I just bought a 2013 car. The informatics integration, information, programability, features, plus the general vehicle stuff are amazing. The difference from the 2004 is jaw dropping.

However, I will not have this car without a warranty.

I have an "old-school" (relatively) for fun, and can see always having one. But for day to day use, all the doo dads and features are really great.

Mitsu had a plan to use fiber for all signal/receptor paths - just a power buss of copper - dunno if they ever did anything with it.

I plan to avoid buying a car that is as complicated as an aircraft (unless the car has a REALLY nice avionics package).

Fwiw.... Fiber is more fragile, and way worse to repair! I would avoid a car with fiber like the damned plague!

Nothing really new here. Late 1980's and chips were directing everything in a car. Look at all the gremlins in a 1990 BMW 7 series as an example. Above mentioned was multiplexing. That was done back then too.

I guess its how one relates to all of it. If it works and stays working... good. But if not - get rid of it before the warranty expires. Most of todays car problems stem from a failed electrical loom or connection. Crimps, snap connectors, brittle plastics changing with age and temp / environments, no more lead content usually are the start of mis-communication between control units. Then its all 'haywire'!

One thing the industry wanted to change was going to higher voltage and lower the current (amps). Not sure why they haven't but for the reason of science and of direct current, it would make sense.

Yup. Back to Webb's aerospace reference, we frequently had aircraft fiber optic cables damaged during mods, despite being as careful as possible.

yeh - what happened to that 48 volt thing? anybody know?

Probably too close to the 50 volt safety limit; if it happens I would expect to see 42 volts used.

Also massive costs to change the supplier chain while also still providing 12 volt hardware for the existing fleet.

Matt, you are around small planes. They use a ton of thin gauge wire and they keep going.

Dave, very true. Though most are either brand new or newish, so there's no element of fatigue. Even with the new and prototype stuff, electrical issues such as chafed wires and pushed pins are probably the most prevalent issues. Damage to wiring during modification (think restoring a car) is pretty common. Most airframes will last for a long time. The stuff bolted to them - not so much.

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Also massive costs to change the supplier chain while also still providing 12 volt hardware for the existing fleet.[/QUOTE]

THIS> - while the overall logic and advantages to convert to a higher voltage/lower amperage electrical system over the long-term is obvious, the cost of the wholesale change to all the components overnight is still too costly........................for now.

I read the problem is you can't switch any current at 48 volts with a relay contact (arcing) so the cost trade off to go to solid state switches everywhere is not there yet.

I remember interviewing with Rockwell Collins in the 80's and I think they said there were 60 8088's in the Beech Starship instrument panel they were designing. I thought the same thing.

I Really was impressed with my Ford falcon for the fantastic styling. it started to go fully mental. computer for the 1994 ed ford falcon work in a 1995 ford falcon?

However: early to mid sixties falcons tended to have 2 speeds, capping at 55 MPH. Later, they had 3 speeds allowing for 70 mph.

Push indicator, windows turn lights, rear wiper on all the things up to level.

one argument for computers - they allow more hp, lower pollution & better mileage -- all at the same time

I think the sweet spot is OBD-1 -- before that, you had ECUs but they were hard to troubleshoot; much after that, and the complexity is too great to DIY very well