Same here. I joined current company 3 years ago when Influx v2 was coming out. I was supposed to build some analytics on top of it. It was very painful. Flux compiler was often giving internal errors, docs were unclear and it was hard to write any a bit more complicated code. The dash is subpar to graphana but graphana had just raw support. There was no query builder for flux so I tried building dashboards in influxv2 but the whole experience was excrutiating. I still have an issue open where they have an internal function incorrectly written in their own flux code and I provided the fix and what was the issue but it was never addressed. Often times I had a feeling that I found bugs in situations that were so basic that it felt like I was the only person on the planet writing Flux code
I'm running InfluxDB 1 and 2 in parallel for a personal project, waiting for v2 to get mature and stable enough to replace v1. It's never happening I guess. v1 still works great for me.
I updated the comment, It's really weird. They bought a part but also effectively gave Rimac the Bugatti company. One can argue that they basically leveraged Bugatti to acquire some control of Rimac and board seats without spending actual money.
Not that complicated. Porsche was once described as "the hedge fund that happens to also build cars".
Porsche did this stake here and there thing precisely to gain > 50% of Rimac voting rights.
It's simple really: Porsche controls Rimac.
Then there's the whole "VW took control of Porsche after the short squeeze made by Porsche to try to acquire VW failed" (it failed due to the sudden crash during the 2008 banking crisis IIRC). And now Porsche is apparently spinning out of VW and shall be independent again.
Absolutely. We don't have kids tho. A few times a year a game comes up when I have to explain to my wife that I'm going to need some more time for myself for a week, I go less to the gym during that time, maybe I don't go out for the weekend and house chores get left behind a bit. Then I binge something for 30 hours for a week and then dial back
If there was more value in requiring login than there is in having this public and easily accessible, it would be behind a login form. The current internet has 99% of the time nothing to do with values someone imagined in the 80s
Value to whom? Twitter is more valuable to its users, to journalists who embed tweets in stories, and to web users at large who follow links and search results if it does not require a login to view posts.
Of course, none of those people own Twitter, and it may well be more valuable to its owners if it does require a login.
What you describe is the Facebook business model. Which seems to be a valid model, but twitter was not built around it and such a pivot would break all business moats around the company.
There was no web in the 80s so not sure what values you refer to, or how they are relevant to today's businesses.
Why do people complain about MSFT when Sony and Nintendo are way worse in this regard? I hope they first split all studios among themselves so that EU can have enough ammo to break them all up or regulate cross platform compatibility in some other way. I'm ok with having every game 20% less performant on secondary platforms
I’m sure this is not what the poster meant, but in fact most EVs and hybrids use multiple battery technologies in parallel. For example, a Chevy Bolt has a lithium ion battery to power the drivetrain and a conventional lead-acid battery for the accessories. My old Prius had a NiMH battery for the drivetrain and a lead-acid battery for accessories.
A lead acid battery is just a holdover from the way every car used to have one for the accessories, and unless you want to redesign all the accessories, it's easier to have a 12v-14v circuit just for that.
And before you say "oh, but they could just use a voltage converter from the high voltage battery", they need to consider that some accessories use hundreds of amps briefly (eg. the power steering - that makes for an expensive voltage converter), and the car still needs to operate lights and stuff while the high voltage battery is offline (eg. after an isolation fault).
For all of the above reasons, the lead acid battery is still there, even though a clean sheet design would never have one.
My Hyundai Ioniq hybrid has a 12v section of the Li-ion battery that can be charged off of the hybrid battery while the car is off with the press of a button so that the car never needs to be jump-started unless the entire hybrid battery is dead.
> For example, a Chevy Bolt has a lithium ion battery to power the drivetrain and a conventional lead-acid battery for the accessories.
This seems like an odd choice - unless you already bought a supply of lead-acid batteries for the next 50 years or so.
I've read about a car using supercapacitors in the regenerative brakes to capture energy at high current and, then let it trickle back into the main batteries (or drivetrain) at levels that won't damage it.
That was a bit of a necessity. Users wouldn’t want their clock to reset when they swapped batteries, and you couldn’t be sure the machine was connected to a time server to set the time at boot.
It could be great if you were a car manufacturer that already had an existing, very large supply chain for lights, dashboard, powered window motors, and other accessories, that were already 12 volt.
Tesla switched from lead-acid to 12V lithium ion their S and X models in 2021. James May had some issues with his Tesla when the 12V battery went flat.
This was the best news I heard at Tesla investor day. It should simplify and cut the cost of the in-cabin wiring.
When Sandy Munro interviewed Elon Musk a couple of years ago he said "Why are you still using 12v stuff in the cabin?"
Musk's answer was that the automotive supply chain was entirely geared around 12v equipment and they had to take advantage of that to get to market quickly.
The supercaps aren't for long-term storage - just long enough to allow the extra juice to flow back to the batteries. Racing cars sometimes do that with flywheels.
As for 12V, all one needs is a regulator. Unless you have a long-term supply contract (that, I bet, won't be renewed for too long), a lead-acid battery is just dead weight.
I don't think that is what this person is talking about. Yes having an extra lower voltage battery is totally normal and every EV either has a led acid or an additional smaller LiIon battery.
Having multiple chemistries in one battery pack is of course possible, but I don't any car who is actually doing that.
