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100 ass sex no cars needed

Today we're going to be talking about the future of the car, based on a very provocative and lengthy blog post that you wrote on the rise of two things that appear to be transformative for that industry--which are the electric car and the driverless car.

And what I loved about the post--it was a beautiful example of one extremely important aspect of what I call the economic way of thinking, and that I associate with George Stigler and Thomas Sowell. Something gets put in motion. And a lot of people think, 'Well, that's the end of that.

So, I want to get started with electric cars. How might they change things? Well, I think there's sort of, there's two sets of things to think about here. The first is that the electric car doesn't so much as get rid of the gas tank as kind of rip out the spine[?

So, it's not that you get rid of the gas tank and replace it with batteries. You get rid of the internal combustion engine and all of that's[? And you get rid of the transmission system and the gear box. Or most of the transmission system. So, you probably have between 5 and 10 times fewer moving parts. And, that obviously has an awful lot of consequences inside the car industry, which are kind of the first-order effects. It has fairly obvious effects on kind of the supply chain; and also on things like companies making machine tools--which is a big part of German industry.

But then the [? Sure, the work on the cars. Yeah, like the people who make old stuff--the machine tools that make all those moving parts inside the gear box have a problem. But then you sort of start [? Gas is sold at almost no margin. They make their money from everything else. And some portion of that is an impulse purchase. And, if you are never going to a gas station again--basically you'll only go there if you want the salt, sugar, or nicotine--you won't [?

So what happens to sales of those? Something over half of sales tobacco in the United States, say, are sold in gas stations. Some portion of that is an impulse purchase--as [? So, um, I thought that was kind of an interesting consequence.

There's another, um, perhaps [? So, as far as I can make out, something around half of repair maintenance expenditure in the USA on the stuff[? But, again, you go--you have many fewer moving parts; you will have many fewer failures. You won't need an oil change because there's no oil. The radiator fan belt won't fail because there's no radiator.

So, you get a radical simplification in the mechanics of the car; and that's what a lot the maintenance expenditure you go through [? And of course that is actually the economic support for a lot of the dealer network as well. Um, that's where they make their money. So, you've got these sort of rippling-out effects around the stuff that's sort of the support infrastructure around the gasoline car. Which will go away.

You know, the adoption of electric cars is really a question of when rather than if. It's a function of battery pricing.

And, battery pricing is kind of function of scale. So there's a circularity there, or virtuous circle. We are now at the point that we have expensive, un-economic electric cars.

We will get to the point in the next 5 or 10 years that electric cars become cost-competitive with gasoline. How confident are you that it's a year process? Well, so there's two processes here. How long does it take to get to the point that, um, an ordinary, boring car is cheaper to buy as an electric car--it's cheaper to buy an ordinary, boring electric car than to buy an ordinary, boring gasoline car.

So, that's how long--and that's a question of battery pricing, really: How long does it--and scale? How long does it take before all new cars on the market are electric? How long does it take before all the old cars cycle out of the system? And that kind of depends on public policy, because it depends on what kind of incentives you put into government [? So, it's not something--it's not likely when it will be done in years.

It's more likely it will get started in years. I guess--is there any issue--there are some things that are simpler about an electric car. Which means that there won't be the repairs that are necessary for an internal combustion engine. Are there some things that are more complicated in an electric car? Well, there's more software. So--and then--and then by extension, there's more computing.

But, that's kind of solid state. It's not moving parts. So, you know, there's a different cost structure to a--to a [? So, if you look at--an UBS[? The electric motor and the battery cost less than having an internal combustion, a complete internal combustion engine plus the cost of gasoline. But then you've got the--the electronics in there add a significant amount of costs. But that's kind of a transitional issue. You know, that will shrink down over time.

Your point about the margins of dealerships: I have heard that before, that they don't make much money on the cars. And they make increasingly less as information becomes more widely available and people shop more wisely. The Internet has, I think, really brought those margins down dramatically. And, so, the claim is, then, that they make their money on the repairs. Of course, if the repairs go away, it's possible that the price of cars will be higher: I mean, it depends what the purchasing model looks like, doesn't it?

It's not clear that everyone will be able to go direct. Now, of course, there's now there's another effect, which [? So, and that doesn't need full autonomy. We can maybe go on to talk about, you know, different kinds of autonomy.

But, you know, the holy grail is the car that doesn't have a steering wheel, or the truck that doesn't have a human cabin. But, you don't need to get that far before you start reducing that accident rate really significantly; and also, you don't have to have very many vehicles that never crash into anything before the accident rates are going down. We will get to that. I want to stick, for the moment, to electric cars.

What do you see--and you speculate a little bit in the piece on this--what do you see as the model for how people are going to be charging the cars? Obviously, one of challenges, at least right now, is the charging phase that place over time. So, you are not going to show up at a gas station with an impulse purchase opportunity to gas up, to charge up your car. You are going to have to plug it in somewhere for a relatively longer period of time. Is that going to change, do you think?

And, how might people charge their cars in a world where electric cars are more common? There's no question there's a problem here, or a challenge, depending on whether, how you want to talk about it.

And yes, you don't charge quickly. And we're not on a--there's not a kind of an imminent timeline to be able to kind of fully charge your vehicle in 5 minutes the way you do with, you know, with gasoline. So, there's a bunch of options. One is that you charge at work: You have charging stations in car parks; you have charging stations in supermarkets.

How far you scale that is a challenge. This is actually, I think, this [? Where I used to live in London, I didn't own a car. If I had a car, I don't think I would ever have parked it in front of my front door. It would have been somewhere within 5 minutes' walk if I could find the space. And even if it was parked in front of my front door, it would be parked on the street, across the sidewalk.

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100 ass sex no cars needed

Today we're going to be talking about the future of the car, based on a very provocative and lengthy blog post that you wrote on the rise of two things that appear to be transformative for that industry--which are the electric car and the driverless car. And what I loved about the post--it was a beautiful example of one extremely important aspect of what I call the economic way of thinking, and that I associate with George Stigler and Thomas Sowell.

Something gets put in motion. And a lot of people think, 'Well, that's the end of that. So, I want to get started with electric cars. How might they change things? Well, I think there's sort of, there's two sets of things to think about here. The first is that the electric car doesn't so much as get rid of the gas tank as kind of rip out the spine[?

So, it's not that you get rid of the gas tank and replace it with batteries. You get rid of the internal combustion engine and all of that's[? And you get rid of the transmission system and the gear box.

Or most of the transmission system. So, you probably have between 5 and 10 times fewer moving parts. And, that obviously has an awful lot of consequences inside the car industry, which are kind of the first-order effects. It has fairly obvious effects on kind of the supply chain; and also on things like companies making machine tools--which is a big part of German industry. But then the [? Sure, the work on the cars. Yeah, like the people who make old stuff--the machine tools that make all those moving parts inside the gear box have a problem.

But then you sort of start [? Gas is sold at almost no margin. They make their money from everything else. And some portion of that is an impulse purchase. And, if you are never going to a gas station again--basically you'll only go there if you want the salt, sugar, or nicotine--you won't [?

So what happens to sales of those? Something over half of sales tobacco in the United States, say, are sold in gas stations. Some portion of that is an impulse purchase--as [? So, um, I thought that was kind of an interesting consequence. There's another, um, perhaps [? So, as far as I can make out, something around half of repair maintenance expenditure in the USA on the stuff[?

But, again, you go--you have many fewer moving parts; you will have many fewer failures. You won't need an oil change because there's no oil.

The radiator fan belt won't fail because there's no radiator. So, you get a radical simplification in the mechanics of the car; and that's what a lot the maintenance expenditure you go through [?

And of course that is actually the economic support for a lot of the dealer network as well. Um, that's where they make their money.

So, you've got these sort of rippling-out effects around the stuff that's sort of the support infrastructure around the gasoline car. Which will go away. You know, the adoption of electric cars is really a question of when rather than if. It's a function of battery pricing. And, battery pricing is kind of function of scale.

So there's a circularity there, or virtuous circle. We are now at the point that we have expensive, un-economic electric cars. We will get to the point in the next 5 or 10 years that electric cars become cost-competitive with gasoline.

How confident are you that it's a year process? Well, so there's two processes here. How long does it take to get to the point that, um, an ordinary, boring car is cheaper to buy as an electric car--it's cheaper to buy an ordinary, boring electric car than to buy an ordinary, boring gasoline car. So, that's how long--and that's a question of battery pricing, really: How long does it--and scale?

How long does it take before all new cars on the market are electric? How long does it take before all the old cars cycle out of the system? And that kind of depends on public policy, because it depends on what kind of incentives you put into government [?

So, it's not something--it's not likely when it will be done in years. It's more likely it will get started in years. I guess--is there any issue--there are some things that are simpler about an electric car. Which means that there won't be the repairs that are necessary for an internal combustion engine. Are there some things that are more complicated in an electric car?

Well, there's more software. So--and then--and then by extension, there's more computing. But, that's kind of solid state. It's not moving parts. So, you know, there's a different cost structure to a--to a [? So, if you look at--an UBS[? The electric motor and the battery cost less than having an internal combustion, a complete internal combustion engine plus the cost of gasoline.

But then you've got the--the electronics in there add a significant amount of costs. But that's kind of a transitional issue. You know, that will shrink down over time. Your point about the margins of dealerships: I have heard that before, that they don't make much money on the cars. And they make increasingly less as information becomes more widely available and people shop more wisely. The Internet has, I think, really brought those margins down dramatically.

And, so, the claim is, then, that they make their money on the repairs. Of course, if the repairs go away, it's possible that the price of cars will be higher: I mean, it depends what the purchasing model looks like, doesn't it?

It's not clear that everyone will be able to go direct. Now, of course, there's now there's another effect, which [? So, and that doesn't need full autonomy. We can maybe go on to talk about, you know, different kinds of autonomy. But, you know, the holy grail is the car that doesn't have a steering wheel, or the truck that doesn't have a human cabin. But, you don't need to get that far before you start reducing that accident rate really significantly; and also, you don't have to have very many vehicles that never crash into anything before the accident rates are going down.

We will get to that. I want to stick, for the moment, to electric cars. What do you see--and you speculate a little bit in the piece on this--what do you see as the model for how people are going to be charging the cars? Obviously, one of challenges, at least right now, is the charging phase that place over time. So, you are not going to show up at a gas station with an impulse purchase opportunity to gas up, to charge up your car. You are going to have to plug it in somewhere for a relatively longer period of time.

Is that going to change, do you think? And, how might people charge their cars in a world where electric cars are more common? There's no question there's a problem here, or a challenge, depending on whether, how you want to talk about it.

And yes, you don't charge quickly. And we're not on a--there's not a kind of an imminent timeline to be able to kind of fully charge your vehicle in 5 minutes the way you do with, you know, with gasoline. So, there's a bunch of options. One is that you charge at work: You have charging stations in car parks; you have charging stations in supermarkets.

How far you scale that is a challenge. This is actually, I think, this [? Where I used to live in London, I didn't own a car. If I had a car, I don't think I would ever have parked it in front of my front door. It would have been somewhere within 5 minutes' walk if I could find the space.

And even if it was parked in front of my front door, it would be parked on the street, across the sidewalk.

100 ass sex no cars needed

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3 Comments

  1. And I kind of, might kind of might collect drunks on the sidewalk, if I had a power cable strung out of my front door into my car. I have no feelings for them at all.

  2. Now, I think the interesting thing, as you move along that progression, is that a Level 2, Level 3, is basically a safer car but it's still a car. On my left with a gap of few tables I could see Vishal and Shilpi, not at all looking at us they were busy talking and looking at each other they were smiling freely.

  3. That was unexpected and I looked up in surprise and sensing my expression Chetan spoke again "No worry The rapid increase is attributed to attention paid to identification and recognition of donkey breeds by the FAO's Animal Genetic Resources project. William Wordsworth portrayed the donkey as loyal and patient in his poem Peter Bell:

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