A 70-year-old woman rides on a Tesla Model S with the autopilot system on for the first time, and her reaction is far from thrilled and more on borderline terrified.
At any rate, it’s still one of the best reactions to the state-of-the-art technology on the Internet.
YouTube user William Rimmer uploaded a video of her mother testing out the feature of the electric car, perfectly capturing how people would likely respond to handing over the driving duties to a computer on a two-lane highway.
“Oh Jesus. This is my first day out, and I’m going to die!” she screams, sitting on the driver’s seat and after asking her son to put her back in control of the Model S.
Interestingly, users have mixed reactions to the footage. Some say that it’s a bit cruel to do this to an elderly woman, while others – if not most – find it to be hilarious.
Now, this isn’t anything new, as plenty of people have been making videos of testing out what the autopilot system of the Model lineup can do, ranging from downright informative to horrifying and hilarious ones.
Of course, the electric car maker has already come across these clips, and as a countermeasure of sorts, it toned down the functions of the technology in their vehicles to keep the most adventurous testers safe from harm.
The bottom line is that autopilot may be the future of driving, but it’s apparently not for everyone just yet.
Hit up the video below to see her priceless reaction.
Chinese automaker and Ford’s partner Chongqing Changan Automobile Co. announced the successful road trip of its self-driving car. The vehicle traveled from Chongqing in Southwest China to Beijing, which is in the northeast.
The journey covered more than 1,200 miles (almost 2,000 kilometers) and lasted for six days – that’s an average of 200 miles (321.8 kilometers) a day. At least two of the company’s self-driving cars accomplished the journey where they took routes in a live environment.
In a statement given to the Shenzhen stock exchange, the Chinese automaker said that its self-driving cars have used cameras and radar that allowed the pair to test a number of varying functions. According to the company, the driverless cars were able to assess automatic cruising, assisted driving when there’s traffic congestion, lane keeping or changing and speed reduction by way of voice control and traffic sign recognition.
Li Yusheng, the project’s chief engineer, said that one car had even reached up to 75 mph on the nation’s open highway and managed to adapt to the changing road surface.
“The cars ran up to 120 km per hour on the highway, and adapted to the changing road surface,” said Li.
Kong Zhouwei, a car tester, said that when the self-driving cars passed through small tunnels that have dim or zero lighting, their response time was slower. Kong attributed the cars’ slow response rate to the difficulty in recognizing the road markings when the cars used their in-vehicle cameras after the external lights changed.
Kong said that the company plans to employ laser radar techniques in order to address this difficulty that the two cars encountered.
Other challenges that were seen during the road test included trucks that seemed wider than the lane and a couple of road sections and gas stations that required the cars to be under assisted driving.
Chongqing joins other Chinese companies such as Baidu, BYD, SAIC Motor, GAC Group and BAIC group in a global race to create self-driving cars with occasional or zero human intervention. The automaker plans to produce self-driving cars designed exclusively for traveling on highways and make them commercially available by 2018. It also plans to mass produce self-driving cars capable enough to navigate the nation’s complicated urban roads by 2025.
Around the globe, there are at least 18 companies that are developing autonomous cars. These include Toyota, Audi and BMW to name a few.
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Using a world time watch — a timepiece with global cities arrayed around the dial or bezel, one per timezone — to find what the hour is in, say, Denver or Dubai is one thing. But we can learn much from these watches about history, politics and economics if we look at them in the right way.
That is why the Financial Times has examined 25 world time watches, dating from a 1951 Breitling to 2016 models by Vacheron Constantin, Louis Vuitton and IWC Schaffhausen. We fed all the cities on the watches’ dials and bezels into our system and came up with two lists: the places most mentioned on watches between 1951 and 1971, and those most mentioned between 2005 and 2016. You can see the results of this endeavour in the graphic below, the earlier ring on the inside, the later on the outside.
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This is for more than curiosity. Given the relationship between these watches and wealth — their cost runs into the tens of thousands of pounds — we expected the cities chosen would reflect where wealth has grown and diminished.
And so it has proved. Some cities have remained constant in wealth and on watches: London, Tokyo, Sydney, New York and Rio de Janeiro are all six-decade stalwarts. But there are many more replacements: Baghdad has given way to Moscow, Réunion to Dubai, Bombay to Karachi, San Francisco to Los Angeles.
The more that technology advances, the greater the variety of electronic gadgets that can be installed on our bikes. Lights are an obvious example, but there are also electronic shifting and suspension systems, along with things like actioncams, phone chargers, and cycling computers. As it stands right now, they’re almost all stand-alone items, receiving power independently and sometimes working to cross purposes. Randall Jacobs and Kyle Manna hope to change that, with their OpenBike “connected bicycle ecosystem.”
The idea behind OpenBike is that bicycle manufacturers will build the basic network into their bikes, while electronic component manufacturers will likewise make products that are compatible with the system.
Hardware-wise, it features one central battery that powers all of a bike’s electronic devices, along with internally-routed electrical wiring running from that battery to key locations, such as the handlebars. This means that when companies are designing OpenBike-compatible components, they won’t need to include their own batteries. Likewise, consumers will only have one battery they need to check. That battery can be removed for recharging, although it can also be charged via a dynamo while pedalling.
Additionally, OpenBike will incorporate its own open communications protocol, allowing gadgets from different manufacturers to “talk” to one another. As just one example of how that could work, data such as speed and GPS coordinates could be relayed from a cycling computer to an actioncam, where it would be stamped on the video.
OpenBike will also be able to access its own cloud-based server, providing internet connectivity for all the gadgets that need it. This could greatly facilitate services such as rental bike fleet management, and bike-sharing cooperatives.
Working with Marin Bikes, Jacobs and Manna have already created a prototype bike that demonstrates some of the features that could be accommodated. It includes a headlight, tail lights, turn indicators, a brake light, a phone mount with USB charging, and ambient light sensors that cause the lights to automatically come on as the sun goes down.
A production version of that bike should be available from Marin next year. In the meantime, Randall and Kyle are looking to develop partnerships with other bike makers and electronics manufacturers.
Put the new iPhone’s water resistance to the test, dunking it in a vase of water for five minutes.
Remarkably, the iPhone 6S continued to operate while submerged. But within seconds of taking a dip in the water, air bubbles began streaming up from the iPhone, suggesting that water was collecting inside the device. A minute into the test, water began distorting the bottom of the screen.
The iPhone continued to function for about 10 minutes after taking it out of the water, with a few hiccups. The phone did not play any music, because it thought that headphones were plugged into the jack — possibly because the headphone port was waterlogged. Eventually, the screen went completely white, stopped functioning, and then shut off for good.
Still, lasting that long in water is an impressive feat for a smartphone. Gadget insurance company Protect Your Bubble recently put the iPhone 5 to a similar test, and the smartphone stopped working after 10 seconds in an aquarium.
Protect Your Bubble also dunked the iPhone 6S in an aquarium, and the phone continued to operate for 45 minutes under water. The insurance company believes that the iPhone 6S tests might have produced different results because of the positioning of the iPhone: The phone was lying flat in the aquarium, but upright in vase.
Apple (AAPL, Tech30) never actually made a claim that the iPhone 6S was waterproof.
Ahead of the iPhone 6S launch in September, some tech blogs reported rumors that the new iPhone would be water resistant. The rumors were given some validity when Apple earlier this year was granted a patent to make electronic “components within a computing device” water resistant.
An iFixit teardown of the iPhone 6S seemed to confirm that the iPhone 6S was built with water resistance. Rubber washers were placed around all of the iPhone’s ports, helping to prevent water from seeping in.
That likely could help the iPhone 6S survive a quick, accidental dunk into the toilet. But if your phone makes it into the ocean, you can probably kiss it goodbye.
Also tested the new iPhone for scratch resistance and shatter resistance. The iPhone 6S held up pretty well in both tests.
The screen survived an onslaught of key scratches and jabs. It also survived three four-foot drops onto a concrete staircase — with some notable dings and dents.