jcgrillo

Even the most toxic places I've worked that kind of behavior would totally get you canned.

> It used to be if you found a GitHub repository with a hundred commits and a good readme and automated tests and stuff, you could be pretty sure that the person writing that had put a lot of care and attention into that project.

I think this highlights a problem that has always existed under the surface, but it's being brought into the light by proliferation of vibeslop and openclaw and their ilk. Even in the beforetimes you could craft a 100.0% pure, correct looking github repo that had never stood the test of production. Even if you had a test suite that covers every branch and every instruction, without putting the code in production you aren't going to uncover all the things your test suite didn't--performance issues, security issues, unexpected user behavior, etc.

As an observer looking at this repo, I have no way to tell. It's got hundreds of tests, hundreds of commits, dozens of stars... how am I to know nobody has ever actually used it for anything?

I don't know how to solve this problem, but it seems like there's a pretty obvious tooling gap here. A very similar problem is something like "contributor reputation", i.e. the plague of drive-by AI generated PRs from people (or openclaws) you've never seen before. Stars and number of commits aren't good enough, we need more.

Could there be a simpler explanation?

Onion routing but for shell companies instead of packets

Clicking through the commit history I keep getting this error from github:

  Too many requests
  You have exceeded a secondary rate limit.

"Court filings show the law office also did work for FTX"

If the shoe fits..

Yeah, Railway are clearly lying. You can't do software engineering without expertise, even with an LLM. That shouldn't come as a surprise to anyone. As an engineer, you need to be able to check your vendors' claims. Signing up to use a vendor that straight up lies about what their product can do is incompetence. Both things are bad!

> The model doesn't do anything, it's just a sandbox.

Doesn't that make it worse? They forced everyone to download 4GB of crap for nothing. They could have done one of two things:

(1) bundle the model with the application so you can tell ahead of time you're signing up for 4GB of bandwidth usage or

(2) make downloading the model some kind of opt-in thing.

Either of those would have worked. Just because you can easily tolerate 4GB of unplanned bandwidth usage doesn't mean everyone who can't is wrong.

> "Railways' database 'backup' strategy is insane and opaque and Railway promoting AI infrastructure orchestration without guardrails is dangerous."

Yes. However, if you choose to build on their platform you bear the responsibility to understand how it works. You could have chosen a different platform, or no platform. Instead you chose Railway. Given that, it's your responsibility to know how to use it safely.

> "don't immediately trigger an expensive build process as soon as someone submits a pull request."

Yes, and I'd add to that "don't immediately trigger an expensive review process". There's no good reason maintainers should have to be on the hook for screening submissions from the entire general public (including all the various OpenClaws or whatever)... It's an absolutely unreasonable thing to ask of anyone. So Github has the opportunity to both protect their own uptime and do a decent thing for the community by solving this problem.

An OM606 is just a very stout engine. It's a 6cyl inline 3.0L indirect injected diesel building in some respects on the tradition of its predecessors the OM61x and OM603. It has a basically indestructible bottom end, an efficient 24 valve DOHC head, an inline Bosch M-type injection pump, and it can be pretty easily and inexpensively made to reliably put out enormous HP and torque that melts tires and shreds drivetrains. People call it the "diesel 2JZ" because it'll rev like mad. In stock form it's no slouch but when you put the fuel and air to it (and some stiffer exhaust valve springs to combat valve float) it turns into an absolute fire breathing monster. But a pretty reliable one. It's also a fairly light engine as far as diesels go, comparable to an LS1, various BMW 6cyl engines, Benz M104, etc. Being indirect injected it's not as efficient as a direct injection engine, but a lot more forgiving from a tuning and fuel quality standpoint. Unlike DI engines, IDI engines require no modifications to injection nozzles even when pushing vastly more fuel.

Another thing is that converting one from a computer controlled engine to a fully mechanical engine is very simple. You just remove the Bosch EDC pump and install a mechanical pump from an OM603. The only major difference is in the governor. The EDC pump is "Electronic Diesel Control" or something to that effect--it has an electrically controlled actuator and an ECU and the mechanical pump has a flyweight governor like all the other mechanical pumps, steam locomotives, etc. That makes it attractive for swapping into older vehicles, you can do a brain transplant and turn it into a simple 1 wire engine in like an hour.

The problems with a heavily boosted high output OM606 (or any other diesel) aren't power or torque--you'll get a ton. It's making that power and torque in a way you can actually use, and that won't make obnoxious clouds of black smoke. Stock it makes something like 175hp/240ft*lb, which isn't bad at all. That can be pushed to a bit over 200hp on stock pump internals, or as high as you want (600hp+) with a purpose-built injection pump with larger pumping elements. But you have to feed it enough air to keep exhaust temperatures and smoke under control and that's the problem--big turbo means no boost until high RPM which is fairly limiting from the standpoint of like actually doing car stuff.

Personally, I don't really care about making huge amounts of top end power, I'd rather have a driveable engine. Stock power and torque output--or at least that which is reliably achievable with a stock pump and maybe an HX30 to flow a little more air more efficiently--is plenty. The thing that rocks about the OM606 is it'll go like that for 500k miles with (probably) just routine oil changes. And you'll get like 28-32+mpg the whole time (depending ofc on what you swap it into).

So all that is to say it's kind of the pinnacle of a particular stage of automotive diesel technology--I think it might be the "most modern" IDI diesel ever made. It's too bad the car they surrounded it with is such a pile of hot garbage.

I bet an LS1 E36 would be sick too.

EDIT: lmao just watched the Freightliner video. The one thing on an OM606 that is remotely like that is the overcomplicated fuel tubing on EDC-pumped engines. It has these dogshit plastic push connectors with orings, and some crazy convoluted fuel plumbing through a shutoff valve which basically doesn't do anything useful. The shutoff valve and each end of like a half dozen of these little plastic fuel tubes has o-rings in it which eventually fail and leak fuel everywhere. It's a bit ridiculously overengineered and solves a problem that isn't a big deal--normally to shut off a diesel you just pull the rack all the way back on the injection pump and wait for it to die. For some reason, on the EDC pumps when it does this the RPMs increase for a little bit before it dies. That's what this other electronic solenoid valve solves--by pinching off the fuel upstream of the IP at the same time as pulling the rack back this little RPM blip doesn't happen. But it comes at a terrible plumbing cost. Happily if you use Viton o-rings you only need to change them every 20 years or so. My car is currently disassembled because I'm doing that now :D. This whole system can be deleted if you don't care about the RPMs increasing a little bit when you shut the engine off, or if you do a mechanical brain transplant.

EDIT AGAIN: Ah, one more thing! I forgot about the glow plugs. So.. it's an aluminum head engine, with steel pencil-style glow-plugs screwed into it. These surface inside each precombustion chamber where they glow red hot during the start cycle. This helps atomize the fuel in the cold engine and makes it go brr. Once the engine has been running for a few seconds they shut off, because there's enough residual heat in the prechambers to atomize the fuel. Anyway, because you have steel parts threaded into aluminum parts in the presence of salt and road grime and who knows what on the outside of the head--not to mention the heat and carbon buildup on the inside--this is a recipe for a sticky situation. The torque spec for these things is I believe 27N*m which is not a lot and if you torque them anywhere past 40N*m they're very likely to snap. When one of these little fuckers breaks off in the head it's a very, very bad day. If you're exceptionally lucky it's just an entire day or more of uncomfortable contortions with an angle drill, some tapping, some helicoils, some loctite. But more probably the head is coming off and going to the machine shop. In which case probably you're gonna also want to deck the block.. and at that point why stop there? Best to just do a full rebuild. So, you do not want to break off one of those glowplugs in the head. So... what do you do about that? The answer has a part number: A 001 989 42 51 10. I don't know what this stuff is made out of but I assume it must be incredibly toxic. It's some kind of anti-seize lubricant that is bright white when you put it on the glowplug, and is still bright white when you remove the glowplug a year later. It spent 10000 miles millimeters away from the combustion chamber of a diesel engine and didn't degrade at all. There's also a special reamer tool which also has a part number but I don't have it in front of me. Every year I remove all the glowplugs, clean them, ream and clean the holes, re-apply the anti-seize, and reinstall them. Just to make sure one never gets stuck in the unlikely event I have to replace it.

Fantastic machine. I drove mine without a power steering pump for about 6mo. The giant steering wheel helped a lot. Having individual V-belts to all the accessories instead of one serpentine belt saved me a tow and a repair bill more than once. My 1995 80 series Land Cruiser is built very similarly--it's a system that's designed to take battle damage and keep on going, but in sublime comfort the entire time.

EDIT: I just remembered the shock absorbers in the front bumper. IIRC in the owner's manual it said you can crash into things at up to 5mph with no fear of damage. I never tested that.. A Subaru did run into one of my fenders, though. The fender was bent in at the wheel arch maybe 3". The poor Subie suffered a punctured A/C condenser, radiator, and the plastic bumper shattered. I yanked the dent out of the fender (more or less) with a prybar and drove away. The Subaru went home on a rollback.

I've been doing sort of a temporary version of that :). I quit working for the next year or maybe some more to focus on a big house renovation project, among other things (a few major car, truck, and tractor projects too.. some welding.. building some other machinery..). I figured why wait until some indefinite future to do work that is actually personally meaningful rather than what an employer tells me to do? I guess financially this year of negative income has some opportunity cost associated with it, but I'm building a bunch of stuff that cannot be bought, and I'd rather take the time now when it's definitely good than wait for a "maybe". And frankly the tech treadmill had pretty well erased the interest I used to have in computing. I'm also quite happy to be sitting out the current AI insanity. I've been working on some personal coding projects as well--as well as playing with local LLMs--to stay current and hopefully rekindle the interest in computing that the industry beat out of me. The work used to be fun, where did that go?

Nice! DIN 3017A are the ones! They had a little Benz star stamped on each one. The E36 is another one of those legendary chassis where they basically just got it right. I've looked at a few of them over the years but they were all so beat up that I couldn't justify buying. Some day when it finally rots out or the transmission shreds itself or something I will throw the OM606 from my W210 into a better car.. a mechanically governed OM606 swapped E36 would be super cool if it could be made to fit. I'm sure somebody has done it before. OTOH I also have a super beat up NV4500 collecting dust so I could build something cool with that... for now better to just run it.

That's a hard problem! I don't know. But when we select colleagues we build trust before we let them in the building by interviewing them, looking at their work, checking their references. So maybe there's some sort of analogous process that isn't just "here's a big PR, look at it" that would be useful? If there was such a process, maybe that kid could go through it and become trusted.

EDIT: from Github's selfish perspective, this would gatekeep their CI load. I assume (I have no idea, it's just a guess) that mostly serving source code and handling commits is not primarily the scale problem. Instead (again just guessing) probably the vast majority of the compute load due to PRs is running all the CI checks. Nontrivial projects can spawn a hell of a lot of compute per PR, and on every subsequent commit pushed while the PR is open.

The whole "anyone can submit a PR" thing has been a UX issue from day one. That probably needs to go away, and I doubt anyone would really miss it. Where Github could help is by providing a means to build trust that doesn't involve random unknown people slinging code at projects.

A new Lode Runner when

EDIT: holy shit I stand corrected: https://en.wikipedia.org/wiki/Lode_Runner

Mavis Beacon Teaches Typing

IIRC back in the day they used to have an on-prem Enterprise product? I've never heard of anyone who actually used it though. IMO that would make a lot of sense for a medium-large organization--you still get the familiar Github product but you can take responsibility for your own uptime--like with Jira, Jenkins (nee Hudson), PyPI/Maven/etc.

Maybe the reward is that all the awful tech people went somewhere else?

Yeah my 300TD did as well. As you well know the wagons were super fancy though they had all the bells and whistles (except the sunroof, which was manual--and awesome!).

Those kind of gloves are too thin to be of any use when it's -10°F out (early mornings are frequently at least this cold in my area). In the winter I'm normally wearing thick leather gloves treated with Sno Seal (a waxy, oily substance derived from beeswax) with wool liner gloves. Even if I could prevent them leaving a residue on any screen they touch, and even if they had some substance in them (that wouldn't wear off) that made them work with a capacitive screen, the reduced finger dexterity from all that material would make actually using that screen very difficult. Practically, what I actually have to do to use a touchscreen is take the gloves off.

The self-leveling hydraulic suspension in the W123 wagon was also a complication. The climate control system was failure prone, but failed in a sensible way--when the control unit failed it would no longer maintain a set temperature, but would still work as an open-loop system. The cruise control "computer" (completely analog device) was also prone to failure. But the thing is all that stuff was implemented simply, reliably, and with an eye towards service and maintainability. Maintaining the systems on a W123 was easy. I did it for almost a decade. It was a fancy car, but in a sensible high-quality way. It was built to be understood. There were excellent printed, bound shop manuals. It was obvious that an immense amount of thought went into the UX of working on that car. It wasn't just a luxurious car to drive it was also a luxurious car to maintain. Even the fucking hose clamps were special.. like, they had a continuous metal bearing surface so they don't cause pinch points and raised bosses for the worm gear threads to ride on instead of the punched slots you commonly find. Contrast that with the situation today. Everything was a lot better before corporations started using software as a wedge to separate users from real, meaningful ownership of their machines. It didn't have to be like that, they could have done it differently. Software could have been a wonderful thing for the automobile, but the way they chose to do it made it awful instead. And now everything is an iphone app with subscriptions and in-app purchases and engagement metrics. It's disgusting what these people have done to the world.

The enshittification began even before that. My W210 is a fully computerized, fly-by-wire machine as well. While the user interface is nominally simpler than your W212, the computer systems are still quite user hostile. In particular, anything service related. Servicing the car without Mercedes-Benz's proprietary Star Diagnostic System is an exercise in frustration.

Computers make cars worse. Full stop. I really miss my 1984 W123 wagon. That was an excellent car. It had no software in it.

That seems like a good thing. Mostly software doesn't make people's lives better, instead it does the exact opposite. A society that recognizes that, and rejects the people who build it, is ahead of the curve.

See also Mercedes W115 and W123 240D. Even the ones with a manual transmission had a clock where the tach would go. The speedometer had a series of dots at particular speeds that indicate the shift points for each gear (e.g. 1 dot for 1-2 shift, 2 dots for 2-3, 3 dots 3-4). I'm not sure whether a tach was even an option. The higher spec models had them, though.

> But at the other end of the market: Common luxury cars have lots of features, and KISS isn't really one of the design goals (if a customer wanted cheap and simple instead, perhaps they'd be shopping for a Dacia instead).

It wasn't always like this. Mercedes-Benz used to make high quality, straightforward automobiles without all the inspector gadget james bond crap. See e.g. W123, W124, W126. Luxury meant high build quality, safety, comfort, easy maintenance, and a lifetime of reliable, dependable performance. Not features--you get the same basic features (ok, temperature regulated climate control is kind of novel for the late '70s-early '80s W123). But this stuff was minimal. Now the whole goddamn car is an iphone app. It's disgusting.

> "If you want to connect to the customer, you’ve got to find a way to translate this digital experience from your phone to the customer."

Absolute brain rot. The customer already has a phone. They don't need your screen, they already have one.

That's a good point, but literally every company I know of is doing that rn. They're still doing it in a distinctly Microsofty way.

Apple, Oracle, Adobe, Google, IBM, Microsoft, etc... All the established players have their own distinct flavor of awful. This incident is just a very on-brand flavor for Microsoft.