Many of these comments recommend church. While valid if it works for you, it doesn't mesh with me.
I found community through a shared enjoyment of an activity that must be done as a group. Grass roots motorsports in my case, but any activity that needs you to be there with others should work the same. The key is that you should enjoy it and you should have time to interact with people. I like to make car go vroom, but generalize the approach and it should work.
My first season, I won an event with a hero run that sent me from 5th to 1st. When I parked, a random guy stuck his head in my window and started hyping me up for it. I still think about that 3 years later and it still makes me feel good. That feeling made me want to do that for others.
I started approaching random people I'd seen before and just starting a conversation. It was rough the first few times but it gets easier.
You already have a shared activity so just start with that. I made a point to remember people's names or at least their car (bad with names, but cars stick for some reason). If the name didn't stick, I'll ask again next time and maybe bring up their car so they know I remember them.
When I know their name, I use it when I see them again. Maybe just "Hey bob!" as I'm passing, but something to let them know someone there knows them and cares enough to say hi. They're not a stranger at least. If I haven't seen them in a while, I ask how they've been and spend a bit more effort on the conversation than just a "hey".
It started with the regulars. Now I'm looking for the new faces. I know stuff and they need to know that stuff, so it's easy to talk. If they come back, they should be able to find someone to talk to so I introduce them to some of the other regulars.
I look for people eating lunch alone and I go talk to them. Maybe 2 to 5 minutes, maybe longer. Depends on them. Sometimes I'm awkward. Sometimes I say dumb stuff. Whatever. I'm trying to help these people not be alone at a social event if they don't want to be. If they do, that's fine too, but I'll try again next time.
Some people are closed off and don't really want to talk. That's fine. I still say hi by name and see how it goes. Not trying to push, just keeping the door open. After a few times of trying, a lot of people will start to open up our let the guard down. Some don't.
I'm an introvert and all of this takes extra mental energy on top of the events being competition and work. I don't have the time to compete at the highest level every event because I'm spending time helping others. Rather than getting a better driver in my car to tell me where I'm making mistakes, I'm trying to get the less skilled drivers in my car so they can see why I'm faster. Instead of reviewing data over lunch to see where I'm losing time, I'm trying to build community. I want people to come back. There's a cost to it.
I moved to the middle of nowhere 10 years ago and had no local friends. Work friends are rarely real friends. Tech meets, young professionals groups, nothing came out of those. It sucks to go to a bar alone. None of that produced anything.
Motorsport has been the only activity I've tried where I've started making friends who I talk to outside the events. A lot of it is still about motorsports, but I've gained a few friends who I sim race with or talk to online in the off season. It could have been any other group or activity, but those are the people who made me feel welcome.
Real figures, there are at least 25 people I can walk up to and start a conversation with at an event and have good rapport, more that I know by name and just haven't clicked with, 2-3 people I consider actual friends. I started putting in the effort like this after my first season, so this is the product of 2 seasons of effort (winter doesn't count because there are no events). I'm still kind of lonely, but it's better and getting better.
I think it's that I put in effort. I know I've helped some of those people feel like part of a community. I gave them a few people they could talk to so they didn't feel so alone. Maybe my role was just keeping them coming back until they found their clique. Maybe I need more time to get to know them. Some introverts need an extrovert to help them get started. Sometimes that extrovert is an introvert tryhard.
The reason I do this is cause one guy stuck his head in my window after a run and said something like "bro that was awesome! Nice run!" And he was genuinely happy for me even though he barely knew me. I'm not good at that specific thing so I try in my own way.
I think people look for community. I did. I bounced off a few groups because I didn't fit in. I'm trying to do my part to help people "fit in". Tech solutions ain't gonna help here. Get face to face, make outsiders feel accepted, and see what happens.
They sell your location data, driving habits, etc. then the insurance company buys it and raises your rates. I declined it when I bought my Subaru and they registered my car to someone else's email address, giving someone else access to those features. That module is now on a shelf in my garage. I park in gear (manual) so remote start can launch my car into a wall.
If the industry was actually good at figuring out what the customer wanted, gm wouldn't be cancelling carplay.
The industry makes cars more expense because it makes them more money. Some consumers want big and flashy. Some want cheap and reliable with enough space for cargo and passengers. Only one of those is being served currently. The rest of the industry is drifting to the up market with even the base trim being too expensive for many consumers.
Looking at current sales trends isn't adequate to gauge consumer demand for products that don't exist because they can't be purchased and something else has to take it's place.
The 8th Gen Civic in heaviest config was about 2900lb. The lightest model 3 is about 3500lb. 600lb best case. The lighter config Civic was 2500lb (not usdm iirc) vs the heaviest model 3 being 4000lb.
It takes more effort to implement proprietary protocols and codes in addition to the globally mandated obd2 protocol. You can extend obd2 with additional codes that could be read by a simple device. It costs money to run servers that check your license to read those proprietary codes. It's not laziness.
The black market on stolen parts isn't affected by this. Catalytic converter are stolen and resold all the time and swapping one doesn't require anything more complex than a socket set and a new gasket (assuming the thief didn't use a cutting tool, but then you just weld). Cats also get sold for scrap, so not sure what the software lock is gonna do for that.
Hellcat engines get swapped all the time. ECUs get flashed by the black market regardless of the software locks.
But what we see this proprietary software get used for is blocking the ability to swap brake pads and block heated seats.
> Making software that's usable by independent shops and consumers costs money
sentence before “calling BS”?
> The black market on stolen parts isn't affected by this.
Cars have more parts than a catalyst, and the used parts market is absolutely, 100% affected by software adaptation locks. You can watch the price of used engine control modules, instrument clusters, and infotainment modules rise as soon as aftermarket tools come out which bypass protections, and the tools to do so are worth a significant sum of money.
> Hellcat engines get swapped all the time
Yes, all protections are eventually bypassed, especially weak Stellantis ones, but that doesn’t mean that the goal wasn’t anti-theft, just that the goals were badly achieved.
Anyway, I think we broadly agree that vehicle diagnostics should be more open, but discounting crime and “security” as objectives doesn’t work, because they’re the main arguments used against regulatory efforts to improve the situation.
EDIT: I read again and I suppose you are arguing that diagnostic tools don’t or shouldn’t cost manufacturers money to make; I simply can’t agree with this argument, any software has a support and maintenance cost which scales with the type and number of users.
Didn't miss that making software costs money. The point is making it protected costs more money and mainly hurts independent repair shops and consumers. Afaik, manufactures can set obd2 codes outside the mandatory codes, but still compatible with the protocol. If they elect to not do this in favor of creating their own protocol, I think we can agree that it costs more but does not have any benefit other than to the manufacturer and dealer network.
I do agree that diagnostics need to be open. I discount security because at the end of the day, an engine is a bunch of metal. Put a haltec on it and all that security means nothing. Doesn't mean we shouldn't have immobilizers, strong encryption in our key fobs, etc. Security should be to keep the car and the contents from being stolen in the first place. But a flat bed bypasses all security as does a chop shop. So given that low value of bcm to ecu and similar "security" once a vehicle has been stolen, I'd rather be able to swap a good engine into a good body and keep a car on the road rather than in the junk yard.
Sorry for the hot take of bs. I own both of my cars outright and the industry trying to keep me from fixing what I own has me a bit upset. The security argument in the parent post sounds a lot like the "don't give our keys to China" propaganda.
> afaik, manufactures can set obd2 codes outside the mandatory codes, but still compatible with the protocol.
No, and I think this misunderstanding drives a misunderstanding of the economic factors. There is no universal automotive diagnostic protocol that manufacturers simply are choosing not to use. There is UDS, but it isn't universal in a meaningfully useful way.
This is actually pretty nuanced: road cars _have_ to support a minimum subset of DoCAN / ISO 15765-4 in most regions (for example, since 2006 in the US). This defines very specific emissions-related parameters and codes which regulators read to perform compliance inspections. It is extremely limited and does not provide for meaningful programming, adaptation, or "extended" diagnosis in any way. Additionally, ISO 14229 is only required for emissions critical control modules, so everything else (ADAS, infotainment, body control, sensors, etc etc) can live in whatever proprietary place it wants.
Next, there is UDS (ISO 14229) which can run alongside over the same transport layer (ISO-TP / ISO15765-2), but it's a separate application protocol and there's no reason manufacturers need to support it; they already paid some of the cost by needing ISO-TP for OBD, but it's not the same application layer. This defines common actions like "read identifier" or "start procedure," but does not define in any way what these identifiers or procedures _are_.
And finally, due to regulation in some regions, control modules need to support specific diagnostic tasks and especially module reflashing using a hardware dongle whose drivers have a specific set of DLL exports called J1939 (designed to decouple manufacturer dongle hardware from diagnostics, but not effective), which effectively means those modules must be accessible over CAN for these specific actions.
Even if manufacturers choose to use UDS (to save themselves money on developing their own software, usually, to your point), everything on top of UDS is completely proprietary; besides a few common local identifiers like VIN and some part numbers, each diagnostic parameter set is specific to each individual control module. That is to say, something like "boost pressure" will not be the same local identifier or byte-to-value translation formula across even ECUs in a single product family. And, there is no standard manufacturers could choose to employ at this granularity even if they would like to, and it would be very difficult to make one; it would need to be a discovery-oriented protocol rather than a prescriptive one, since each control module will necessarily have different internal variables depending on its chosen control strategy.
In Europe, things are closer to standardized by accident. European vendors have broadly adopted AUTOSAR (a massively overcomplicated architecture specification for vehicle control modules). A side effect of building on this framework is that most control modules produce ASAP2 / D-ODX definition files for diagnostics. So for European cars, there could be a chance of making a standardized open diagnostic tool if manufacturers were required to provide the D-ODX files for their control modules... which, they're not; most of their dealer tools work off of some recompiled and obfuscated form of D-ODX like the MCD format used in ODIS.
Anyway, even in this ideal world, this doesn't work worldwide; AUTOSAR has mixed adoption in the US and China and virtually no adoption in Japan or Korean manufacturers. Outside of Europe, manufacturers almost always have manufacturer diagnosis protocols which range from UDS-esque to completely made up.
> If they elect to not do this in favor of creating their own protocol, I think we can agree that it costs more but does not have any benefit other than to the manufacturer and dealer network.
Again: most of these manufacturer protocols were made before _any_ standard existed whatsoever, and even today there _is no_ standard protocol beyond 15765-4/WW-OBD which would allow a "generic" / "open" diagnostic tool to exist. So, there is a definite benefit to manufacturers in maintaining "internal" protocols when they already existed which goes far deeper than trying to screw the little guy: they don't have to do anything! Which goes back to laziness.
Some examples:
* Modern Fords generally use UDS, but they have two CAN busses exposed on the diagnostic connector, one that they call HS-CAN which is also the standard OBD bus, and a second called MS-CAN which is proprietary and used for other control modules. This wasn't done to screw over independent shops but rather because they already had a 125kbit CANbus for body control modules and didn't want to spend the effort to integrate everything through a gateway.
* GM have a system called GMLAN, which is a single wire variant of CAN that's actually standardized as J2411, but they have their own diagnostic protocols on top of it. And again, it's not that they set out to screw over shops, it's that they built the system they wanted based on the design criteria they were given. Making a homogenous "open" system would again cost money here.
This is a hot take from me too - I am really annoyed by the recent trend where enshittification drives a weird second-order enshittification: because some corporations act in bad faith some of the time, there is an assumption that all decisions are made with the sole goal of screwing people over. In addition to being caustic from a cynicism standpoint, this trend has eroded curiosity. Rather than doing research and development, people would rather rage against a mysterious "opponent." To be clear, I actually think your comment was a very weak example of this, it's certainly no Apple thread - but since this is a place where I have a lot of knowledge, I figured I'd chime in :)
Thanks for taking the time to give a thorough explanation. I'm going to have to spend more time reading through, but on a first read, I think you know way more about this than I do. I can't find "edit" to call out my mistake in the parent, but I agree it's a mistake from my lack of knowledge here.
Sorry again for calling it bs. Your cynicism comment does hit home a bit, so I'll make some efforts to temper that in the future :)
Depends on the engine. They had an option for a turbo 1.5l l15 and a 2l k20. Plus a few others I don't know were offered in usdm. No idea about Thailand but if it wasn't a 2 liter, I think it was not a k series.
In a very niche form of motorsport, the civic sport is top in class for a lower tier Street class with the SI being top of another lower tier Street class.
I haven't found a way to tell Windows 10 to hibernate other than making that the power button action in power options. Maybe because it's a laptop but it starts immediately after hibernating and your have to hold the power button to fully turn it off. This works and skips any forced updates Windows wants to do. It is very janky and I think ms does it to make skipping updates harder.
Between these two pages, you should be able to understand why "ip theft" is a bogus term. It's specifically called out in the intellectual property article.
"Unlike other forms of property, intellectual property can be used by infinitely many people without depriving the original owner of the use of their property."
Whereas theft has this definition:
"Theft is the taking of another person’s personal property with the intent of depriving that person of the use of their property."
My not-a-lawyer understanding is that we use a common law system in the USA. This means that the definitions for things are based on history, previous cases, and the statutes that have been codified into law. This is a good thing because redefining words can make previously legal actions become illegal. Allowing that to happen at the pace slang develops in the modern era means we will hold people to different standards based on how "hip" they are.
I found community through a shared enjoyment of an activity that must be done as a group. Grass roots motorsports in my case, but any activity that needs you to be there with others should work the same. The key is that you should enjoy it and you should have time to interact with people. I like to make car go vroom, but generalize the approach and it should work.
My first season, I won an event with a hero run that sent me from 5th to 1st. When I parked, a random guy stuck his head in my window and started hyping me up for it. I still think about that 3 years later and it still makes me feel good. That feeling made me want to do that for others.
I started approaching random people I'd seen before and just starting a conversation. It was rough the first few times but it gets easier. You already have a shared activity so just start with that. I made a point to remember people's names or at least their car (bad with names, but cars stick for some reason). If the name didn't stick, I'll ask again next time and maybe bring up their car so they know I remember them. When I know their name, I use it when I see them again. Maybe just "Hey bob!" as I'm passing, but something to let them know someone there knows them and cares enough to say hi. They're not a stranger at least. If I haven't seen them in a while, I ask how they've been and spend a bit more effort on the conversation than just a "hey".
It started with the regulars. Now I'm looking for the new faces. I know stuff and they need to know that stuff, so it's easy to talk. If they come back, they should be able to find someone to talk to so I introduce them to some of the other regulars.
I look for people eating lunch alone and I go talk to them. Maybe 2 to 5 minutes, maybe longer. Depends on them. Sometimes I'm awkward. Sometimes I say dumb stuff. Whatever. I'm trying to help these people not be alone at a social event if they don't want to be. If they do, that's fine too, but I'll try again next time.
Some people are closed off and don't really want to talk. That's fine. I still say hi by name and see how it goes. Not trying to push, just keeping the door open. After a few times of trying, a lot of people will start to open up our let the guard down. Some don't.
I'm an introvert and all of this takes extra mental energy on top of the events being competition and work. I don't have the time to compete at the highest level every event because I'm spending time helping others. Rather than getting a better driver in my car to tell me where I'm making mistakes, I'm trying to get the less skilled drivers in my car so they can see why I'm faster. Instead of reviewing data over lunch to see where I'm losing time, I'm trying to build community. I want people to come back. There's a cost to it.
I moved to the middle of nowhere 10 years ago and had no local friends. Work friends are rarely real friends. Tech meets, young professionals groups, nothing came out of those. It sucks to go to a bar alone. None of that produced anything.
Motorsport has been the only activity I've tried where I've started making friends who I talk to outside the events. A lot of it is still about motorsports, but I've gained a few friends who I sim race with or talk to online in the off season. It could have been any other group or activity, but those are the people who made me feel welcome.
Real figures, there are at least 25 people I can walk up to and start a conversation with at an event and have good rapport, more that I know by name and just haven't clicked with, 2-3 people I consider actual friends. I started putting in the effort like this after my first season, so this is the product of 2 seasons of effort (winter doesn't count because there are no events). I'm still kind of lonely, but it's better and getting better.
I think it's that I put in effort. I know I've helped some of those people feel like part of a community. I gave them a few people they could talk to so they didn't feel so alone. Maybe my role was just keeping them coming back until they found their clique. Maybe I need more time to get to know them. Some introverts need an extrovert to help them get started. Sometimes that extrovert is an introvert tryhard.
The reason I do this is cause one guy stuck his head in my window after a run and said something like "bro that was awesome! Nice run!" And he was genuinely happy for me even though he barely knew me. I'm not good at that specific thing so I try in my own way.
I think people look for community. I did. I bounced off a few groups because I didn't fit in. I'm trying to do my part to help people "fit in". Tech solutions ain't gonna help here. Get face to face, make outsiders feel accepted, and see what happens.
And thanks, Clarke.