Hotels Signs Agreement with Tesla to Install Chargers View full article

Ah, the parking by braille method!

They're integrated into the tires these days if the sidewalls of most cars is any indication.

Those are AT4 only

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