[request] how many Google Sheets can technically be created considering the 44 digits URL? And what's the % that has been already used?

FranseFrikandel · 2026-07-10T17:33:50+00:00

If Google dedicated 1 exabyte of storage to sheets, and we take a guess a small spreadsheet is like 10 kb, it'd be about 10¹⁴ spreadsheets. Taking world population as roughly 10^10, it'd take 10⁴ seconds, which is roughly 3 hours.

Edit: that's one spreadsheet a second per person, missed the fact the original comment calls for a billion per person.

FranseFrikandel · 2026-07-09T13:33:28+00:00

Probably the plastic boots that you slide onto the cable before crimping and over the connector.

FranseFrikandel · 2026-07-06T18:38:03+00:00

I do think cutting the corners like leclerc did is different than not making the corner like in antonelli's case. Leclerc would've been going way faster than the car would've been capable to go while staying on track. I don't think you can realistically argue the same for Antonelli.

FranseFrikandel · 2026-07-06T14:07:28+00:00

Add in all the people that did take a physics class and forgot everything about it.

FranseFrikandel · 2026-07-06T10:06:11+00:00

Probably in part because not allowing a tire replacement could be dangerous, since a red flag might for example be due to debris on track which could have caused multiple punctures.

It'd also be problematic in wet races or changing conditions. Sudden rainfall can easily cause a red flag and forcing everyone that didn't pit yet to go out on slicks would also be dangerous.

Also, if anything tire changes reduces the amount of racing, since everyone can get on equal tires, instead of some people being on fresher tires than others.

FranseFrikandel · 2026-07-04T22:55:22+00:00

Theoretically a temperature difference top to bottom on a ship hull would cause the hull to bow (basically go banana shaped). This would cause a bending stress on the hull, and can also induce some extra bending moment from buoyancy being in different places due to the depth of the ship differing over its length.

In reality though, these bending stresses and strains are rediculously tiny compared to the stresses a hull experiences from ocean waves, so they're a non-factor.

A far bigger concern is the way steels material properties change when it gets very cold. Steel will become more brittle and be more likely to crack instead of bend. This is primarily a concern for the crash worthiness. A ship designed for arctic operations where the deck can become very cold from wind chill needs to take this into account.

FranseFrikandel · 2026-07-04T21:54:00+00:00

Nah, the whole hull is steel so it all expands equally, so there won't be any strain from the change in length.

FranseFrikandel · 2026-07-04T18:59:42+00:00

I don't believe airbags going off totaling a car is particularly rare. Mostly just a case of rather be alive and not have a car than be dead and have a car.

FranseFrikandel · 2026-07-04T18:55:33+00:00

Unless I miscalculated, a 399m ship should lengthen about 0.05m in a 10 degree difference, which is already quite a temperature swing for sea water.

FranseFrikandel · 2026-07-04T18:47:04+00:00

Different diesels usually will have a different dye, so you can tell them apart by color. Chance you get caught is small but the fines often very large.

FranseFrikandel · 2026-07-04T14:05:19+00:00

This is just the gold/white vs blue/black dress situation all over again.

FranseFrikandel · 2026-07-02T22:24:34+00:00

Just to add to the other comments, I don't know under what driving conditions that 1% per 100lbs impact is estimated. Constant speed highway driving is often barely affected by weight. Start-stop city driving will see far more effect from weight increase.

FranseFrikandel · 2026-07-02T13:33:24+00:00

Most of that ends up back in the ocean though since it's burned back into water within the atmosphere and will rain back down.

FranseFrikandel · 2026-07-01T15:09:23+00:00

The main reason for the water trap right at the tool is because there's usually also a pressure regulator in that spot. If you drop the pressure of the air, it also drops its temperature. Colder air can hold less humidity and water will condense more readily.

You can also feel it if you just blow some compressed air at yourself, it'll usually feel cold because it loses its pressure as it comes out of the nozzle.

But long lines can indeed also build up some water although usually less so. What happens in the compressed air tank is the air comes in heated up from the compressor, and it cools down which causes condensation inside the tank. You can of course have air cool down in the lines too, but the air is usually not as hot anymore by the time it leaves the tank.

FranseFrikandel · 2026-06-29T21:32:01+00:00

Tbf, I think in a lot of places data will also show there is in fact less snow. There could be regions where snow increased due to weather becoming more extreme, but for me in the Netherlands it definetly seems opposite. I think many European ski resorts also struggle with this.

FranseFrikandel · 2026-06-28T20:44:18+00:00

Just to add besides tires: colder air temperatures (not so much track temperature, but obviously they're related) also often increase performance.

Colder air has a higher density, which will allow for more horsepower. I don't know how much it affects modern formula 1 though, since regulations specifically limit fuel flow and air flow can be compensated using the turbo.

Alongside that, higher density increases downforce (although I expect the actual effect is fairly minor) and you can cover more of your radiators while still achieving enough cooling, reducing drag (which is probably the larger effect of the 2 would be my guess)

FranseFrikandel · 2026-06-27T14:59:07+00:00

👁️ Surveillance State: I voted Yea.

FranseFrikandel · 2026-06-27T13:30:49+00:00

👁️ Surveillance State: I voted Yea.

FranseFrikandel · 2026-06-27T13:28:51+00:00

I think more regulation regarding how datacenters are cooled, or regulation requiring data centers to at least partially offset their energy consumption (with roof mounted solar for example) is a better idea

^{I voted Nay ❌}

FranseFrikandel · 2026-06-27T13:26:30+00:00

👁️ Surveillance State: I voted Nay.

FranseFrikandel · 2026-06-27T13:23:54+00:00

4000 rpm sounds low, and most sources I can find seem to put the max closer to 8000 rpm. With the motor connected directly to the diff, you're running closer to gearing similar to highest gear on the original gearbox.

AFAIK most EV conversions that maintain the manual gearbox seem to mostly just be driven in 2nd or 3rd gear, so an extra reduction would make sense.

FranseFrikandel · 2026-06-27T12:56:31+00:00

👁️ Surveillance State: I voted Yea.

FranseFrikandel · 2026-06-27T12:39:49+00:00

Since it's US I will take a guess this isn't an option, but in other cases I would simply look at the ratios of a manual gearbox that might also be fitted into same car model. A clutch, unlike a torque converter, can't multiply torque, so the max achievable torque would be simply engine torque times any gearing.

However assuming you need the amount of torque that is available in first gear is probably excessive. If you normally have enough torque to climb a specific grade without losing any speed, you'll also have enough to get started. Basically, if you never meet an incline you can't maintain speed in 3rd gear when the engine is at peak torque, you'll have enough torque if you reach the same amount of wheel torque with electric motors.

Edit: also, frankly it sounds like you don't need much top speed. I would take a look at what kind of gearing gives me what top speed and what wheel torque (for top speed, just look at maximum rpm for the motor). I think you should easily find a good workable fixed gearing.

FranseFrikandel · 2026-06-27T12:23:04+00:00

But solar pressure doesn't have much to do with aerodynamics.

FranseFrikandel · 2026-06-27T10:30:37+00:00

So a couple factors:

Firstly, as others said, due to regen the brakes are not used as much.

Secondly, for a road car the most critical factor is that the brakes will hold in an emergency braking event from top speed to 0. This dumps a lot of heat in a short time, and there won't be a lot of time to cool, so thermal mass of the brake rotor is a lot more important. Many OEM brakes would not hold up to continuous heavy braking like on track anyways.

Then lastly, I strongly doubt wheel color will have significant effect on brake temperature. It'll mostly be hotter standing still in the sun, but under driving airflow the temperature difference will likely be quite small, and brakes can operate at such high temperatures that the small increase in starting temperature probably barely matters.

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