u/BadVoices

This can only apply to your vehicle if it had a battery pack replaced previously. Only a tiny number of vehicles overall.

This is a fundamental misunderstanding of what would happen. It creates a higher CHANCE of hitting debris, not a guarantee. Orbital space at any altitude band is huge. And rockets dont spend very long inside a band. A chance being 1-in-1000 or 1-in-10000, because rockets will only spend (literally) a few seconds in a hazard zone, and we would (and do) use radar to track debris larger than 5-10cm and plan around it. We'd still be able to launch robotic/unmanned missions, but the odds of collision are too high for manned missions. Launch cadence would slow down a LOT because it would take more effort to calculate launch times around debris. Current reusable first stages would be below the debris when they release the second stage, so we're only putting the 2nd stage and payload at risk, which are physically much smaller targets.

It would slow down launches and add risk, it would not keep us from launching weather and comms satellites.

Beyond that, starlink satellites directly receive debris tracking from spaceforce and actively dodge detected debris without human interaction. They can actively maneuver to a certain degree, and, as a last ditch, the constellation could be de-orbited over a few weeks if it is determined that its simply not viable. Smaller debris isnt really tracked, so it doesnt 'solve' the issue, but it reduces it.

Kessler Syndrome is extremely unlikely for a variety of reasons with the starlink constellation, and even if it somehow happened, it would be all but cleared up naturally in a few years.

Cut, that handguard will be untouchable after a single mag anyway.

They are in the service manual for the truck, which GM provides via the acdelco TDS website for 1500/yr. GDS/software diag is another 722/yr, and each vin you want to program is 51 bucks.

Interior cameras only exist on vehicles with sueprcruise. They are installed on top of the steering column so offer a very good view of the inside of your nose.

It doesn't have to, by law, in the US, traffic signals are interlocked with safeties, cross traffic cannot possibly be green/yellow at the same time. If it ever happened, a completely detached form the controller system called the CMU/MMU would fault the system and instantly force it into a flashing failure mode making it a 4 way stop. It actually reads the voltage going to each individual light. He couldn't have a yellow, and the light in front of the driver be green at the same time. Its a fault condition and the CMU would have turned the whole intersection into a 4 way stop the first time it happened.

Sounds straight forward to me, vacuum and drain the coolant.

If you think so.. here's the cooling system:

https://i.imgur.com/4HYgJP3.png https://i.imgur.com/i42ksR5.png https://i.imgur.com/JNQ3JuI.png

... no. Each of those lines is filled with coolant, no electrical lines are shown except the orange ones for the charge port. To drain the system, you have to pop the top on the sealed coolant tank, lift the vehicle, remove the 27 bolts (21 are structural) that hold the high voltage battery reinforcement tray (~100lbs structural member), remove the reinforcement tray, disconnect the battery lower coolant inlet hose, as that's the drain for the battery portion of the loop. Then reconnect the coolant hose, and reinstall the reinforcement tray and bolts, drop the truck, pull the 15 bolts for the drivers wheel liner, and pull the motor control module radiator inlet hose and drain there, as that drains the 2nd part of the loop. Reconnect the hose, reinstall the wheel liner. That's drained the major loops.

To fill the cooling system, you get a vac-n-fil adapter on the sealed cooling bottle, vac down the whole system, and once you hit the full vacuum (24-26 inhg), let it start sucking up dexcool, you'll need 6 gallons, and because of how the system works, you'll need to do the procedure twice.

Then you need to drop the truck into service mode. So do the service mode dance (scan tool connected, truck powered up, propulsion disabled, drivers door open, press the accelerator 3 times, holding it on the 3rd time until it pops up service mode.) with a 12v battery charger installed, turn off AC, trigger the parking brake, then press and hold the brake and gas at the same time for 60 seconds, and ACSF mode should start. It takes about 20 minutes, and you need to watch the coolant the whole time. If you let the coolant go too low, you have to start again, from key off. Then refill the tank to cold level, remove the battery negative for 3 minutes, then reconnect it.. and do the whole service mode/acsf thing AGAIN. Yes, the manual calls for it twice. You can see why this is a 3 hour procedure and requires a lift or at least some jacks. Also, the truck cannot have drive mode engaged while doing this, so you cant use ramps, because the trucks steering also needs to be actuated to clear the wheel liners and that isnt safe on ramps. So either two jack stands that are VERY tall that also clear the entire front of the truck to allow the full width battery reinforcement front panel down.. or a lift.

And to be clear we are not talking about refrigerant thats used in the heat pump / ac as well.

Oh no, that's R-1234YF and a while 'nother kettle of fish, though, it is actually related somewhat because the truck can command THAT system to start pumping heat from the cooling loop if the battery gets to hot, and pump it out of ITS condenser coil.

That said, the OP of this whole post is talking about the oil in the gearboxes. That's just Dexron ULV and you drop the drain and fill plugs to let it out, put sealant on and install the drain plug, and screw an adapter into the fill plug. Pump in a little more than was removed, then remove the hose from the adapter and let it drip until its done. Apply sealant to the fill plug, remove the adapter, and install the fill plug. Should be 4-4.5qts rear, and 2.75-3.75 front.

Its an absolute butt of a job to do right. About 3 hours.

Coolant goes EVERYWHERE in these. Its in the charging port, around the battery pack, front and rear drive units, the inverters front and rear, the AC inverter, the charger, radiator, into the HVAC system, on both the cooling and heating sides. There are multiple pumps and a complex valving system.

They need to drain the system, put the whole thing under vacuum, draw in coolant, and keep pumping and cycling. Quite frankly, the computerized coolant bleed program takes an hour on its own.

You can not do this reliably on your own without GDS/Computer diags. Have GM do it, shop around.

They do not, That generation of Impala have an artificially wide middle range that is nearly 30F wide for normal and heavily buffered over a long, 5 minute range. Its handled in the cluster. You can get the real temp from the ecu if you want to observe it directly (Its on the class 2 serial bus normally, but can be pulled from OBD) and you'll pretty quickly see the cluster is doing smoothing or buffering and scaling. We had a local spec series for Impala SS from that timeframe and one of the most common mods was an addon temperature gauge to display actual engine temps.

Most WT buyers bought a used truck, GM makes no money on a used vehicle, they dont care one bit. Dealers love em tho.

https://gmauthority.com/blog/2026/10/this-2027-chevy-silverado-ev-trim-level-is-no-longer-available/

Inventory is never particularly high on these trucks, unless a fleet buyer dumps them on the market. They are extremely slow movers, and dealers dont want them on their lots. GM basically used allocation to force dealers to buy 2025s, which is why you still see them in inventory. In 2025, Chevrolet sold 11300 of them, this year, its going to be about 7000. There are more Porsche Taycans, Lucid Airs, and Subaru Solterras expected to be sold in 2026 than SEVs. Have you heard of the Ineos Grenadier? They are on track to sell more in the US than the SEV.

2027 trucks are on the way, they are getting NACS/'Tesla' ports, but are else-wise identical. They removed some trim options and are not letting dealers sell WTs to consumers.

Again, that's not true either. Illinois residents may not buy a firearm in any state other than Illinois and the five contiguous states that touch it. Dealers have to comply with the law in both the state of residence and the state in which they are doing the transaction. Maryland, New Jersey, and Illinois have similar restrictions. If I want to sell to somebody in California, they have to comply with a 10-day wait as well, and somehow run a state background check. Because it's not actually possible for an out-of-state dealer to run a California background check, we cannot sell any firearms to California residents.

you can buy a long gun everywhere with out of state license

That's not true, a licensee cannot sell a longgun to someone if their ID is from a state where that longgun is illegal. 8 U.S.C. 922(b)(3)

Worth mentioning a programmed key is not a cut backup key, and if your vehicles 12v battery dies or fails due to age/cold, you will not be able to unlock your vehicle or trigger the hood emergency release without the physical blade key.

Homeworld.

None, this datacenter is a smaller, minor one, 640 racks of legacy machines. That datacenter physically couldnt host LLMs/AI, and the government wouldnt run any operations out of it other than their standard citizen surveillance program.

Unlikely, this datacenter is relatively small, 640 racks. It would be considered a mid-sized datacenter and only hosts ~18% of VK's legacy-style servers, and cant actually host AI/LLMs at its density.

In fact, this is unlikely to have any impact really other than reducing service of VK's network to the region slightly.

Back in the 80s, some conversion vans had small tvs in them, usually to play tapes, or some reallly crappy video reception. In the 90s, with hightop van conversions, they became way more popular with small tube tvs mounted on the roofline, and they sprouted game consoles/inputs.

You will find that kind of stuff happens, congrats on getting a board from screen to the physical world and in your hand though! This one may be a wall ornament, but its also a great lesson and learning opportunity.

Check your motor driver pinout, it looks like you've got it flipped and are feeding +5v into the PWMA pins, and have sent the motor pins on the driver to the esp32.

Based on the image and assuming its a 6612FNG, you have B01 going to pin 9 on j8, b02 going to pin 7 on j8, a01 on ground, etc etc.

AST doesnt do satellite to satellite communications.. at all. It's 'Bent Pipe' and requires a ground station in view, at all times, to deliver connectivity. A targeted attack on a handful of stations could blackout a region or continent. AST also is extra vulnerable to downlink jamming. Less satellites to track and jam, makes it fairly straightforward for any unit on the ground within hundreds of miles to track an AST satellite (or, indeed, most of the constellation) and attack its downlink radio.

Starlink is specifically extra resilient against this because of their somewhat silly seeming space laser inter satellite link. You have to jam dozens of starlink satellites at the same time, and you cant target their downlink, you have to target every single phased array aiming point. Starlink ground terminal beams on their satellites are very narrow, 15 miles wide. So you can jam an area 15 miles across, but you need enough jammers to... jam every 15 mile wide beam. China's estimates to block starlink over Taiwan required 935 synchronized airborne jamming drones, before it was hardened. Russia is generally considered quite good at EW. Their 1.5 million dollars per unit Volna Kupol Garant system can only temporarily disrupt starlink in a 20 sqkm area. And its worse with the monster V3 satellites that have 10x the radio power.

There is a reason every other country is doing what they can to emulate and build their own starlinks, and why Ukraine desperately wants it. This is one of the reasons.

That's actually what this regulation is doing. It's requiring electronic pre-authorization, send the customs info in advance so it can be cleared faster, and unifying so that the postal services all have the same process.

They were using a shipping agent abusing the USPS system, which didnt require electronic importer paperwork as strict as DHL, UPS, Fedex, or freight. You could literally just slap a pre-printed sticker on a small package and fire it into the USPS. Now they have to comply with the same laws as DHL, UPS, Fedex, or other contract carriers, and submit electronic records for import and export, rather than get away with a cheap sticker and gamble that humans would never directly inspect it. Because the electronic system is basically highly accurate and doesnt require manual human intervention, they are required to correctly state if their item is a finished electronic product, or not, and if it has the proper certifications or is exempt. Shipping into the EU from the US has always been this way.

Boiling it down, its whinging they are being held to the same standard as everyone else.

The USA has always had strict customs laws

Indeed, people here are whinging about the suspension of deminimus and enforcing the existing laws on the USPS, but in reality, DHL, UPS, Fedex, and the freight companies have all already been following this law/change.