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Elon Musk: Officially a fraud and piece of shit. Official or unofficial war criminal?


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On 12/17/2023 at 7:45 PM, Fudge Nuggets said:

I've known quite a few Weatherford employees over the course of my career.  None of them I would consider a "world-class expert" by any stretch.  One of them even joked that when Schlumberger goes to hire new employees, they search the graduate schools.  Halliburton and Baker Hughes pull from undergrad programs.  Weatherford recruits from the local prison.

Yeah, that was always kind of the hierarchy.  But Baker had been dragging HTC down for 30 years until the GE acquisition.  Weatherford seemed to make a few good acquisitions there for a bit, at least from a patent standpoint.  And then Schlumberger bought Smith.

Weird wild wacky stuff.

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On 12/30/2023 at 10:24 AM, Francisco 2.0 said:

 

I remember when Elon swore he would get rid of the bots.  

 

 

My conspiracy theory back then was he wanted the old twitter ownership to get rid of the bots to drive down the number of "active users".  Then after his purchase went through, he was going to intentionally let the bots back on to show huge growth in "active users".  By doing that, the valuation of twitter would go up and he would cash out for big dick gains.  But like everything else, he fucked it up.

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https://www.washingtonpost.com/technology/2023/12/31/tesla-autopilot-recall-test/?pwapi_token=eyJ0eXAiOiJKV1QiLCJhbGciOiJIUzI1NiJ9.eyJyZWFzb24iOiJnaWZ0IiwibmJmIjoxNzAzOTk4ODAwLCJpc3MiOiJzdWJzY3JpcHRpb25zIiwiZXhwIjoxNzA1MzgxMTk5LCJpYXQiOjE3MDM5OTg4MDAsImp0aSI6ImE5MTRjYTEwLTViYzctNDA1YS05YzQ2LTBmYjY3NTU1YzZlMCIsInVybCI6Imh0dHBzOi8vd3d3Lndhc2hpbmd0b25wb3N0LmNvbS90ZWNobm9sb2d5LzIwMjMvMTIvMzEvdGVzbGEtYXV0b3BpbG90LXJlY2FsbC10ZXN0LyJ9._pYl7U4iCTMquIx7OHilZfycGYVL8AZx7w5sOWocDAk

Spoiler

Testing Tesla’s Autopilot recall, I don’t feel much safer — and neither should you

On the streets of San Francisco, the updated version of Tesla’s driver-assistance software still took the wheel in places it wasn’t designed to handle, including blowing through stop signs

December 31, 2023 at 6:00 a.m. EST

(Video: The Washington Post)

Last weekend, my Tesla Model Y received an over-the-air update to make its driver-assistance software safer. In my first test drive of the updated Tesla, it blew through two stop signs without even slowing down.

In December, Tesla issued its largest-ever recall, affecting almost all of its 2 million cars. It is like the software updates you get on your phone, except this was supposed to prevent drivers from misusing Tesla’s Autopilot software.

After testing my Tesla update, I don’t feel much safer — and neither should you, knowing that this technology is on the same roads you use.

During my drive, the updated Tesla steered itself on urban San Francisco streets Autopilot wasn’t designed for. (I was careful to let the tech do its thing only when my hands were hovering by the wheel and I was paying attention.) The recall was supposed to force drivers to pay more attention while using Autopilot by sensing hands on the steering wheel and checking for eyes on the road. Yet my car drove through the city with my hands off the wheel for stretches of a minute or more. I could even activate Autopilot after I placed a sticker over the car’s interior camera used to track my attention.

(Video: The Washington Post)

The underlying issue is that while a government investigation prompted the recall, Tesla got to drive what went into the software update — and it appears not to want to alienate some customers by imposing new limits on its tech. It’s a warning about how unprepared we are for an era where vehicles can seem a lot more like smartphones, but are still 4,000-pound speed machines that require a different level of scrutiny and transparency.

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Tesla’s recall follows an investigation by the National Highway Traffic Safety Administration into crashes involving Autopilot. My Washington Post colleagues found that at least eight fatal or serious crashes have involved Tesla drivers using Autopilot on roads where the software was not intended to be used, such as streets with cross traffic.

These crashes have killed or severely wounded not only Tesla drivers, but bystanders. Tesla says its Autopilot software makes its cars safer overall than those without it.

Announcing the recall, NHTSA said it was supposed to “encourage the driver to adhere to their continuous driving responsibility” when using the technology, and would include “additional checks” on drivers “using the feature outside controlled access highways.” But Tesla wasn’t specific about what, exactly, would change with the update to counteract misuse.

Tesla didn’t respond to my request for comment. NHTSA’s director of communications, Veronica Morales, said the agency’s “investigation remains open” and the agency will “continue to examine the performance of recalled vehicles.”

I found we have every reason to be skeptical this recall does much of anything.

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How I tested Tesla’s recall

It goes without saying: Don’t try this at home. I was quite surprised the Tesla would just blow through a stop sign, and activated Autopilot only near stops when there weren’t others around. I was only simulating not paying attention to understand the software’s capabilities and limitations, which are now clear.

I took my Tesla out on two identical test drives, before and after the update. My family leases a blue Tesla Model Y, one of America’s best-selling cars, which we’ve been largely content with. (Tesla can be very clever with software, and one time my car even bore witness to its own hit and run accident.)

The process of simply getting the recall was itself a red flag for a lack of urgency about this fix. Unlike on a phone, where you can go to settings to look for updates, my car had no button to look for or prompt a download. Tesla’s user manual advised updates would download automatically if I had strong WiFi, so I moved my router outdoors near my parked car. When the recall finally arrived — a week and a half later — it contained a number of other unrelated features as well as a patch on top of its original release.

I was using an Autopilot function known as Autosteer, which Tesla dubs “Beta” software but makes widely available. It automatically turns the wheel to keep it within lane lines. Drivers of recent Tesla models can easily activate it by pushing down twice on the right-hand stalk next to the wheel.

(Video: The Washington Post)

In fine print and user manuals most drivers probably haven’t pored over, Tesla says that Autosteer “is designed for use on highways that have a center divider, clear lane markings, and no cross-traffic.” It adds: “Please use it only if you will pay attention to the road, keep your hands on the steering wheel, and be prepared to take over at any time.”

As the crashes spotlighted by The Post investigation indicate, it isn’t clear to some drivers where you’re supposed to use Autosteer and what, exactly, it will do for you. It’s not nearly as advanced as Tesla’s “Full Self-Driving” capability, which requires a $200 per month subscription to access and is designed to be used on city streets.

Unfortunately, little about the recall forces Autosteer to operate only in situations it was designed to handle.

Story continues below advertisement

 

Nothing changed after the recall about what seems to me to be the most critical issue: the places in which Autosteer will activate. I was able to use it well beyond highways, including city streets with stop signs, stop lights and significant curves. Autosteer flew into speed bumps at full speed, causing a raucous ride.

This is bad software design. Teslas already contain mapping systems that know which street you’re on. Tesla’s surround-view cameras can identify stop signs and cross traffic. Why doesn’t Autopilot’s software pay attention to that data and allow Autosteer to activate only on roads it was designed for? The only factor I experienced that seemed to cause it to not operate (and flash a “temporarily unavailable” message) was if streets lacked clear paint lines.

The two times Autosteer allowed my car to roll right through intersections with stop signs were especially nerve wracking. I could tell from icons on the car’s screen that it could see the sign, yet it did not disengage Autosteer or stop. After digging around Tesla’s website, I discovered that Tesla says obeying stop signs and stop lights is a function included for those who pay for Full Self-Driving. Should you really have to pay extra to keep the software your car comes with by default from doing reckless things?

Tesla’s superfans may argue they don’t want their car (or the government) telling them where they can use certain functions. But only Tesla is truly able to judge the conditions where its Autosteer software is safe — that information is opaque to drivers, and clearly people keep misjudging it. I believe cars will get safer with self-driving and driver-assistance software, but need to tap into all available data to do so.

“NHTSA must set their sights beyond this recall and limit Tesla’s Autosteer feature to the limited-access highways for which it was designed,” said Sen. Edward J. Markey (D-Mass.), with whom I shared my test results.

The biggest recall change my tests did reveal was how the car warned me about being attentive to the road while Autosteer was activated. But it’s subtle at best.

At the top of Tesla’s release notes for the recall is that it has “improved visibility” of driver-warning alerts on its main screen. Looking at my own before and after photos, I can see these newer messages — which often ask you to apply slight force to the wheel — have larger type, include an icon and now show up in the upper third of the screen.

It is good for critical messages to not require reading glasses. But I also wonder whether more distractions on a screen might actually take people’s attention away from the road.

Tesla’s recall release notes also suggest the warnings will come more often, saying there is increased “strictness” of driver attentiveness requirements when Autosteer is active and the car is approaching “traffic lights and stop signs off-highway.”

Online, some frequent Autosteer users have complained that the recall gives them hands-on-the-wheel warning “nags” much too often. In my pre-recall test drive, I was able to go for 75 seconds on a San Francisco street with traffic lights without my hands on the wheel before getting a warning. On the same road after the update, I could go for 60 seconds without my hands on the wheel.

I wasn’t able to discern what prompted the hands-on-the-wheel alerts I received. On roads with stop lights, I did sometimes get a warning ahead of the intersection — but usually just deactivated the software myself to stay safe. Ahead of the two stop signs the car ran through, one time I got a hands-on warning, and one time I did not.

More worrisome is how the recall handled my car’s interior camera. It’s used along with pressure on the steering wheel to check whether the driver is paying attention and not looking at their phone.

When I covered the lens with a smiley-face sticker — a trick I read about on social media from other Tesla owners — the car would still activate Autosteer. The system did send more warnings about keeping my hands on the wheel while the camera was covered. But I don’t understand why Tesla would allow you to activate Autosteer at all when the camera is either malfunctioning or being monkeyed with.

Finally, the update release notes said Tesla’s systems would suspend Autopilot for drivers who collect five “Forced Autopilot Disengagements” — a term for when the software shuts itself off when it detects improper use. I was not suspended during my tests, and received only one forced disengagement, which didn’t stop me from re-engaging Autopilot shortly after.

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How could the government let this pass?

I also shared my results with Sen. Richard Blumenthal (D-Conn), who told me we need a recall of the recall. “This is tragedy waiting to happen,” he said. “We are going to be demanding additional action from Tesla, and also that NHTSA show some real legal muscle against [CEO] Elon Musk’s mockery.”

NHTSA’s Morales declined to comment on the specifics of my experience. But she said in a statement that the law, known as the Vehicle Safety Act, “puts the burden on the manufacturer” to develop safety fixes.

“NHTSA does not preapprove remedies,” she said. Instead, “the agency will monitor field and other data to determine its adequacy, including field monitoring of the effects of the remedy in addressing the safety problem and testing any software or hardware changes in recalled vehicles.”

Which aspects of the performance would violate NHTSA’s requirements? And how long will this take? Morales said only that the agency’s Vehicle Research and Test Center in Ohio has several Tesla vehicles that it will use for testing.

“Consumers should never attempt to create their own vehicle test scenarios, or use real people or public roadways to test the performance of vehicle technology,” Morales added. “Intentional unsafe use of a vehicle is dangerous and may be in violation of State and local laws.”

Yet every Tesla driver who is using Autopilot with the update is testing the performance of the technology while we wait for NHTSA to do its own. It’s hard to see how post-release review serves public safety in an era where software, and especially driver-assistance capabilities, introduces very new kinds of risk.

Compare a current Tesla to your phone. Apps are subjected to prerelease review by Apple and Google before they’re made available to download. They must meet transparency requirements.

Why should a car get less scrutiny than a phone?

“Tesla’s recall makes clear that the cars of the future require smarter safety solutions than of the past,” Markey said.

 

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2 hours ago, HenryJames said:


https://www.washingtonpost.com/technology/2023/12/31/tesla-autopilot-recall-test/?pwapi_token=eyJ0eXAiOiJKV1QiLCJhbGciOiJIUzI1NiJ9.eyJyZWFzb24iOiJnaWZ0IiwibmJmIjoxNzAzOTk4ODAwLCJpc3MiOiJzdWJzY3JpcHRpb25zIiwiZXhwIjoxNzA1MzgxMTk5LCJpYXQiOjE3MDM5OTg4MDAsImp0aSI6ImE5MTRjYTEwLTViYzctNDA1YS05YzQ2LTBmYjY3NTU1YzZlMCIsInVybCI6Imh0dHBzOi8vd3d3Lndhc2hpbmd0b25wb3N0LmNvbS90ZWNobm9sb2d5LzIwMjMvMTIvMzEvdGVzbGEtYXV0b3BpbG90LXJlY2FsbC10ZXN0LyJ9._pYl7U4iCTMquIx7OHilZfycGYVL8AZx7w5sOWocDAk

  Reveal hidden contents

Testing Tesla’s Autopilot recall, I don’t feel much safer — and neither should you

On the streets of San Francisco, the updated version of Tesla’s driver-assistance software still took the wheel in places it wasn’t designed to handle, including blowing through stop signs

December 31, 2023 at 6:00 a.m. EST

(Video: The Washington Post)

Last weekend, my Tesla Model Y received an over-the-air update to make its driver-assistance software safer. In my first test drive of the updated Tesla, it blew through two stop signs without even slowing down.

In December, Tesla issued its largest-ever recall, affecting almost all of its 2 million cars. It is like the software updates you get on your phone, except this was supposed to prevent drivers from misusing Tesla’s Autopilot software.

After testing my Tesla update, I don’t feel much safer — and neither should you, knowing that this technology is on the same roads you use.

During my drive, the updated Tesla steered itself on urban San Francisco streets Autopilot wasn’t designed for. (I was careful to let the tech do its thing only when my hands were hovering by the wheel and I was paying attention.) The recall was supposed to force drivers to pay more attention while using Autopilot by sensing hands on the steering wheel and checking for eyes on the road. Yet my car drove through the city with my hands off the wheel for stretches of a minute or more. I could even activate Autopilot after I placed a sticker over the car’s interior camera used to track my attention.

(Video: The Washington Post)

The underlying issue is that while a government investigation prompted the recall, Tesla got to drive what went into the software update — and it appears not to want to alienate some customers by imposing new limits on its tech. It’s a warning about how unprepared we are for an era where vehicles can seem a lot more like smartphones, but are still 4,000-pound speed machines that require a different level of scrutiny and transparency.

Story continues below advertisement

Tesla’s recall follows an investigation by the National Highway Traffic Safety Administration into crashes involving Autopilot. My Washington Post colleagues found that at least eight fatal or serious crashes have involved Tesla drivers using Autopilot on roads where the software was not intended to be used, such as streets with cross traffic.

These crashes have killed or severely wounded not only Tesla drivers, but bystanders. Tesla says its Autopilot software makes its cars safer overall than those without it.

Announcing the recall, NHTSA said it was supposed to “encourage the driver to adhere to their continuous driving responsibility” when using the technology, and would include “additional checks” on drivers “using the feature outside controlled access highways.” But Tesla wasn’t specific about what, exactly, would change with the update to counteract misuse.

Tesla didn’t respond to my request for comment. NHTSA’s director of communications, Veronica Morales, said the agency’s “investigation remains open” and the agency will “continue to examine the performance of recalled vehicles.”

I found we have every reason to be skeptical this recall does much of anything.

Story continues below advertisement

 

 

How I tested Tesla’s recall

It goes without saying: Don’t try this at home. I was quite surprised the Tesla would just blow through a stop sign, and activated Autopilot only near stops when there weren’t others around. I was only simulating not paying attention to understand the software’s capabilities and limitations, which are now clear.

I took my Tesla out on two identical test drives, before and after the update. My family leases a blue Tesla Model Y, one of America’s best-selling cars, which we’ve been largely content with. (Tesla can be very clever with software, and one time my car even bore witness to its own hit and run accident.)

The process of simply getting the recall was itself a red flag for a lack of urgency about this fix. Unlike on a phone, where you can go to settings to look for updates, my car had no button to look for or prompt a download. Tesla’s user manual advised updates would download automatically if I had strong WiFi, so I moved my router outdoors near my parked car. When the recall finally arrived — a week and a half later — it contained a number of other unrelated features as well as a patch on top of its original release.

I was using an Autopilot function known as Autosteer, which Tesla dubs “Beta” software but makes widely available. It automatically turns the wheel to keep it within lane lines. Drivers of recent Tesla models can easily activate it by pushing down twice on the right-hand stalk next to the wheel.

(Video: The Washington Post)

In fine print and user manuals most drivers probably haven’t pored over, Tesla says that Autosteer “is designed for use on highways that have a center divider, clear lane markings, and no cross-traffic.” It adds: “Please use it only if you will pay attention to the road, keep your hands on the steering wheel, and be prepared to take over at any time.”

As the crashes spotlighted by The Post investigation indicate, it isn’t clear to some drivers where you’re supposed to use Autosteer and what, exactly, it will do for you. It’s not nearly as advanced as Tesla’s “Full Self-Driving” capability, which requires a $200 per month subscription to access and is designed to be used on city streets.

Unfortunately, little about the recall forces Autosteer to operate only in situations it was designed to handle.

Story continues below advertisement

 

Nothing changed after the recall about what seems to me to be the most critical issue: the places in which Autosteer will activate. I was able to use it well beyond highways, including city streets with stop signs, stop lights and significant curves. Autosteer flew into speed bumps at full speed, causing a raucous ride.

This is bad software design. Teslas already contain mapping systems that know which street you’re on. Tesla’s surround-view cameras can identify stop signs and cross traffic. Why doesn’t Autopilot’s software pay attention to that data and allow Autosteer to activate only on roads it was designed for? The only factor I experienced that seemed to cause it to not operate (and flash a “temporarily unavailable” message) was if streets lacked clear paint lines.

The two times Autosteer allowed my car to roll right through intersections with stop signs were especially nerve wracking. I could tell from icons on the car’s screen that it could see the sign, yet it did not disengage Autosteer or stop. After digging around Tesla’s website, I discovered that Tesla says obeying stop signs and stop lights is a function included for those who pay for Full Self-Driving. Should you really have to pay extra to keep the software your car comes with by default from doing reckless things?

Tesla’s superfans may argue they don’t want their car (or the government) telling them where they can use certain functions. But only Tesla is truly able to judge the conditions where its Autosteer software is safe — that information is opaque to drivers, and clearly people keep misjudging it. I believe cars will get safer with self-driving and driver-assistance software, but need to tap into all available data to do so.

“NHTSA must set their sights beyond this recall and limit Tesla’s Autosteer feature to the limited-access highways for which it was designed,” said Sen. Edward J. Markey (D-Mass.), with whom I shared my test results.

The biggest recall change my tests did reveal was how the car warned me about being attentive to the road while Autosteer was activated. But it’s subtle at best.

At the top of Tesla’s release notes for the recall is that it has “improved visibility” of driver-warning alerts on its main screen. Looking at my own before and after photos, I can see these newer messages — which often ask you to apply slight force to the wheel — have larger type, include an icon and now show up in the upper third of the screen.

It is good for critical messages to not require reading glasses. But I also wonder whether more distractions on a screen might actually take people’s attention away from the road.

Tesla’s recall release notes also suggest the warnings will come more often, saying there is increased “strictness” of driver attentiveness requirements when Autosteer is active and the car is approaching “traffic lights and stop signs off-highway.”

Online, some frequent Autosteer users have complained that the recall gives them hands-on-the-wheel warning “nags” much too often. In my pre-recall test drive, I was able to go for 75 seconds on a San Francisco street with traffic lights without my hands on the wheel before getting a warning. On the same road after the update, I could go for 60 seconds without my hands on the wheel.

I wasn’t able to discern what prompted the hands-on-the-wheel alerts I received. On roads with stop lights, I did sometimes get a warning ahead of the intersection — but usually just deactivated the software myself to stay safe. Ahead of the two stop signs the car ran through, one time I got a hands-on warning, and one time I did not.

More worrisome is how the recall handled my car’s interior camera. It’s used along with pressure on the steering wheel to check whether the driver is paying attention and not looking at their phone.

When I covered the lens with a smiley-face sticker — a trick I read about on social media from other Tesla owners — the car would still activate Autosteer. The system did send more warnings about keeping my hands on the wheel while the camera was covered. But I don’t understand why Tesla would allow you to activate Autosteer at all when the camera is either malfunctioning or being monkeyed with.

Finally, the update release notes said Tesla’s systems would suspend Autopilot for drivers who collect five “Forced Autopilot Disengagements” — a term for when the software shuts itself off when it detects improper use. I was not suspended during my tests, and received only one forced disengagement, which didn’t stop me from re-engaging Autopilot shortly after.

Story continues below advertisement

 

How could the government let this pass?

I also shared my results with Sen. Richard Blumenthal (D-Conn), who told me we need a recall of the recall. “This is tragedy waiting to happen,” he said. “We are going to be demanding additional action from Tesla, and also that NHTSA show some real legal muscle against [CEO] Elon Musk’s mockery.”

NHTSA’s Morales declined to comment on the specifics of my experience. But she said in a statement that the law, known as the Vehicle Safety Act, “puts the burden on the manufacturer” to develop safety fixes.

“NHTSA does not preapprove remedies,” she said. Instead, “the agency will monitor field and other data to determine its adequacy, including field monitoring of the effects of the remedy in addressing the safety problem and testing any software or hardware changes in recalled vehicles.”

Which aspects of the performance would violate NHTSA’s requirements? And how long will this take? Morales said only that the agency’s Vehicle Research and Test Center in Ohio has several Tesla vehicles that it will use for testing.

“Consumers should never attempt to create their own vehicle test scenarios, or use real people or public roadways to test the performance of vehicle technology,” Morales added. “Intentional unsafe use of a vehicle is dangerous and may be in violation of State and local laws.”

Yet every Tesla driver who is using Autopilot with the update is testing the performance of the technology while we wait for NHTSA to do its own. It’s hard to see how post-release review serves public safety in an era where software, and especially driver-assistance capabilities, introduces very new kinds of risk.

Compare a current Tesla to your phone. Apps are subjected to prerelease review by Apple and Google before they’re made available to download. They must meet transparency requirements.

Why should a car get less scrutiny than a phone?

“Tesla’s recall makes clear that the cars of the future require smarter safety solutions than of the past,” Markey said.

 

WOO WOOOOOO!!!

tip lil GIF

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4 hours ago, 4th&Five said:

I was next to one in Bee Caves the other day at a light and literally laughed about how stupid it looks in person. It’s by far the dumbest looking car I’ve seen. 

This truck is the equivalent of driving around in a toupee. Whoever told you it looks good is just being nice about whatever insecurity you have.

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17 hours ago, Al Bundy's Napoleon Hand said:

WOO WOOOOOO!!!

tip lil GIF

Bubb Rubb in the house!

The fact he whips out of there and almost hits a parked car head on kills me every single time. It's incredible.

I wonder what Bubb Rubb and Lil Sis are up to in 2023.

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3 hours ago, NoName said:

My for you page is currently 4 tweets then and ad, followed by 4 tweets then an ad, followed by 4 tweets and an ad.

glitch gif art GIF by Nico Roxe

 

Mine is 3 + ad, 3 + ad and so on.  I've found if I block the first ads I'm seeing (number varies between 4 - 7) I don't see any more ads the rest of the time I'm using Twitter for that session.   YMMV.

 

 

Edited by Francisco 2.0
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This post got me a Twitter timeout, guess the word hang triggered the compliance bot...

@GOP Trumpanzees: Bill Clinton's name is all over the Epstein Logs... Hang him and cut his balls off!!!

Libs: Trump's name is also on there.

Trumpanzees: I'm sure he has a good excuse for being there... Hang Bill!

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53 minutes ago, Neonmoon said:

Space Karen was triggered by Green Day

image.thumb.jpeg.8f2accc39d354bc0c9d6b3e8013e18f6.jpeg

The very same idiot also, no doubt, thinks "Born in the USA" is a cheerful anthem about Americanly exceptionalismly.

 

Edited by Chopper
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5 hours ago, Chopper said:

The very same idiot also, no doubt, thinks "Born in the USA" is a cheerful anthem about Americanly exceptionalismly.

Boomers never realized the moment they became the very establishment that they railed against in their youth, just as Elmo doesn’t realize he’s become a boomer and is the mainstream establishment he bitches about,

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On 1/1/2024 at 6:52 AM, NoName said:

My for you page is currently 4 tweets then and ad, followed by 4 tweets then an ad, followed by 4 tweets and an ad.

glitch gif art GIF by Nico Roxe

back to this.

what a busted ass app. if you scroll down like >100 tweets - you get the 4 + ad, 4+ ad situation. it's like 80/20 to refresh my for you timeline and have to scroll up to see the newly loaded tweets (which is proper) or down (which is not correct)

edit: just sent a DM to another account that i have not interacted with before asking about a link to some work they have done and got this before it even sent:

image.png.ecee80a7c67171697e6ed3651dc49afd.png

what a joke. had to do one challenge, then it unlocked me, then i re-sent my message and didn't ask them for a link just asked if some data they published in a graphic was publicly available. so it just keyed off me asking if they had a link lol that's the unusual activity.

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Elon Musk is not understood

https://caseyhandmer.wordpress.com/2024/01/02/elon-musk-is-not-understood/

Long story but an interesting read.

Quote

Elon Musk is a divisive character. My intent here, as always, is to add some nuance and signal to a noisy, complex and/or obscure subject. Whatever your views on Elon, I feel that it is a worthy goal to move the conversation towards more meaningful engagement, hopefully without painting too large a target on my back. The problem is that 99% of the critique out there is not well-intentioned and it’s not accurate, which means that most people simply lack the context they need to understand what Elon is doing and why. This is a problem, because Elon is a relatively powerful and visionary leader, and his companies are increasingly important vehicles for the delivery of transformative technology.

 

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47 minutes ago, Brisketexan said:

Jesus Christ, what a torrent of fellatio. One has to wade through paragraphs of excusing half of his shitbaggery…only to find paragraphs painfully ignoring the other half of his shtibaggery.

I enjoyed the bit about downplaying Elon telling his customers (advertisers) to go fuck themselves.  Business School 101 - tell the people who pay your bills to go fuck the selves if they aren’t happy with your product (twitter users). 

Also, I couldn’t finish the article (holy fuck it’s 10x more than a YGIFS manifesto) but I don’t think the author understands twitter and that the users are the product and the advertisers are the customer, and I didn’t get a sense he understood the First Amendment or free speech or defamation or twitter users posting pure batshittery.  I could be wrong, like I said, I couldn’t finish it.  

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We’re linking fucking blogs now? 
Let’s see who Casey Hadmere is? https://www.linkedin.com/in/casey-handmer-60183262/
Oh he worked on Elon’s bullshit Hyperloop. 

But it was not an interesting read. Elon agreeing with the great replacement theory “didn’t read to me as antisemitic”. Now that’s some deepthroat fanboy shit. 

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https://boingboing.net/2024/01/02/sweetie-have-you-seen-the-yacht-photos-elon-musk-is-in-no-shape-for-a-cage-match-says-a-tipsy-anderson-cooper.html

"Sweetie, have you seen the yacht photos?" — Elon musk is in no shape for a cage match, says a tipsy Anderson Cooper

Quote

As the duo stood on the stage in the middle of Times Square bantering on a variety of subjects, the discussion naturally turned to cage matches and Elon Musk's reluctance to spar with arch-rival Mark Zuckerberg.

"…Of course, he didn't show up for the cage match," said Cooper.

"Right," agreed Cohen. "Well, was there one scheduled?"

"No, but like, Mark Zuckerberg is, like, in great shape and clearly trained, you know, like serious training," said Cooper.

"Oh, you're saying Elon Musk is not in good shape?" asked Cohen in mock surprise.

"Sweetie, I mean, have you seen the yacht photos?" said Cooper, before the men shared a deep-bellied chuckle.

 

 

Edited by NoName
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On 1/2/2024 at 5:54 AM, Neonmoon said:

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Nothing says Twitter was just a shiny toy for Elon to buy and break like Sid from Toy Story then I just read that he, somehow, is the world's richest man again to start 2024 overtaking the Louis Vuitton geezer. At some point, Tesla stock will stop buoying him.

Quote

In 2023, Musk continued to be embroiled in controversy, but the electric car company’s share prices soared 107%. As a result, Musk’s net worth rose from $138.3 billion to $232.4 billion, a figure that still does not exceed the $277.3 billion he recorded in 2021.

 

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11 hours ago, jkates said:

Elon Musk is not understood

https://caseyhandmer.wordpress.com/2024/01/02/elon-musk-is-not-understood/

Long story but an interesting read.

 

Not really.

10 hours ago, Brisketexan said:

 

Jesus Christ, what a torrent of fellatio. One has to wade through paragraphs of excusing half of his shitbaggery…only to find paragraphs painfully ignoring the other half of his shtibaggery.

Here’s the essence of the piece and its perspective:

“It’s not exactly a secret that Elon and his companies get a lot of bad press, perhaps because they threaten to disrupt comfortable incumbent power structures.”

Yes. That’s it. That’s why Elon gets criticized. Because he’s so awesome and “disruptive” that the great “they” (you know, the deep state, all those dudes) are threatened.

What utter shite.

Nails it.

Jesus, I am having to skim the article because it is just slathering his face with something hoping that one day Elon will stick his cock in his mouth.

But this blog post is pure crap.

Paragraphs 1-6 are nothing but "Elon's great, rah rah!"

Paragraph 7-8 is the first quasi attempt to balance this out, but really say "Elon's not perfect but his interviewers are shit." Mainly citing the BBC interview, where yes he wasn't prepared. But he dispels James Clayton's argument by saying he wasn't prepared, COMPLETLEY ignoring that hate speech is up on Twitter, because he didn't have a single tweet to show an example. And then citing the Andrew Ross NYTimes interview as "not understanding who he's dealing with"? I just would like to ask who called whom Jonathan in that interview? Ross was well prepared and knew exactly who he was dealing with.

Then he takes 2 paragraphs to tell interviewers how to do their jobs citing interviews that aren't the same class.

Then the rest of the piece goes off on John Oliver's piece, with flawed logic:

  • Oh you can't make fun of how Elon dresses or looks because he fractured is skull once upon a time (need we remind everyone because he was mocking the person that did it for his father killing himself).
  • "Ree-call? Just an OTA update." Neglecting that recall is the term when you have to fix issues of these types in the automotive industry.
  • Elon agreeing with an anti-semetic post  - ignores the post, look at all the pro-Jewish things he's done and people that have said he's never been anti-semetic.
  • Elon telling advertisers to GFY - oh it was ONLY Bob Iger (no it wasn't), and this is a commitment to free speech (completely not understanding the First Amendment argument)
  • And then he shits on the press because "This is uncomfortably true [the press is always on twitter], and it’s not a good thing. The news does occur sooner on X, but we need journalists out in the world reporting on stuff, not just punting hot takes around their bubbles." - yeah, because it's impossible to be out in the world and report news on twitter, it can only be done from a desk, right!

I got tired at this point and stopped reading

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This whole post is nothing but straw man arguments and flawed logic. It's so flawed it makes my brain hurt almost as much as a skull fracture.

It completely ignores the points made and just attacks either the people or does some hand wavey thing that points out "oh look how great Elon is or his companies are."

 

Interesting? Only if you've never read this page - https://en.wikipedia.org/wiki/List_of_fallacies

 

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