I, too, believed I would never be interesting enough to focus any attention on. I no longer beleive that because the effort to map me out is now trivial, as we now see how deep and wide the sea of ~~surveillance~~ "targeted advertising" goes. But, to be honest, I've probably dropped enough hints over time to place me on a map as precisely as your actual map.

The government ~~would like to know~~ knows your location

Pretty sure it's a joke. Might be a reference to some video of Appalachia US during a hurricane season of a couple pumping into grocery bags. There was fear of a gas shortage

I like your thought process and was all on board with it. Then I remembered I have a welder! And I'm always looking for more ways to justify the $500 spent on the kit. Seriously though, it provides unique and effective solutions and is worth it over time

Hey outlook, can you save all 15 attachments to this folder? The 15 attachments I can view in outlook? The 15 attachments that drag and drop out of the email into a folder as expected? The 15 attachments that I can individually save as expected to a folder?

"best I can do is a zip file for the whole batch"

I will continue recommending starting on something that won't wheelie if you clutch dump a rev bomb (read: thinking you're gonna do a cool hard launch) or whiskey throttle (read: you didn't brace your core muscles, the bike is accelerating faster than your shoulders, and your torso is pulling your arms back, opening the throttle all the way). All the "started on a gixxer 600" guys will say you just need self control since they apparently survived their learning days. The problem is new riders don't realize how close they are to runaway acceleration events on those 80+hp bikes. I was fortunate enough to keep my 300 sport when I added an 800 sport tourer. All the complaints about the 300 being too small were found to be unfounded. Nearly everything was a new rider skill issue, not an incapability of a little bike.

I don't k ow how experienced this rider was or what bike it was, but even if the above doesn't fit, that's still an every day situation I see. Could've been an experienced wheelier that tipped a little too far back. I could also expect it being a wheelie that came down off and triggered a tank slapper.

Rides into a pedestrian-only area, gets tickets for reckless driving, failure to control a vehicle, and failure to yield to pedestrians. I think the cops might be a little mad about this situation.

The ones I've heard on personal EVs (and hybrids) are nowhere near a siren. They're quieter and a steady tone/sound. I'm struggling to remember which are low speed forward sounds and which are reverse sounds because they're similar.

It's so close to alphabetical, on average.
C = #3
USA = (21+19+1)/3 = 13.666
M = #13

Maybe use 3 letters
CAN = (3+1+14)/3 = 6
USA = (21+19+1)/3 = 13.666
MEX = (13+5+24)3 = 14

Anyway, they know. Content engagement and all that.

McIver’s case is expected to go to trial this year. By December, she had already racked up close to a million dollars in legal fees. Owing to House rules, the expenses have come out of her campaign funds, meaning that, in the months before her 2026 reëlection campaign, the money she’s raising will go almost exclusively toward her defense.

Every step is calculated by someone who knows how to fuck it up just right to not have enough legal ground to stand on, but drain resources and faith anyway

There's 2 significant inaccuracies in the article and 1 large oversight in the official video.

1. Differentials are not one wheel drive. They can seem to drive only one wheel when spinning the wheels as one let's loose and the other stays still, but it's not driving one wheel. It's still driving both. The problem is the free wheel is spinning at twice the speed indicated on the speedometer and the other is at 0. The driveshaft puts in a certain number of turns, the wheels, together, must add up to an equal output (multiplied by the gear ratio). If the car is going straight with full traction, then they turn the same. If you floor it in snow, one is probably spinning 40% over it's share and the other 40% under. This is not unique to rwd either as fwd cars still very much have a functioning differential. To throw some numbers at it to help clarify the function, let's say the engine is asking the wheels to spin at 30rpm each in a straight line. In a left turn, the right wheel travels further and needs to spin at 35rpm while the inner spins at 25rpm. It still adds up to 60rpm, same as a straight line. Mash it in the snow and it might be 60rpm in the left and 0nin the right or 0 in the left and 60 in the left. It could be 5/55, 40/20, or any other combo as long as it totals 60.

PS: differentials are irrelevant when the wheels aren't connected to each other. Individual-motor wheels, as shown in the video, don't need a diff. The non-drive wheels in a 2-wheel drive vehicle do not have a differential on the non-drive axle.

2. Cv joints are not specific to fwd as nearly all modern rwd cars with independent rear suspensions have CV joints. I don't know of any trucks still using U-joints either since big trucks are solid axle. Cv joints function the same as U joints. The difference is C.V. joints output constant velocity whereas U-joints (what you'll see often under trucks on the driveshaft, two square C shaft ends with an X link between) have lopey output that gets worse with greater deflection angle. If you own a u-joint bit for your socket wrench, I invite you to play with it. Instead of a solid pinned X between the U ends, CVs have free-rolling balls that can roll inboard and outboard to maintain the link between the shaft's cup and the wheel's cone.

3. The article is inaccurate but the video ignores this part, so I don't fault The writer. The CV joints are said to be a poor design, yet, it ignores the part where the video reinstalls them at 4:20 and 5:10 for the front wheels. This mechanism does not allow angular deflection between the motor and hub, as it's shown, without a CV joint. Lateral displacement, yes, but not angular - as in it can't steer. This may be an overall improvement by reducing how often it needs to bend (only when steering), but it doesn't eliminate it. And even then, the rear suspension is still designed to change camber as it changes ride height. Camber is the angle of the wheel as measured top to bottom, as in what you see from looking at the wheels from the front of the car. It keeps the wheels flat on the ground as you lean the car in a corner. You may see an overloaded car's rear wheels look like /---\ as viewed from the rear or ---/ when hanging free on a lift.

Look, I'm not an engineer at Hyundai (or even a competitor) but this doesn't quite pass the sniff test. Cool idea for sure, but it smells a little like marketing is clamoring for something edgy to display. Even as displayed, the motors and original reduces were already very compact and in close proximity to the wheels compared to a normal engine. The slightly reduced footprint of this uni wheel and slightly increased friction of a bunch of additional gears makes me think this is a fractional improvement in practice rather than a revolutionary improvement.