Those are several possible negative outcomes of positive discrimination. It's also possible that more women speakers at conferences encourages other women to speak, to work on side projects and generally to do things that get them promoted.
I think her point is that since there is so much negative discrimination, the positive discrimination is cancelled out.
I'm yet to see any compelling evidence of discrimination against women in technology. I've been in the industry 12 years. I know plenty of women in tech. They have the same minor grievances that men do. But none due to sexism.
I also think that if there -is- sexism in the industry, -more sexism- is not the right solution. Call out the sexism. The industry will rally around you, as we've often seen. Don't generalise the industry, and generalise men. That's just bigotry.
> That gives it much better handling characteristics than an equivalent ICE car.
Yes but the equivalent ICE car by weight is... an SUV, or one of those old, massive cadillacs.
The P85D is a heavy, heavy car at just under 5,000 lbs. Whereas something ilke the Aventador is 3,400 lbs (and it's on the heavier end of the sports car spectrum).
But regardless while a low CoG is nice, it doesn't change the basic physics of you need to alter the direction of 5,000 lbs and you are not going to do that as well as altering the direction of 3,400 lbs.
You should at least do it the justice of pointing out what the driver said:
>The lap itself was around 10 minutes Bridge to Gantry (in heavy traffic) but unfortunately the car went into a reduced power mode about 3 minutes in due to excess battery heat (at least, that’s my guess).
>However, before it did it was able to keep a GT3 RS going full chat, within shouting distance (at the 2:00 mark) far longer than any 4,700lb sedan has a right to.
>I think without the reduced power output and traffic, a B-T-G lap under nine minutes is possible. According to the Bridge To Gantry site, that would put it in the company of some really quick hot hatches.
The Model S is a really nice sedan. But its performance on the track is clearly sub par because a) it’s heavy and b) it just isn’t designed to run at full tilt for very long before the batteries or motors start to overheat. Sure, from cold the performance is impressive but if you only get that performance for a few minutes, it’s rather less so.
The design spec was probably something like “give the buyer the feeling they’ve got their money’s worth when they burn off their friends from the next set of red lights” not “beat a top-line Porsche round the Nürburgring”. And that’s OK - no one expects executive barges to be amazing track cars, except (apparently) for the hoards of Telsa boosters who don’t seem able to accept that their object of desire might have the odd flaw.
Telsa are the Apple of the automotive world, right down to having their very own reality distortion field :)
I have a P85 and it does not handle like a boat. The low center of gravity and 50/50 weight distribution makes it handle a lot better than you'd expect. It has good slalom course numbers, especially for a sedan, just under the Porsche Panamera.
>Not until the Tesla goes around the Nurburgring in the same fashion the GTR did.
Or manages to go around the Nurburgring at full power at all:
http://insideevs.com/expected-tesla-model-s-fails-lap-nurbur...“Unfortunately the car went into a reduced power mode about 3 minutes in due to excess battery heat (at least, that’s my guess). However, before it did it was able to keep a GT3 RS going full chat, within shouting distance (at the 2:00 mark) far longer than any 4,700lb sedan has a right to.
I think my next non-two seater car will be a Model S (fortunately I have a petrol-powered sports coupe to take to the track).
This was decision as well. In the price range of the Model S I was considering the M6 and the 911. Ultimately I went with the M6.
GT characteristics when I want, goes plenty fast for someone that seldomly goes to the track and yet still is capable of exciting on the road. The P85D, while fast, when I floored it I felt like I was taking off on a plane but there was a sense of comfort and safety that, funnily enough, I didn't want.
People build it and then you can exchange money to receive one, how does that not qualify as a production car? Some are even built in the US (by TMI) and you can find them at dealerships: http://arielatom.com/locate-dealer/ A friend has one and it's perfectly legal to license, register, and drive on the street in some states. It has all the federal auto requirements like indicators, brake lights, etc. and can even pass a e-check (as long as you bought one with a catalytic converter).
Most definitions of a production car require that they are mass produced rather than made to order as well as being an original design rather than an aftermarket mod of a production car. I'm not sure of the exact sales model of the Atom 500, but wikipedia says it was a limited edition with only 25 made. Calling it a production car would be generous.
They're very similar, 2.8 vs 2.9 is not that big of a deal. The GT-R NISMO is perhaps even faster but again, fairly similar. Regardless these are expensive cars (>$100k) with impressive performance no doubt. It's worth pointing out that the Tesla P85D is not the only 100k car with that performance available.
a tenth of a second for a 0-60 time actually is kind of a big deal...the closer you get to zero the harder it is to shave off that additional tenth...traction also becomes a very real limitation...bravo to the Tesla team.
Also, i'm pretty sure the Tesla IS the only $100k luxury sedan with that performance right now. Very few pure sports cars make it under 3s.
Its probably _because_ of traction actually. A internal combustion engine has to worry about gears and gear switching. Even if the gear takes a short-time to switch, that is a penalty that the electric cars do not face.
The Tesla can provide smooth acceleration from 0 to 60. No combustion engine can accomplish that feat... although some hybrid supercars are beginning to incorporate electric motors for that reason.
The Tesla is the only sedan on the list. The majority of the cars are mid/rear engine super cars or track-day cars that you wouldn't care to drive every day. Any way you slice it, this is remarkable company.
the new S is quicker than advertised, for two reasons:
1. next year's needs to be quicker on paper by a small margin
2. the 918 needs to be the fastest on paper by a large margin
what's remarkable about the S is it can do launch-controlled full throttle runs to 60 repeatedly. most other cars in this acceleration class (this new tesla, gt-r, veyron) are simply incapable of that, for various reasons.
well, maybe the veyron, but who really cares because it's ludicrous for other reasons.
I have a Porsche Macan S (small SUV) which has 0 to 60 times in the 5 second range. But the acceleration from 50 to 95 (the point that your realize you are going to fast) feels almost split second.
The 2012 911 that I had had much better 0 to 60 times (in the 4's) but even with a 7 speed manual transmission didn't have the kick that the Macan has at the upper end.  (And it's really pretty neat to hit the gas and in an instant be practically at 100 miles per hour. Helps greatly with passing truck..)
Likewise if you take a test drive in a Cayman S which has better 0 to 60 than a Macan S it feels quite frankly like a "pig". I had a brand new loaner  and drove one for about 100 miles and went to town with it.
Lastly, engine noise is pretty cool at least the way I have experienced it.
 Generally you are going to do more accelerating once you get to 40 mph than you are from a stoplight at least that is what I have found.
 Side note I have found that with the Porsches that I have bought they do get better once they are broken in (2k to 4k miles..)
The difference is that there aren't posted acceleration limits, only speed limits. (And more generally, speed reduces available reaction time and increases your inertia in a collision, which is why it's the sensible thing to limit.) The only limits on acceleration are the general requirements to drive safely. So 0-60 is a lot more interesting than -95, unless you're driving on the autobahn.
This was a long time coming! I'm very happy to see socket.io 1.0 finally released. Pre-1.0 had some deal-breaking technical issues, such as starting with websockets and falling back to polling. I think the new approach is starting with polling and then seeing if a) websockets are supported by the current browser and b) messages sent via websocket are received by the server (a firewall might prevent this).
I think AngularJS has more features but Polymer is more modular and designed to be more easily adoptable over time and also fit in with Web Components. I also think that a few things in Angular are hard to figure out, whereas this looks a little more straightforward. So if this Polymer thing could add some of the stuff that Angular has like routing with pushstate then I will definitely consider using it.