#Car Airbag Manufacturing in the US

[mostlysignssomeportents]

Cars bricked by bankrupt EV company will stay bricked

On OCTOBER 23 at 7PM, I'll be in DECATUR, presenting my novel THE BEZZLE at EAGLE EYE BOOKS.

There are few phrases in the modern lexicon more accursed than "software-based car," and yet, this is how the failed EV maker Fisker billed its products, which retailed for $40-70k in the few short years before the company collapsed, shut down its servers, and degraded all those "software-based cars":

https://insideevs.com/news/723669/fisker-inc-bankruptcy-chapter-11-official/

Fisker billed itself as a "capital light" manufacturer, meaning that it didn't particularly make anything – rather, it "designed" cars that other companies built, allowing Fisker to focus on "experience," which is where the "software-based car" comes in. Virtually every subsystem in a Fisker car needs (or rather, needed) to periodically connect with its servers, either for regular operations or diagnostics and repair, creating frequent problems with brakes, airbags, shifting, battery management, locking and unlocking the doors:

https://www.businessinsider.com/fisker-owners-worry-about-vehicles-working-bankruptcy-2024-4

Since Fisker's bankruptcy, people with even minor problems with their Fisker EVs have found themselves owning expensive, inert lumps of conflict minerals and auto-loan debt; as one Fisker owner described it, "It's literally a lawn ornament right now":

https://www.businessinsider.com/fisker-owners-describe-chaos-to-keep-cars-running-after-bankruptcy-2024-7

This is, in many ways, typical Internet-of-Shit nonsense, but it's compounded by Fisker's capital light, all-outsource model, which led to extremely unreliable vehicles that have been plagued by recalls. The bankrupt company has proposed that vehicle owners should have to pay cash for these recalls, in order to reserve the company's capital for its creditors – a plan that is clearly illegal:

https://www.veritaglobal.net/fisker/document/2411390241007000000000005

This isn't even the first time Fisker has done this! Ten years ago, founder Henrik Fisker started another EV company called Fisker Automotive, which went bankrupt in 2014, leaving the company's "Karma" (no, really) long-range EVs (which were unreliable and prone to bursting into flames) in limbo:

https://en.wikipedia.org/wiki/Fisker_Karma

Which raises the question: why did investors reward Fisker's initial incompetence by piling in for a second attempt? I think the answer lies in the very factor that has made Fisker's failure so hard on its customers: the "software-based car." Investors love the sound of a "software-based car" because they understand that a gadget that is connected to the cloud is ripe for rent-extraction, because with software comes a bundle of "IP rights" that let the company control its customers, critics and competitors:

https://locusmag.com/2020/09/cory-doctorow-ip/

A "software-based car" gets to mobilize the state to enforce its "IP," which allows it to force its customers to use authorized mechanics (who can, in turn, be price-gouged for licensing and diagnostic tools). "IP" can be used to shut down manufacturers of third party parts. "IP" allows manufacturers to revoke features that came with your car and charge you a monthly subscription fee for them. All sorts of features can be sold as downloadable content, and clawed back when title to the car changes hands, so that the new owners have to buy them again. "Software based cars" are easier to repo, making them perfect for the subprime auto-lending industry. And of course, "software-based cars" can gather much more surveillance data on drivers, which can be sold to sleazy, unregulated data-brokers:

https://pluralistic.net/2023/07/24/rent-to-pwn/#kitt-is-a-demon

Unsurprisingly, there's a large number of Fisker cars that never sold, which the bankruptcy estate is seeking a buyer for. For a minute there, it looked like they'd found one: American Lease, which was looking to acquire the deadstock Fiskers for use as leased fleet cars. But now that deal seems dead, because no one can figure out how to restart Fisker's servers, and these vehicles are bricks without server access:

https://techcrunch.com/2024/10/08/fisker-bankruptcy-hits-major-speed-bump-as-fleet-sale-is-now-in-question/

It's hard to say why the company's servers are so intransigent, but there's a clue in the chaotic way that the company wound down its affairs. The company's final days sound like a scene from the last days of the German Democratic Republic, with apparats from the failing state charging about in chaos, without any plans for keeping things running:

https://www.washingtonpost.com/opinions/2023/03/07/east-germany-stasi-surveillance-documents/

As it imploded, Fisker cycled through a string of Chief Financial officers, losing track of millions of dollars at a time:

https://techcrunch.com/2024/05/31/fisker-collapse-investigation-ev-ocean-suv-henrik-geeta/

When Fisker's landlord regained possession of its HQ, they found "complete disarray," including improperly stored drums of toxic waste:

https://techcrunch.com/2024/10/05/fiskers-hq-abandoned-in-complete-disarray-with-apparent-hazardous-waste-clay-models-left-behind/

And while Fisker's implosion is particularly messy, the fact that it landed in bankruptcy is entirely unexceptional. Most businesses fail (eventually) and most startups fail (quickly). Despite this, businesses – even those in heavily regulated sectors like automotive regulation – are allowed to design products and undertake operations that are not designed to outlast the (likely short-lived) company.

After the 2008 crisis and the collapse of financial institutions like Lehman Brothers, finance regulators acquired a renewed interest in succession planning. Lehman consisted of over 6,000 separate corporate entities, each one representing a bid to evade regulation and/or taxation. Unwinding that complex hairball took years, during which the entities that entrusted Lehman with their funds – pensions, charitable institutions, etc – were unable to access their money.

To avoid repeats of this catastrophe, regulators began to insist that banks produce "living wills" – plans for unwinding their affairs in the event of catastrophe. They had to undertake "stress tests" that simulated a wind-down as planned, both to make sure the plan worked and to estimate how long it would take to execute. Then banks were required to set aside sufficient capital to keep the lights on while the plan ran on.

This regulation has been indifferently enforced. Banks spent the intervening years insisting that they are capable of prudently self-regulating without all this interference, something they continue to insist upon even after the Silicon Valley Bank collapse:

https://pluralistic.net/2023/03/15/mon-dieu-les-guillotines/#ceci-nes-pas-une-bailout

The fact that the rules haven't been enforced tells us nothing about whether the rules would work if they were enforced. A string of high-profile bankruptcies of companies who had no succession plans and whose collapse stands to materially harm large numbers of people tells us that something has to be done about this.

Take 23andme, the creepy genomics company that enticed millions of people into sending them their genetic material (even if you aren't a 23andme customer, they probably have most of your genome, thanks to relatives who sent in cheek-swabs). 23andme is now bankrupt, and its bankruptcy estate is shopping for a buyer who'd like to commercially exploit all that juicy genetic data, even if that is to the detriment of the people it came from. What's more, the bankruptcy estate is refusing to destroy samples from people who want to opt out of this future sale:

https://bourniquelaw.com/2024/10/09/data-23-and-me/

On a smaller scale, there's Juicebox, a company that makes EV chargers, who are exiting the North American market and shutting down their servers, killing the advanced functionality that customers paid extra for when they chose a Juicebox product:

https://www.theverge.com/2024/10/2/24260316/juicebox-ev-chargers-enel-x-way-closing-discontinued-app

I actually owned a Juicebox, which ultimately caught fire and melted down, either due to a manufacturing defect or to the criminal ineptitude of Treeium, the worst solar installers in Southern California (or both):

https://pluralistic.net/2024/01/27/here-comes-the-sun-king/#sign-here

Projects like Juice Rescue are trying to reverse-engineer the Juicebox server infrastructure and build an alternative:

https://juice-rescue.org/

This would be much simpler if Juicebox's manufacturer, Enel X Way, had been required to file a living will that explained how its customers would go on enjoying their property when and if the company discontinued support, exited the market, or went bankrupt.

That might be a big lift for every little tech startup (though it would be superior than trying to get justice after the company fails). But in regulated sectors like automotive manufacture or genomic analysis, a regulation that says, "Either design your products and services to fail safely, or escrow enough cash to keep the lights on for the duration of an orderly wind-down in the event that you shut down" would be perfectly reasonable. Companies could make "software based cars" but the more "software based" the car was, the more funds they'd have to escrow to transition their servers when they shut down (and the lest capital they'd have to build the car).

Such a rule should be in addition to more muscular rules simply banning the most abusive practices, like the Oregon state Right to Repair bill, which bans the "parts pairing" that makes repairing a Fisker car so onerous:

https://www.theverge.com/2024/3/27/24097042/right-to-repair-law-oregon-sb1596-parts-pairing-tina-kotek-signed

Or the Illinois state biometric privacy law, which strictly limits the use of the kind of genomic data that 23andme collected:

https://www.ilga.gov/legislation/ilcs/ilcs3.asp?ActID=3004

Failing to take action on these abusive practices is dangerous – and not just to the people who get burned by them. Every time a genomics research project turns into a privacy nightmare, that salts the earth for future medical research, making it much harder to conduct population-scale research, which can be carried out in privacy-preserving ways, and which pays huge scientific dividends that we all benefit from:

https://pluralistic.net/2022/10/01/the-palantir-will-see-you-now/#public-private-partnership

Just as Fisker's outrageous ripoff will make life harder for good cleantech companies:

https://pluralistic.net/2024/06/26/unplanned-obsolescence/#better-micetraps

If people are convinced that new, climate-friendly tech is a cesspool of grift and extraction, it will punish those firms that are making routine, breathtaking, exciting (and extremely vital) breakthroughs:

https://www.euronews.com/green/2024/10/08/norways-national-football-stadium-has-the-worlds-largest-vertical-solar-roof-how-does-it-w

Tor Books as just published two new, free LITTLE BROTHER stories: VIGILANT, about creepy surveillance in distance education; and SPILL, about oil pipelines and indigenous landback.

If you'd like an essay-formatted version of this post to read or share, here's a link to it on pluralistic.net, my surveillance-free, ad-free, tracker-free blog:

https://pluralistic.net/2024/10/10/software-based-car/#based

[infiniteeight8]

Omega fox Stephen

Alpha dragon tony

Canon au

No body knows their secondary and animal form

Pre ironman

Go wild !

I’ve done a few Sentinel spirit guide / daemon / animal form type prompts where whatever animal form they have is considered unusual or misunderstood. So this time I decided to go frame their forms as symbolically meaningful, but not otherwise special.

I’ve assumed that by “form” you mean that shapeshifting is a part of this type of AU. We only get a partial shift here, alas.

-

Stephen was less than impressed when he got called to the emergency room to do a neurological consult on Tony Stark. It was painfully obvious that the hospital administration only wanted to impress the billionaire. With that in mind, Stephen marched toward the room where Stark was being treated, his most icily professional mask firmly in place. If he pissed Stark off the hospital administration would eviscerate him, but that didn’t mean he had to pander to the man. 

Raised voices became audible some distance from the exam room, despite the closed door. “I’m fine. The airbag did its job, and I’ve already been evaluated by a doctor. I don’t want to waste the time of some specialist, I want to go home.”

“A car accident is serious—”

“It was a fender bender. I wasn’t injured.”

“You’re not a doctor.”

“I’ve been seen by a doctor. If I was Joe Schmoe instead of Tony Stark, billionaire, I’d be gone by now.”

Anger mostly deflated by Stark’s understanding of the nature of the situation, Stephen pushed open the exam room door and stepped inside. Stark was standing next to the exam bed, his companion—a woman—standing across from him with her arms crossed. Both their gazes snapped to Stephen. “And now apparently you’re going to be seen by another one,” he said. “Miss, step outside, please.”

She started to protest, but Stark rolled his eyes. “Just go so we can get this over with.” Sighing, the woman left. Stark made a face. “Sorry about this, Doc. I know you have better things to be doing.”

“As do you,” Stephen said, beginning his exam. “But the hospital administration is a force to be reckoned with.”

“As is Pepper,” Stark replied, amused. 

Stephen ran through his exam as quickly as he responsibly could. Everything came back normal, of course. When they were done, Stephen offered Stark his hand. “Thank you for cooperating.” Stark could easily have taken his frustration out of Stephen.

Stark snorted. “You’re welcome,” he said dryly, taking Stephen’s hand.

As their hands closed around each other, Stark’s eyes lightened to a brilliant gold, his pupils narrowed to slits, and scales spread from the corners of his eyes down his throat. With only a partial shift to go on, someone else might have mistaken Stark for a snake-form, but Stephen was a doctor. “You’re a dragon,” he blurted out, startled.

“And you’re a fox,” Stark replied, eyeing the pointed ears and fur that Stephen had sprouted. “Unusual, for a doctor. You must do research.”

‘Unusual’ was the pot calling the kettle black here. Dragons were powerful protective forms; it was very nearly the last form Stephen would have guessed for a weapons manufacturer. “I do,” Stephen answered aloud. Reluctantly, he let go of Stark’s hand. Both of their forms faded back into a regular human appearance. “I apologize,” he went on. “I wear gloves for more intimate exams, but handshakes aren’t supposed to trigger reactions like that. Not unless—”

Not unless the two were an exceptionally compatible alpha/omega pair.

Stark gave him a faint smile. “It’s fine,” he said. “Am I good to go now?”

Stephen blinked, refocusing on his work. “Yes, of course. You’re fine.”

“Thanks, doc,” Stark said, scooping up a jacket draped over a nearby chair and heading for the exam room door. Once there, he paused and glanced back. “This is just between us, right?”

“Docter-patient confidentiality,” Stephen assured him.

“Good.” Stark nodded briskly, and then he was gone.

Stephen knew that they were far from an appropriate match. Walking out immediately was the right choice. But despite that, he couldn’t shake the feeling that, with Stark’s departure…

…he’d lost something.

[tollingreminiscentbells]

One of my favorite parts of writing A Momentary Radiance is the historical fiction of it all. Particularly Alastor as a radio host. There are a few scenes scattered through the fic of him doing his job and it is all period accurate. The news, the products in the ad reads, the songs—it's all something that a person might really have heard on the radio in 1933. The ads are fun because I found archive audio from the mid-30s and Alastor's scripts are borrowing from real advertising copy.

It's just the joy of historical fiction. Doing the research. References to clothes, hair styles, household items, things like that. Did you know that Alastor would have never used a ballpoint pen? They didn't go into mass manufacture until the 1940s. But he would know how to type because typewriters were in common use. He likely also knows how to drive. A high percentage of people did by the early 30s, but without a license because Louisiana didn't issue those yet.

Cars in the 1930s also didn't have power steering, so you had to throw some strength behind the wheel to get the thing to turn. They didn't have turn signals or airbags, either. It may not come as a surprise that there were a lot of fatal vehicular accidents.

Alastor also just missed out on the end of Prohibition. That was December 5, 1933. Tough luck, man.

[mariacallous]

How concerned do you think we should be about the KOSA bill?

https://www.reuters.com/world/us/us-senate-set-vote-two-child-online-safety-bills-2024-07-25/

WASHINGTON, July 25 (Reuters) - The U.S. Senate on a broad bipartisan basis on Thursday advanced two online safety bills that would force social media companies to take responsibility for how their platforms affect children and teens, a step parents and advocates have demanded for years.

The bills cleared a critical procedural hurdle 86-1, setting the stage for a final vote next week.

"Big Tech, we no longer trust you to make decisions for us," said Democratic Senator Richard Blumenthal, one of the bills' sponsors. "Car manufacturers are required to install seatbelts and airbags. The same has to be true of social media companies."

The bills' future is unclear in the Republican-controlled House of Representatives, which has recessed until September.

The Kids Online Safety Act makes explicit a "duty of care" that social media companies have when it comes to minors using their products, focusing on design of the platforms and regulation of the companies.

It would require social media platforms to enable options for minors to protect their information and disable addictive product features by default, preventing and mitigating dangers to minors including suicide and disordered eating.

The Children and Teens' Online Privacy Protection Act would ban targeted advertising to minors and data collection without their consent, and give parents and kids the option to delete their information from social media platforms.

The bills, nicknamed KOSA and COPPA 2.0, respectively, are the first major move to ensure children's safety online since COPPA was initially passed in 1998, before the advent of smartphones.

The bills would also allow researchers greater insight into companies' algorithms and how they impact children online, said Kris Perry, executive director of Children and Screens, a research nonprofit focused on the impact of digital media on minors.

"We've been in a decade-long experiment with children's well-being and platforms, and it's overdue to make the products safer and allow us to move to a new stage of deeper understanding of children's digital lives," Perry said.

Some tech companies have publicly backed congressional efforts to protect children online, with major players including Microsoft Corp (MSFT.O), and Snap Inc (SNAP.N), expressing support.

Facebook and Instagram owner Meta Platforms (META.O), spokesperson Stephanie Otaway said that while the company supports standards for kids and teens online, federal law should instead require app stores to seek parental approval for downloads by users under age 16.

The Biden administration on Thursday backed the bills it said "would finally advance bold actions to hold Big Tech accountable," urging lawmakers to send it to Biden to sign into law "without delay."

That 86-1 vote is not guaranteed to repeat when it goes to the final vote in the Senate next week - it just means that 86 Senators agreed to let it proceed to the final vote.

Sen. Ron Wyden plans to vote "no" on the package containing the Kids Online Safety Act and the updated Children's Online Privacy Protection Act when it hits the Senate floor, his office told Axios exclusively.

Why it matters: Wyden's "no" vote is a sure-fire sign that advocates for online civil libertiesstill don't like the package of bills and will continue to oppose it.

Reality check: They might be fighting a losing battle, at least in the Senate.

Wyden is a key voice on online issues, but Senate Majority Leader Chuck Schumer would not be putting this package on the floor if he didn't think he had enough votes for it to pass.

In the House, Republican leaders are supportive of the legislation broadly, but obstacles remain and other outside groups are still opposed.

Schumer announced this week he'd be moving to get KOSA and COPPA 2.0 passed on the Senate floor.

Wyden had a hold on the bills, keeping them from passing via unanimous consent, but was prepared to lift it given his discussions with leadership.

While he plans to oppose the package, he got a new provision added to KOSA: specific language stating Section 230 is not pre-empted by the bill.

What they're saying: "I strongly support elements of this bill, especially Senator Markey's Children and Teens Online Privacy Protection Act, which will safeguard the personal information of young people online," Wyden plans to say on the Senate floor Thursday, per remarks shared first with Axios.

"Unfortunately, KOSA's improvements, while constructive, remain insufficient."

"I fear this bill could be used to sue services that offer privacy enhancing technologies like encryption or anonymity features that are essential to young people's ability to communicate securely and privately without being spied on by predators online."

"I also take seriously concerns voiced by the American Civil Liberties Union, Fight for the Future, and LGBTQ+ teens and advocates that a future MAGA administration could still use this bill to pressure companies to censor gay, trans and reproductive health information... For these reasons, I cannot vote for this legislation."

The main thing would be whether it passes the House, and can get through conference committee/having identical versions passed in both the House and Senate, prior to the end of the congressional term. Especially considering how much time they'll be recessing for as we get later in the year, and with the election ramping up.

Contact your Senators if you're opposed and really get people to speak up and put the pressure on them.

[sirfrogsworth]

The reviews of the Cybertruck are starting to post today.

I think a lot of people want it to be extra terrible. And, like, everything that was clearly Elon's input is actually terrible. But the Tesla engineers tried really hard to put a quality, functional, electric truck inside of Elon's stupidity.

And I kind of feel bad for them.

It really seems like they did a good job considering the circumstances. But they were forced to put all of their engineering brilliance in a vehicle that looks like it was in the Super Nintendo version of Starfox.

Aside from the low polygon count, I think the most offensive thing about the Cybertruck is the official logo—which is plastered all over the truck.

Yikes.

The most concerning things about the truck that I could see are visibility issues. You can't see directly in front of you, which is actually a problem with a lot of oversized trucks in the US. And there is no visibility out the back either. There is a sliver of a window if you don't have the truck bed covered. There are rearview cameras, which are arguably better than craning your neck around, but screens and cameras can break or malfunction.

I'm also worried about the crumple zones. I just don't see how that is supposed to work with all the stainless steel panels. Crumple zones are probably one of the greatest car safety innovations along with seatbelts and airbags. Hopefully they found a way to make it work, but this car could be dangerous for the people driving it and the people this monstrosity collides into.

Also, don't ever dent or damage this truck. I have to imagine replacing bespoke stainless steel body panels that require special presses to manufacture is probably going to cost an exorbitant amount.

It's ugly and stupid and way more expensive than it needs to be and underneath... a decent electric truck.

And that is a shame.

An affordable EV truck which could be used by normal folks and not just Elon stans would have been a good thing. I don't think electric vehicles will save the planet. We should be building trains and more trains and then buses where the trains can't go. But that isn't happening, so transitioning to EVs is still *something.* Especially if they can be charged with alternative energy. If you are in an area with a coal plant and you charge your vehicle, the only benefit is not adding exhaust pollution to the area the vehicle drives. Which, again, is not nothing, but also not nearly enough.

The only good I can see in the Cybertruck is that some of the innovative engineering will trickle down into more affordable vehicles that normal people can buy and use. But that will take time. And they could have probably just made a simple, normal truck that costs half as much and sped that process up. Which is part of the reason it is clear Elon is not interested in saving the planet. He just wants his whims attended to.

[uboat53]

I've had quite a few discussions on the topic of gun control lately, as those of you who follow me may be well aware, and, in doing so, I've found that I keep running into the exact same mental blocks and misconceptions in the pro-gun people that I debate. In the interest of not repeating myself thousands of times more in the future, I figured I'd write this out once so I can refer to it instead. Hopefully it'll be helpful to others in similar discussions as well.

A. "If we outlaw guns, only outlaws will have guns!" or "It doesn't matter what laws you put in place, criminals will always be able to get guns"

It should make them really easy to spot then! Seriously, though, where do illegal guns come from? There's lots of people today for whom gun ownership is illegal, minors, felons, domestic abusers, etc, and yet lots of those people are able to get guns anyways. Let's take a look at how that happens.

First, there's the ones that just slip through the cracks. When a gun is sold by a licensed dealer, they check the NICS system is supposed to flag any reason why a person should be denied a firearm. The system is notoriously spotty; a 2014 study found 7.8 million outstanding warrants in state records but only 2.1 million in the NICS system [1], for example. For this reason, lots of people who should be prevented legally from owning guns are still able to buy them from licensed dealers.

Secondly, there's straw purchasers. Basically, a person with a clean record buys the gun from a licensed dealer and then either gives or sells the gun to a person who cannot legally purchase it. There's no hard figures on how often this happens, but a 2010 study showed that up to 20% of firearms dealers were willing to participate in a straw purchase [2] and a 2011 study found that more than 2/3 of firearms dealers had experienced attempted straw purchases [3].

Thirdly, there's the fact that, if you buy a gun from someone who's not a licensed dealer, 31 states require no background check at all and many others require a background check only for certain types of weapons [4].

Finally, there's plain theft. An estimated 380,000 guns are stolen every year according the NIH [5] and a quarter of licensed gun dealers reported experiencing firearm theft in the previous five years [3].

So where do illegal guns come from? Overwhelmingly, they come from legal guns!

In other words, if we were to outlaw guns entirely, it would be incredibly difficult for outlaws to get guns in the first place. Of course, we're not even talking about outlawing guns at this point, just closing a lot of the gaps I mentioned above. Either way, I hope this clears up why that's a bad argument; illegal guns are primarily coming from holes in our legal system of selling guns and closing those holes can, in fact, make it more difficult to get them.

B. "It's a slippery slope…"

This is basically the argument that any regulation, registration, or licensing requirement must be just the first step to total confiscation of all guns. This pretty ridiculous on its face and, for a great example of this, let's look at cars.

Every single car is required to be registered and every single driver is required to be licensed. Cars are also the subject of tons of regulations from speed limits to insurance requirements to manufacturing requirements like airbags, seatbelts, and crash tests.

Yet, despite all of this, cars have not only not been banned and confiscated, they are overwhelmingly the most common method of transportation in the United States with almost 92% of households owning at least one car [6]. There's no reason to believe that it would be different with firearms.

C. "There are 2.5 million self-defense uses of guns per year"

This statistic gets thrown around a lot so it's best to know where it comes from and all of the problems with it. The 2.5 million number comes from a study by Dr. Gary Kleck in the early 90s [7]. Kleck relied on a relatively small sample of self-reported self-defense incidents and extrapolated to the larger population. More recently, Dr. William English did a much larger survey with similar methods and came up with a number closer to 1.5 million [8]; lower, but still substantial.

The problem, though, is that these are all self-reported self-defense uses. The National Crime Victimization from 1992, around the same period Kleck conducted his study, concluded that there were likely only 65,000 defensive gun uses based on a much larger sample [9]. There's also been a good deal of research into what kind of incidents gun owners report as self-defense [10] and, when you investigate the actual circumstances of those incidents, it turns out that a lot of them, likely the majority, are not actually self-defense uses, but illegal escalations [11].

Also interesting, and indirectly related, is some research that shows that gun owners may actually be MORE likely to lose property in the event of a crime than those who use another type of weapon [12].

In other words, the number of times that gun owners use their guns to illegally intimidate other people likely outweighs the number of times that they use their guns in self-defense, but both are being reported as self-defense uses in the Kleck and English surveys.

D. "Only guns prevent government tyranny!"

This is pretty much the universal statement that gets thrown out once other evidence is debunked, and it's also provably wrong. Here's the thing, the number of privately owned guns has no correlation to the freedom or lack thereof in a country and, in fact, every single country that is freer than us has much stricter gun control laws.

It doesn't matter, by the way, which definition of freedom you use. I tend to use the ranking put together by Freedom House [13], but you can use any of them.

One argument that does get thrown around is the one put together by Dr. David Koppel in his study of the relationship between private gun ownership and liberty in which he concluded that greater gun ownership was associated with more freedom when gun ownership reached a high level [14]. However, it deserves pointing out that he reached this conclusion by averaging large categories of countries and including the United States, a statistical outlier in gun ownership, in the highest category of freedom. If one were to re-run his same study without the United States, his conclusion is no longer accurate.

It's also worth pointing out that he doesn't compare the United States to other countries in the highest category of freedoms, lumping them instead into a single category as "the top quintile of liberty". This is comparison, which I recommended above, would also show little correlation between gun ownership and individual liberty in a country.

E. "Why all the focus on guns, why aren't you trying to ban knives too?"

So this is the standard "whataboutism" argument that those opposed to gun control will resort to and the answer is simple: guns are much more powerful means of killing than just about any other instrument you can name.

Quite simply, there are more than twice as many homicides in the United States by firearm as there are by every other method combined [15]. Unless the argument is that the vast majority of murderers in the United States are deliberately choosing a less effective method, it seems that the people doing the killing think that this is the right tool for the job.

However, you should know that there's no need for such hypotheticals or data because, in the end, the person making this argument already knows that it's a false equivalence and there's an easy way to smoke them out. All you have to do is say something along the lines of "oh, so it won't be a problem if we ban guns because you'll be perfectly happy to use <> for self-defense since it's equally effective, right?"

Trust me, they'll choke very quickly and make it very clear that they are very aware that guns are more effective at killing people.

Sources

[1] https://www.ojp.gov/pdffiles1/bjs/grants/250533.pdf [2] https://link.springer.com/article/10.1007/s11524-010-9489-6 [3] https://injuryprevention.bmj.com/content/19/6/412.full [4] https://www.findlaw.com/consumer/consumer-transactions/private-gun-sale-laws-by-state.html [5] https://www.ncbi.nlm.nih.gov/pmc/articles/PMC5385318/ [6] https://www.forbes.com/advisor/car-insurance/car-ownership-statistics/ [7] https://www.ojp.gov/ncjrs/virtual-library/abstracts/carrying-guns-protection-results-national-self-defense-survey [8] https://papers.ssrn.com/sol3/papers.cfm?abstract_id=3887145 [9] https://www.ojp.gov/ncjrs/virtual-library/abstracts/incidence-civilian-defensive-firearm-use [10] https://www.hsph.harvard.edu/hicrc/firearms-research/gun-threats-and-self-defense-gun-use-2/ [11] https://injuryprevention.bmj.com/content/6/4/263 [12] https://www.sciencedirect.com/science/article/abs/pii/S0091743515001188 [13] https://freedomhouse.org/countries/freedom-world/scores [14] https://papers.ssrn.com/sol3/papers.cfm?abstract_id=1090441 [15] https://ucr.fbi.gov/crime-in-the-u.s/2019/crime-in-the-u.s.-2019/tables/expanded-homicide-data-table-8.xls

[gnawer-of-table-legs]

THE SEEKER (SOUL VOID) HEADCANONS, THEORIES, AND ANALYSIS

SPOILERS!!!! OI!!!

tw: brief self harm mention, car crashes, death, blood mention, mental health struggles (is that too vague?). Let me know if anything needs to be added.

Demi and pan

The guy ever ❤️

has a fear of failure. It’s pretty intense, but I’m not sure if it’s to the level of Atychiphobia since Atychiphobia will usually result in the individual avoiding situations in which they could fail, and he definitely doesn’t. But. It sure does come close.

if he ever played DND he’d play a neutral good wizard. It’s the research aspect for him.

probably died in the 1960s. Fedoras had begun to fall out of fashion in the 70s, so it would give him a good time period to be wearing those (the fashion died when he did 😔)

ALSO: Car safety regulations began to be a concern in the 1970s. There, manufacturers started offering airbags and anti-lock brakes, better seatbelts, etc.

quote from a source I ain’t citing: “President Johnson signed the National Traffic and Motor Vehicle Safety Act of 1966 into law on September 9, 1966”

I’d like to imagine he died right before those car safety regulations. For the Irony.

He canonically uses phrases like “post-haste” so I’m putting him in the humanities field. Maybe history major with a minor in philosophy. (Did they have majors and minors back then? Probably not in the same way we do now)

Because he died trying to get someone out of a car crash, I assume that he had been one of the people in the car when it crashed— otherwise, how would he have lost his life by just approaching the car and trying to pull people out? Sure, Fire/car exploding is possible. But since he’s shown to have glass shards stuck in the same places where his scars are, I assume that he died from the broken glass of the car -> over exerted himself trying to save others and bled out.

The Seeker is completely unaware of how many void residents stan him (we all saw the Husk’s mural of him)

(is it a mural if its on the floor?)

Probably has imposter syndrome.

bitchass motherfucker would cry at sad movie scenes (unless someone else is also crying)

some theories:

It’s been confirmed that a soul’s journey through the SV depends on the soul itself. There was a guy in the Respite Biome that described a starkly different experience than the player’s, and then came to conclusion that the journey was different for everyone. However, I still think souls can cross paths if they share something in common with other souls. So if each biome represents an aspect of the individual’s trauma, then the biomes in which the Seeker has been should give insights on his character, right? Because he talked to the Respite Entity and inspired them to make a change before leaving— and yet the Leech does not seem to have met him (with how lucid she is about her situation, she would definitely have been able to collaborate with the Seeker in some way, and yet he isn’t mentioned). Even though the Leech Biome (guilt, I think— guilt and being toxic/parasitic in relationships) is very close to the Respite in the player’s journey, the Seeker does not come across it because it is not a trauma he shares. His books do not appear there.

He and his books appear in the grasping forest (wanting something always out of reach, implied to be happiness, loss of self*), his books are in the enamel core and the veiny area (idk what these represent), the Sketchyard (feeling of not being good enough despite efforts to improve/bring joy to others), and the respite. *he is shown to be afraid of losing his sense of self, both in his journal entries and when he’s dying on the ground.

The glass shards area (before the Leeches and after the Respite) probably has to do with his death. Idk why the player can access it, unless they also have trauma relating to car crashes/etc— or maybe it’s more generic. Maybe that biome stands for broken glass or sharp things in general (sharp things and allusions to self harm appear throughout the player’s journey, along with a glass bottle that is so pivotal to their character that it is used as one of the three keys to access the Grim).

I think a big theme for his character is how talking with people who share your trauma/experiences or can relate to them can be helpful to both know you aren’t alone, and to share stories/coping methods. The Seeker is able to traverse many biomes (although not all) because he shares their trauma somewhat. This is further cemented by his ability to sense others emotions by touching them.

Not all souls who share experiences form healthy relationships, of course. Some can become unhealthy/manipulative/dependent (ahem ahem, Grim and Leech). The individual needs to take steps to maintain healthy relationships (as is with any relationship, regardless of who is involved).

@captain-will

Now that you’ve finished the game I have released the hcs

[galerymod]

Then they're sure to like it too .

3,000 dollar tent for Cybertruck causes little enthusiasm

The Basecamp attachment looks completely different to the originally advertised design, and the ‘tent mode’ in the instructions doesn't even exist yet.

Our recommendation: sewing it yourself is cheaper.

Or...... old concept.

Why is the Cybertruck not authorised in Germany?

According to a TÜV expert, Tesla's Cybertruck would not be authorised in Germany. Occupants are therefore not safe in the electric pick-up - ‘even airbags won't help’

Why does the Cybertruck rust?

Causes of rust formation on the Cybertruck

One theory is that so-called ‘rail dust’, metallic particles that get onto the vehicle during transport by train and later start to rust, could be responsible for the rust spots.

Yes, of course my Audi also came by train, but this rail-dust probably doesn't exist here as it's complete rubbish.

Please investigate scientifically why other car manufacturers have totally solved the problem.

Since mid-April, Greek ferries no longer take electric cars with a battery that is too full. That must be because of the weight, right?

Question: Belongs to Elon Musk - letter X can only be used for a fee?

The Financial Times has reported that @xAI is seeking investment of up to $6bn at a valuation of $20bn. Note: Elon has basically denied the numerous recent reports that xAI is raising money.

Tesla the inventor was a genius, the Tesla brand is just the toy of a hasardeur with a maker myth.

Everything he does is as sustainable as trying to put out a big fire with a bucket.

It's all about generating money, that's ok, but he's not the man for a new utopia. He's just the man who can make money from the future.

mod

When a man's ego is so big that everyone gives him money because he makes even more money out of it. It's probably just greed.... At some point, he does charity work to improve his image. So this is a mafia boss taking care of the children of the lawyer he killed. A complete joke. I love it when they think they are benefactors of mankind, first driving up grain prices on the commodity exchange and making fat money. While the world food organisation can't help people because of the high costs. But then they open a poor kitchen in Chicago. The example can be applied to anything and is called exploitation.

[diabolus1exmachina]

Volvo 780 Turbo Coupe by Bertone (from the era in which cars have telephones installed!), 

Italian design with Swedish sensibility - this 1991 Volvo Bertone 780 Turbo Coupe offers the best of it all.

Volvo had a partnership with the legendary design house Bertone that extended over three decades, and you're looking at the swan song. This would be the final year for the special coupes, and it's quite rare with less than 400 imported to the USA.  The Red Pearl Metallic is believed to be original.  But what really makes this attractive is the overall level of care. The 15-inch factory alloys are bright, the headlights are still clear, and the panels still fit like the day this left Bertone's Turin factory. When you open the door, you once again understand the level of care in this coupe. The leather seats are supple, the carpets are fresh, and colors are rich. Volvo used the Bertone coupes as their executive machine to rival the best from the other European manufacturers, and so this came loaded. It includes power seats, heated seats, power windows, power locks, cruise control, sunroof, and air conditioning. And even the era-correct cell phone is still in place just in case you want to put on your suspenders and power tie, too. But the most important part of this is that it's still a Volvo at its heart. So you get a classic car that was built with safety in mind. And you have features like a driver's airbag and anti-lock brakes.

Just like the rest of the car, the engine bay is clean, well-maintained, and quite modern. The turbocharged four-cylinder offers a nice balance between efficiency for everyday situations, and then unleashing a rush of power whenever you want to have some fun. In fact, if you enjoy driving, you want one of these later Bertone coupes like this, because it comes with a fully independent suspension. Add in a four-speed automatic transmission w/overdrive, power steering, and four-wheel disc brakes, and you soon realize this coupe is perfect for every situation.

[follow-up-news]

More than 33 million people in the United States are driving vehicles that contain a potentially deadly threat: Airbag inflators that in rare cases can explode in a collision and spew shrapnel.

Few of them know it.

And because of a dispute between federal safety regulators and an airbag parts manufacturer, they aren’t likely to find out anytime soon.

The National Highway Traffic Safety Administration is demanding that the manufacturer, ARC Automotive of Knoxville, Tennessee, recall 67 million inflators that could explode with such force as to blow apart a metal canister and expel shrapnel. But ARC is refusing to do so, setting up a possible court fight with the agency.

NHTSA argues that the recall is justified because two people have been killed in the United States and Canada and at least seven others have been injured by ARC’s inflators. The explosions, which first occurred in 2009, have continued as recently as this year.

NHTSA tentatively concluded, after an investigation that has lasted for eight years, that the inflators are defective. The agency’s documents show that the inflators date from at least the 2002 model year to January 2018, when ARC installed equipment on its manufacturing lines that could detect potential safety problems.

One of those who died was Marlene Beaudoin, a 40-year-old mother of 10 from Michigan’s Upper Peninsula who was struck by metal fragments when her 2015 Chevrolet Traverse SUV was involved in a minor crash in 2021. She and four of her sons had been on their way to get ice cream. The sons were not hurt.

ARC maintains that no safety defect exists, that NHTSA’s demand is based on a hypothesis rather than technical conclusions and that the agency has no authority to order a parts manufacturer to carry out recalls, which ARC contends are the responsibility of automakers.

In the meantime, owners of vehicles made by at least a dozen automakers — Chevrolet, Buick, GMC, Ford, Toyota, Stellantis, Volkswagen, Audi, BMW, Porsche, Hyundai and Kia — are left to wonder anxiously whether their vehicles contain driver or front passenger inflators made by ARC. (Some vehicles have ARC inflators on both sides.)

Because ARC supplies inflators that are included in other manufacturers’ airbags, there’s no easy way for vehicle owners to determine whether their inflators are made by ARC. Neither NHTSA nor ARC nor the automakers have released a full list of affected models.

Michael Brooks, executive director of the nonprofit Center for Auto Safety, called on NHTSA and the automakers to release a list of affected models.

“Customers, I think, have a right to know if there’s a potential defect in their car, particularly if it’s sitting a few inches from their chest and can explode,” Brooks said.

The situation, he said, is reminiscent of the early stages of the Takata air bag inflator recalls in 2001. It took years for all the affected vehicle models to be announced.

Both ARC and Takata used ammonium nitrate to inflate air bags. Takata’s situation was more dangerous, Brooks said, because in its inflators, the chemical could deteriorate over time when exposed to high heat and humidity. Unlike Takata, ARC uses ammonium nitrate only as a secondary chemical to inflate air bags. ARC’s problem appears to derive instead from a manufacturing defect.

From 2017 to 2022, the ARC problems triggered seven small recalls from automakers. On Friday, the same day NHTSA announced its action against ARC, General Motors announced the recall of nearly 1 million more.

[oceanlandworld]

started reading crash (1973) and it made me look up when airbags became required in car manufacturing and i learned that it wasn't until the *late 90s* in the US (born in 1996 so ive always taken them wholly for granted) and also that car manufacturers spent millions of dollars during the 80s lobbying to keep them from being required. lmao

[evcars-globe]

Deciding on the Perfect Electric Vehicle (EV): A Comprehensive Buying Guide for 2023

The era of electric vehicles (EVs) is upon us, and as the market expands with a wide range of choices, it can be overwhelming to determine which EV is the best fit for your needs. This article aims to provide you with a comprehensive buying guide to help you make an informed decision when choosing an electric car that suits your lifestyle and preferences.

Consider Your Needs: Before diving into the myriad of options available, it is essential to assess your specific requirements. Consider factors such as your daily driving distance, charging infrastructure in your area, budget, desired features, passenger capacity, and cargo space. Understanding your needs will help narrow down your options and streamline your decision-making process.

Driving Range and Battery Capacity: One of the primary concerns for EV buyers is driving range. Consider your daily commuting distance and occasional longer trips to determine the ideal driving range for your needs. Most modern EVs offer a range of over 200 miles, with some high-end models exceeding 300 miles on a single charge. Additionally, pay attention to battery capacity and charging speeds, as they can affect your overall charging experience.

Charging Infrastructure: The availability and accessibility of charging stations are crucial factors to consider when purchasing an EV. Research the charging infrastructure in your area, including public charging stations, home charging options, and the convenience of fast-charging networks. Consider the time it takes to charge the vehicle fully and explore if any additional costs are associated with accessing specific charging networks.

Performance and Handling: Contrary to popular belief, electric vehicles are not solely focused on environmental friendliness—they offer exhilarating performance too. EVs are known for instant torque, providing impressive acceleration and a smooth driving experience. Research the acceleration times and handling characteristics of different models to find an EV that aligns with your driving preferences.

Features and Technology: Modern EVs are equipped with a plethora of advanced features and cutting-edge technology. Look for features such as regenerative braking, advanced driver-assistance systems, infotainment systems, smartphone integration, and over-the-air software updates. Additionally, examine the availability of charging-related applications and smart home integration to enhance your EV ownership experience.

Safety: Safety should always be a top priority when choosing a vehicle. Evaluate the safety ratings of different EV models by referring to organizations such as the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS). Look for features like advanced collision avoidance systems, lane-keeping assist, adaptive cruise control, and comprehensive airbag systems.

Cost of Ownership: While the initial purchase price of an EV can be higher than that of a traditional gasoline-powered vehicle, remember to factor in the long-term cost savings. EVs have lower operating and maintenance costs due to fewer moving parts and no need for oil changes. Additionally, research available federal and state incentives, tax credits, and potential fuel savings to determine the overall cost of ownership.

See Also: Which Car Should You Buy in 2023?

Brand and Model Reliability: Research the reliability and reputation of different EV brands and models. Look into customer reviews, independent studies, and the manufacturer's warranty offerings. Consider factors such as battery degradation over time and the availability of service centers to ensure a seamless ownership experience.

Conclusion: Choosing the right EV involves careful consideration of your specific needs, driving range requirements, charging infrastructure, performance attributes, features, safety ratings, cost of ownership, and brand reliability. By utilizing this comprehensive buying guide, you can make an informed decision and select an electric vehicle that aligns perfectly with your lifestyle, values, and driving preferences. Embrace the future of transportation with confidence and contribute to a sustainable, emissions-free future.

To explore a comprehensive list of top-rated electric vehicles and read expert reviews, head over to EVSea. They offer valuable insights and detailed analysis to help you find the perfect EV for your needs.

[very-gay-alkyrion]

Yeah, being the excavator pilot would be awesome.

At work (I work for a major car manufacturer) we have one size dedicated to reducing all the prototypes to cubes, and it's very impressive.

Before it gets to the excavator, all the fluids are drained, airbags detonated, and EVs have their batteries removed.

Let me now set the scene for you: We're behind a lexane sheet and steel grid on a podium. Below us is an excavator in a battlebots-like arena.

A luxury car, worth six digits in its base configuration is brought in by a forklift, like a patient being wheeled into an OR. The excavator fixes it in place with two clamps like a praying mantis, and carefully opens the hood.

Then, under the sound of bolts shearing, cables ripping, and the constant drone of an ever-hungry hydraulic pump, this behemoth removes engine and transmission with the grace of a gourmet that is removing the tail off a shrimp.

Then, it switches to the shears, and carefully cuts the A-pillars, and folds up the roof as if it were opening a can of sardines. It switches back to the fine grippers, and rips out all the interior, followed by the big cable harness like it was gutting an animal.

After all of that is done, it picks up the chassis and places in what looks like a shipping container that's open on the top.

But alas, it is not a shipping container, one realizes, as the hum of hydraulic pumps suddenly starts to swell up, and the walls fold in over the empty husk of a car. After the screaming pumps die back down, the chassis is no more.

Barely five minutes have passed since the car was brought in. In these five minutes, a six meter, 2½ ton car has been reduced to a big strand of wires, an engine and transmission that were brutally removed from where they were mounted, and a cube. A cube that once was a luxury limousine.

All done as meticulous and efficient as necessary.

[latestmarketresearchreportsblog]

Automotive Seats Market Expansion: Valued at USD 51.0 Billion in 2023, Expected to Exceed USD 53.7 Billion by 2030

Automotive Seats Market: A Closer Look at the Growth, Trends, and Future Outlook

The automotive industry is witnessing continuous innovation across all sectors, and one key area gaining attention is the Automotive Seats Market. According to Intent Market Research, this market is poised to grow from USD 51.0 billion in 2023 to USD 53.7 billion by 2030, at a modest Compound Annual Growth Rate (CAGR) of 0.7% during the period from 2024 to 2030. While this growth rate may seem slow compared to other automotive technologies, there are key trends, innovations, and factors that are shaping this sector's future.

In this article, we will explore the dynamics behind the automotive seats market, the factors contributing to its growth, the evolving consumer demands, and the technological advancements that are transforming how we think about automotive seating.

Click Here to Access a Free Sample Report of the Report @ https://intentmarketresearch.com/request-sample/automotive-seats-market-3177.html

What is the Automotive Seats Market?

The automotive seats market involves the manufacturing and supply of various seating components and systems used in cars, trucks, buses, and other types of vehicles. These seats are not only designed for comfort but also incorporate a wide range of functionalities such as safety features, adjustability, and materials that improve the overall driving experience. As the automotive industry evolves, seats are becoming an integral part of vehicle design, not just for comfort but also for enhancing the aesthetics and ensuring safety.

Key Drivers of the Automotive Seats Market

1. Growing Demand for Enhanced Comfort and Convenience

As consumers continue to demand better driving experiences, automotive manufacturers are placing a greater emphasis on comfort. Comfortable, ergonomic seats have become a key selling point, especially for high-end vehicles. Luxury cars, SUVs, and electric vehicles (EVs) are especially focusing on seat design and comfort, with features such as memory foam, heated and cooled seats, and massage functions. The importance of comfort in long-distance travel and commuting has driven up demand for seats with advanced features.

2. Increasing Adoption of Electric Vehicles (EVs)

The rise of electric vehicles has influenced many aspects of automotive design, including seating. EVs are often marketed as offering a futuristic, premium driving experience, and manufacturers are incorporating advanced seating technology to complement this vision. With no internal combustion engine taking up space, electric vehicles often have more freedom in the design and configuration of seats, allowing for greater flexibility and innovation. Seats with more adjustability, higher-grade materials, and even more space are being integrated into EV designs to offer a superior driving experience.

3. Focus on Automotive Safety

Automotive safety remains a top priority, and the seats play a crucial role in protecting occupants during accidents. Manufacturers are increasingly incorporating safety features into seating, such as side airbags, active headrests, seatbelts, and anti-whiplash systems. Additionally, there is a greater emphasis on seat structure and integration with other safety systems, such as advanced driver assistance systems (ADAS). The demand for safer vehicles is helping drive the growth of the automotive seats market, especially in regions with strict regulatory standards.

4. Technological Advancements in Seat Design

The automotive seats market is seeing rapid innovations in materials, technologies, and functionality. For instance, new materials such as lightweight fabrics, breathable fabrics, and eco-friendly alternatives are gaining popularity. These advancements make seats more comfortable, durable, and customizable. Also, smart seats with features like memory functions, lumbar support adjustments, and multi-zone heating/cooling systems are becoming more common, especially in premium vehicles. These technologies are making seats more personalized and are improving overall driving comfort.

5. Consumer Demand for Customization

As the automotive industry becomes more focused on personalization, the demand for customizable features in seating is increasing. Consumers are looking for seats that cater to their specific needs, from adjusting firmness and support to choosing seat coverings based on their preferences. Automakers are responding by offering a wider range of options, including seat styles, materials, and configurations.

Browse Complete Summary and Table of Content @ https://intentmarketresearch.com/latest-reports/automotive-seats-market-3177.html

Segment Insights into the Automotive Seats Market

1. Material Segmentation

One of the key drivers in the automotive seats market is the advancement in materials used to make seats. Traditional materials like fabric and leather are still in use, but innovative materials like synthetic leather, biodegradable fabrics, and memory foam are making their way into car interiors. These materials offer benefits like durability, comfort, ease of cleaning, and reduced environmental impact. Furthermore, there is an increased demand for seats made from sustainable materials, driven by the rise of eco-conscious consumers and regulatory pressures around environmental sustainability.

2. Type of Seats

The automotive seats market can be divided into various categories based on the type of seat. These include:

Standard seats: These are basic seats found in most vehicles, offering basic comfort and minimal features.

Sport seats: Sportier seats designed for performance vehicles, providing more support and enhanced driving experience.

Luxury seats: Found in high-end vehicles, these seats come with advanced comfort features such as massage options, memory functions, and premium materials.

Commercial vehicle seats: Seats designed for buses, trucks, and other commercial vehicles that prioritize durability, comfort, and safety.

3. Vehicle Type

The market can also be segmented by the vehicle type, with the automotive seats market catering to a wide range of vehicles:

Passenger vehicles

Commercial vehicles

Electric vehicles (EVs)

Luxury vehicles

The increasing demand for EVs is expected to lead to more innovative seat designs that cater specifically to this segment. Additionally, the demand for seats in high-end luxury vehicles will drive innovation in comfort and technology.

Regional Insights: Automotive Seats Market

1. North America

North America, especially the United States, is one of the largest markets for automotive seats. The region is home to some of the world's leading automakers, including General Motors, Ford, and Tesla. With the growing popularity of electric vehicles and the increasing focus on safety and comfort, the automotive seats market in North America is expected to continue growing steadily.

2. Europe

Europe is another key region for the automotive seats market, with significant production taking place in countries like Germany, France, and the United Kingdom. European automakers are investing heavily in electric and luxury vehicles, which is further driving demand for high-tech and customizable automotive seats.

3. Asia-Pacific

The Asia-Pacific region, led by China and India, is expected to witness significant growth in the automotive seats market. Rising disposable incomes, a growing middle-class population, and increasing demand for passenger and commercial vehicles are key factors contributing to the region's market growth. Additionally, the growing trend of electric vehicle adoption in countries like China is expected to fuel demand for advanced seating solutions.

Challenges in the Automotive Seats Market

1. Rising Material Costs

The growing demand for high-quality, innovative materials such as memory foam, leather alternatives, and advanced composites may lead to higher manufacturing costs for automotive seats. Manufacturers must balance offering innovative, high-tech solutions with keeping the cost of seats competitive in an industry that is already working to lower vehicle prices.

2. Regulatory Compliance

Automakers are required to meet stringent safety standards, which can vary across regions. Adhering to these regulations adds complexity and cost to the manufacturing process. Additionally, as sustainability becomes a greater focus, automakers must also consider compliance with environmental regulations concerning the materials used in automotive seats.

Conclusion: A Steady Path of Growth Ahead

The Automotive Seats Market is expected to experience modest growth over the next decade, with a projected market value of USD 53.7 billion by 2030. The growth drivers include increasing demand for comfort, advanced materials, and safety features, alongside the rising trend of electric and luxury vehicles. As technological advancements continue to shape this sector, it will remain an essential part of the automotive industry, with innovations in seat design, customization, and sustainability leading the way.

FAQs

1. What factors are driving the growth of the automotive seats market? The growth is driven by increasing demand for enhanced comfort, the rise of electric vehicles, advanced safety features, and innovative seat designs focusing on customization and sustainability.

2. What materials are used in automotive seat production? Automotive seats are made from materials like fabric, leather, synthetic leather, memory foam, and biodegradable fabrics to enhance comfort, durability, and environmental sustainability.

3. What types of seats are available in the market? Types of automotive seats include standard seats, sport seats, luxury seats, and commercial vehicle seats, each offering varying levels of comfort and support.

4. How will electric vehicles influence the automotive seats market? EVs will drive demand for more flexible, customizable, and advanced seat designs, aligning with the futuristic appeal and premium features of electric cars.

5. Which regions are expected to drive the automotive seats market's growth? The North American, European, and Asia-Pacific regions are key markets for automotive seats, with Asia-Pacific expected to witness significant growth due to rising incomes and demand for electric vehicles. 

Customize This Report As Per Your Requirement @ https://intentmarketresearch.com/ask-for-customization/automotive-seats-market-3177.html

About Us:

Intent Market Research (IMR) is designed to offer unique market insights, with a core focus on sustainable and inclusive growth of our clients. We offer comprehensive market research reports and consulting services to help our clients to take data-driven business decisions.

Our market intelligence reports offer fact-based and relevant insights across a range of industries including chemicals & materials, healthcare, food & beverage, automotive & transportation, energy & power, packaging, industrial equipment, building & construction, aerospace & defense, semiconductor & electronics to name a few.

Our approach is deeply collaborative, working closely with clients to drive transformative change that benefits all stakeholders and has positive impacts. With a strong emphasis on innovation, we’re here to help businesses grow, build sustainable advantages, and bring remarkable changes.

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[b2bbusiness]

Automotive Passive Safety Systems Market: Trends, Growth, and Key Insights

The automotive passive safety systems market is a critical segment of the automotive industry, focusing on systems designed to protect vehicle occupants in the event of a collision. Unlike active safety systems, which aim to prevent accidents (such as anti-lock brakes and stability control), passive safety systems activate during a crash to minimize injury to passengers. With advancements in automotive safety standards and a growing emphasis on vehicle occupant protection, the demand for passive safety systems has surged globally. This article delves into the market trends, key drivers, challenges, and future outlook for automotive passive safety systems.

Market Overview

The automotive passive safety systems market includes components like airbags, seat belts, crumple zones, head restraints, and side-impact protection systems. These components are integrated into vehicles to enhance passenger safety during collisions, with airbags and seat belts being among the most widely used systems. In recent years, the global market for these systems has expanded significantly, driven by stringent government regulations, technological advancements, and consumer demand for safer vehicles.

Key Market Drivers

Stringent Safety Regulations Governments worldwide have implemented stringent safety regulations mandating specific passive safety systems in vehicles to reduce fatalities and serious injuries. For instance, the National Highway Traffic Safety Administration (NHTSA) in the U.S. and the European New Car Assessment Programme (Euro NCAP) have imposed strict standards for crashworthiness, which have propelled manufacturers to integrate passive safety technologies across all vehicle segments.

Growing Consumer Awareness As consumers become increasingly aware of vehicle safety, their preferences have shifted toward cars with robust safety features. This has encouraged automakers to include advanced passive safety systems, even in budget-friendly models, to meet consumer expectations and enhance brand reputation.

Rising Demand for Passenger Vehicles The automotive industry has experienced an upswing in passenger vehicle sales in emerging economies, such as China, India, and Brazil. The growth in urbanization and disposable income in these regions is fueling the demand for automobiles, thereby driving the passive safety systems market.

Technological Advancements Innovations in materials and safety technologies have led to the development of more effective passive safety systems. For example, advancements in airbag technology, including dual-stage airbags and side-curtain airbags, provide enhanced protection to occupants, contributing to market growth.

Market Segmentation

By Component

Airbags: Front, side, knee, and curtain airbags.

Seat Belts: Three-point seat belts, pre-tensioners, load limiters, and adjustable seat belts.

Others: Head restraints, impact-absorbing steering wheels, and crumple zones.

By Vehicle Type

Passenger Vehicles: Sedan, SUV, hatchback.

Commercial Vehicles: Light commercial vehicles (LCVs) and heavy commercial vehicles (HCVs).

By Region

North America: U.S., Canada.

Europe: Germany, U.K., France, Italy.

Asia Pacific: China, Japan, India, South Korea.

Latin America: Brazil, Mexico.

Middle East & Africa: GCC, South Africa.

Key Trends in Automotive Passive Safety Systems

Integration of AI in Safety Systems Artificial intelligence (AI) is revolutionizing vehicle safety by enabling predictive crash technology. AI-powered sensors and software can analyze real-time data from surrounding traffic and adjust the safety response to better protect occupants.

Lightweight Materials To reduce vehicle weight and improve fuel efficiency, manufacturers are using lightweight, high-strength materials for passive safety components. Advanced composites and high-strength steel are increasingly used in vehicle structures to improve crash energy absorption without adding excessive weight.

Enhanced Airbag Systems Modern airbags are evolving to offer specialized protection. For example, side-curtain airbags deploy along the side windows to protect the head and neck in side-impact collisions, while knee airbags provide additional protection for the lower body, reducing leg injuries.

Customization of Safety Features for Electric Vehicles (EVs) With the rise of electric vehicles, there is a need to design passive safety systems that account for battery placement and vehicle dynamics. EV manufacturers are exploring new structural designs and safety features to address these unique requirements.

Challenges in the Automotive Passive Safety Systems Market

High Development Costs Developing advanced passive safety systems requires substantial investment in R&D and testing, driving up costs. Smaller automotive companies may face challenges in adopting and integrating these systems, particularly in developing markets.

Vehicle Weight and Fuel Efficiency Concerns While passive safety systems enhance vehicle safety, their integration can add weight to the vehicle, potentially impacting fuel efficiency. Balancing safety features with weight reduction and fuel economy remains a challenge for manufacturers.

Standardization Issues With different safety regulations across regions, achieving standardization in passive safety systems can be complex. Automakers must adapt their vehicles to comply with varying standards, increasing production costs.

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Tips for Installing Your Mirror Dash Cam

Installing a mirror dash cam can seem daunting at first, but with a few tips, you can ensure a smooth installation process. A mirror dash cam, such as an HD car mirror cam or a rear view mirror camera, can enhance your driving experience by providing clear footage for security, navigation, and accident documentation. Here are some essential tips to help you install your mirror dash cam successfully.

Choose the Right Mirror Dash Cam for Your Vehicle

The first step is selecting the right HD car mirror cam for your vehicle. Mirror dash cams come in various sizes, so it's important to pick one that fits your car’s rearview mirror. Measure the dimensions of your current mirror to ensure compatibility with the new camera. Additionally, consider the camera’s resolution, features like parking monitoring, and how it integrates with your vehicle's electronics.

Prepare the Necessary Tools

Before you begin installing your rear view mirror camera, gather all the necessary tools. You'll likely need a screwdriver, a plastic pry tool, and cable ties. These tools will help you remove your existing mirror and conceal wiring neatly. If the installation requires any power connections, have an electrical tape or wire connectors on hand for safety. A clean workspace will also ensure you don't lose any small parts during the process.

Clean Your Rearview Mirror Area

Ensure your rearview mirror area is clean before installing the mirror dash cam. Use a microfiber cloth to remove dust, dirt, or any sticky residue from your car's windshield. This will make it easier to mount the mirror dash cam securely and prevent any obstructions that could affect its view or functionality. A clean installation surface ensures the camera will function optimally, providing clearer footage.

Disconnect Your Vehicle’s Battery

For safety purposes, disconnect the vehicle’s battery before starting the installation. This is especially important if you are wiring the rear view mirror camera directly into the vehicle’s electrical system. Disconnecting the battery ensures you won't accidentally trigger airbags or short-circuit the system while working on the installation. After the installation is complete, reconnect the battery and test the camera’s functionality.

Mount the Mirror Dash Cam Securely

To install your HD car mirror cam, first remove the existing mirror bracket. Depending on your vehicle, the rear view mirror camera will either clip over the existing mirror or mount directly in place of it. Ensure the mounting bracket is properly aligned and securely attached to avoid the camera falling off while driving. Double-check the alignment to make sure the camera offers an unobstructed view of the road.

Run the Wires Neatly

Running the wires for the rear view mirror camera is one of the trickier parts of the installation process. Start by feeding the power cable behind the vehicle’s headliner or trim panel. Ensure the wire is hidden from view to maintain the aesthetic of your vehicle’s interior. Use plastic pry tools to gently lift the panels without damaging them, and secure the wiring with cable ties to avoid any interference with the mirror or other parts.

Connect the Power Supply

Once the wires are in place, connect the power cable of your mirror dash cam to your car’s power source. Typically, the power will come from the vehicle’s fuse box or 12V accessory port. If wiring directly to the fuse box, it’s important to use a fuse tap to avoid any electrical damage. Be sure to follow the manufacturer’s instructions for wiring to ensure proper functionality and safety.

Adjust Camera Angle for Optimal Coverage

Once the rear view mirror camera is installed, adjust its angle to ensure it captures the best possible footage. Many HD car mirror cams come with adjustable mounts, allowing you to fine-tune the angle for an optimal field of view. Ideally, the camera should provide a clear view of the road ahead and help with reversing or parking. Test the angle during daylight and night driving conditions to make necessary adjustments.

Test the System Before Finalizing Installation

Before you finish the installation, test your mirror dash cam to make sure everything is functioning properly. Turn on the vehicle and check the camera’s display for clarity and proper operation. Confirm that the video feeds from the rear and front cameras are working correctly. Additionally, check any additional features such as parking sensors or GPS tracking. It’s important to troubleshoot any issues before reassembling the trim or securing wires permanently.

Reassemble Your Vehicle’s Interior

Once you've confirmed the HD car mirror cam is working, carefully reassemble your vehicle’s interior. Replace the trim panels, securing any loose wiring with cable ties as necessary. Ensure that everything is tight and properly in place to avoid rattling or shifting during driving. A well-fitted installation not only looks professional but ensures that the camera functions without obstruction or interference.

Maintain Your Mirror Dash Cam Regularly

After installing your rear view mirror camera, it’s important to maintain it regularly. Clean the camera lens regularly to prevent dirt or debris from obstructing the view. Also, check the camera’s software updates to ensure it is running the latest firmware, which can improve its functionality and performance. Regular maintenance will ensure that the camera continues to serve you effectively and provide clear footage when needed.

Use the Camera’s Advanced Features Wisely

Many HD car mirror cams come with advanced features, such as collision detection, lane departure alerts, and GPS tracking. Take the time to explore these features and set them up to suit your driving preferences. By understanding the full capabilities of your rear view mirror camera, you can get the most out of its security and convenience features. Adjust the settings to enhance your driving experience and safety.

What Tools Are Needed to Install a Mirror Dash Cam?

To install a mirror dash cam, you’ll need basic tools such as a screwdriver, plastic pry tool, cable ties, and wire connectors. You may also need electrical tape or a fuse tap for connecting the camera to the power source. Having these tools ready will make the installation process much easier and safer.

How Do I Know Which Mirror Dash Cam Fits My Vehicle?

To determine the right mirror dash cam for your vehicle, measure your current rearview mirror’s size and compare it to the specifications of the available camera options. Many mirror dash cams are designed to fit standard mirror sizes, but double-checking compatibility will ensure a secure fit. Also, consider the features that match your needs.

Can I Install a Mirror Dash Cam by Myself?

Yes, you can install a mirror dash cam by yourself, provided you have basic tools and follow the manufacturer’s instructions carefully. If you are not comfortable with wiring the system directly to your vehicle’s electrical system, you may want to seek professional help. However, most installations can be done with patience and care.