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Service mesh: What it is and why it matters so much now



A service mesh is an emerging architecture for dynamically linking to one another the chunks of server-side applications — most notably, the microservices — that collectively form an application. These can be the components that were intentionally composed as part of the same application, as well as those from different sources altogether that may benefit from sharing workloads with one another.

Real-world service meshes you can use now

Perhaps the oldest effort in this field — one which, through its development, revealed the need for a service mesh in the first place — is an open source project called Linkerd (pronounced “linker — dee”), now maintained by the Cloud-Native Computing Foundation. Born as an offshoot of a Twitter project, Linkerd popularized the notion of devising a proxy for each service capable of communicating with similar proxies, over a purpose-built network. Its commercial steward, Buoyant, has recently merged a similar effort called Conduit into the project, to form Linkerd 2.0.

Meanwhile at car-sharing service Lyft, an engineer named Matt Klein devised a method for building a network that represented existing code — even when it was bound to a legacy “monolith” — as microservices with APIs. This became Envoy, which is now one of the components of a project that includes the work of IBM and Google, to produce a framework called Istio.

Also: Open source SDN project could let network admins duplicate production environments TechRepublic

A portion of “Dancer in a Cafe” [1912] by Jean Metzinger, part of the Albright-Knox Art Gallery collection, in the public domain.

Historical precedent

When it’s doing its job the way it was intended, a service mesh enables potentially thousands of microservices sharing a distributed data center platform to communicate with one another, and participate together as part of an application, even if they weren’t originally constructed as components of that application to begin with.

Its counterpart in the server/client and Web applications world is something you may be familiar with: Middleware. After the turn of the century, components of Web applications were being processed asynchronously (not in time with one another), so they often needed some method of inter-process communication, if only for coordination. The enterprise service bus (ESB) was one type of middleware that could conduct these conversations under the hood, making it possible for the first time for many classes of server-side applications to be integrated with one another.

A microservices application is structured very differently from a classic server/client model. Although its components utilize APIs at their endpoints, one of the hallmarks of its behavior is the ability for services to replicate themselves throughout the system as necessary — to scale out. Because the application structure is constantly changing, it becomes more difficult over time for an orchestrator like Kubernetes to pinpoint each service’s location on a map. It can orchestrate a complex containerized application, but as scale rises linearly, the effort required rises exponentially.

Suddenly, servers really need a service mesh to serve as their communications hub, especially when there are a multitude of simultaneous instances (replicas) of a service propagated throughout the system, when a component of code only needs to contact one.

Also: How the Linkerd service mesh can help businesses TechRepublic

From unknown entity to vital necessity

Most modern applications, with fewer and fewer exceptions, are hosted in a data center or on a cloud platform, and communicate with you via the Internet. For decades, some portion of the server-side logic — often large chunks — has been provided by reusable code, through components called libraries. The C programming language pioneered the linking of common libraries; more recently, operating systems such as Microsoft Windows provided dynamic link libraries (DLL) which are patched into applications at run time.

So obviously you’ve seen services at work, and they’re nothing new in themselves. Yet there is something relatively new called microservices, which as we’ve explained here in some depth, are code components designed not only to be patched into multiple applications on-demand, but also scale out. This is how an application supports multiple users simultaneously without replicating itself in its entirety — or, even less efficiently, replicating the virtual server in which it may be installed, which is how load balancing has worked up to now during the first era of virtualization.

A service mesh is an effort to keep microservices in touch with one another, as well as the broader application, as all this scaling up and down is going on. It is the most liberal, spare-no-effort, pull-out-all-the-stops approach to enabling a microservices architecture for a server-side application, with the aim of guaranteeing connectivity, availability, and low latency.

Also: Why it’s time to open source the service mesh TechRepublic

SDN for the very top layer

Think of a service mesh as software-defined networking (SDN) at the level of executable code. In an environment where all microservices are addressable by way of a network, a service mesh redefines the rules of the network. It takes the application’s control plane — its network of contact points, like its nerve center — and reroutes its connections through a kind of dynamic traffic management complex. This hub is made up of several components that monitor the nature of traffic in the network, and adapt the connections in the control plane to best suit it.

SDN separates the control plane from the data plane of a network, in order that it can literally rebuild the control plane as necessary. This brings components that need each other closer together, without impacting the data plane on which the payload is bound. In the case of network servers that address each other using Layers 3 and 4 of the OSI network model, SDN routes packets along simplified paths to increase efficiency and reduce latency.

Borrowing that same idea, a service mesh such as Istio produces a kind of network overlay for Layer 7 of OSI, decoupling the architecture of the service network from that of the infrastructure. This way, the underlying network can be changed with far fewer chances of impacting service operations and microservices connectivity.

Also: What is SDN? How software-defined networking changed everything


[Photo by Scott Fulton]

“As soon as you install it, the beauty of Istio and all its components,” remarked Bahubali Shetti, director of public cloud solutions for VMware during a recent public demonstration, “is that it automatically loads up components around monitoring and logging for you. So you don’t have to load up Prometheus or Jaeger [respectively]; it comes with them already. And it gives you a couple of additional visibility tools.

“This is a service-to-service intercommunications mechanism,” Shetti continued. “You can have services on GKE

, PKS [Pivotal Kubernetes Service] and VKE [VMware Kubernetes Engine], all interconnected and running. It helps manage all of that.”

Also: What is SDN? How software-defined networking changed everything

Complementing, not overlapping, Kubernetes

Now, if you’re thinking, “Isn’t network management at the application layer the job of the orchestrator (Kubernetes)?” then think of it like this: Kubernetes doesn’t really want to manage the network. It has a very plain, unfettered view of the application space as multiple clusters for hosting pods, and would prefer things stay that way, whether it’s running on-premises, in a hybrid cloud, or on a “cloud-native” service platform such as Azure AKS or Pivotal PKS. When a service mesh is employed, it takes care of all the complexity of connections on the back end, ensuring that the orchestrator can concentrate on the application rather than its infrastructure.

Also: What Kubernetes really is, and how orchestration redefines the data center

Key benefits

The very sudden rise of the service mesh, and particularly of the Istio framework, is important for the following reasons:

  • It helps standardize the profile of microservices-based applications. The behavior of a highly distributed application can be very dependent on the network that supports it. When such behaviors are drastically different, it can be a challenge for a configuration management system to maintain availability for an application on one network that has far fewer challenges on another network. A service mesh does all the folding, spindling, and mutilating — it makes a unique data center look plainer and more unencumbered to the orchestrator.
  • It opens up greater opportunities for monitoring, and then potentially improving, the behavior of distributed applications. A good service mesh is designed to place highly requested components in a location on the application control plane where they can be most easily accessible — not unlike a very versatile “speed dial.” So it’s already looking for components that fail health checks or that utilize resources less efficiently. This data can be charted and shared, revealing behavioral traits that developers can take note of when they’re improving their builds with each new iteration.
  • It creates the potential for a new type of dynamic, policy-based security mechanism. As we explored last December in ZDNet Scale, microservices pose a unique challenge in that each one may have a very brief lifespan, making the issue of an unimpeachable identity to it almost pointless. A service mesh has an awareness of microservice instances that transcends identity — its job is to know what’s running and where. It can enforce policies on microservices based on their type and their behavior, without resorting to the rigamarole of assigning them unique identities.

Previous and related coverage:

Microservices and containers in service meshes mean less chaos, more agility

For enterprises, it’s full speed ahead with microservices. This may speed up the development of chaos-proof service meshes.

To be a microservice: How smaller parts of bigger applications could remake IT

If your organization could deploy its applications in the cloud the way Netflix does, could it reap the same kinds of benefits that Netflix does? Perhaps, but its business model and maybe even its philosophy might have to be completely reformed — not unlike jumping the chasm from movies-by-mail to streaming content.

Micro-fortresses everywhere: The cloud security model and the software-defined perimeter

A months-old security firm has become the braintrust of engineers working to build the Software-Defined Perimeter — a mechanism for enforcing firewall and access rules on a per-user level. How would SDP remake the ancient plan of the software fortress?

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The green future of big rigs is almost here



Anyone who has driven the highways in their part of the country has seen semi-trucks out delivering goods and other items. The semi-trucks you see on the roads today are powered by massive diesel engines able to run for a million miles or more. With the federal mandates attempting to push people from traditional combustion-engine vehicles to EVs, the same pressure is being felt by manufacturers of large heavy-duty trucks and large fleet owners. Several of the largest manufacturers in the semi-truck market are hard at work on electric vehicles and other zero missions technologies for the future, and here are some of their trucks.

Tesla Semi

When it comes to electric cars for the masses, Tesla is the undisputed leader of the industry at this time. While Tesla is mostly known for its fully electric cars and SUVs, it’s also working on the Tesla Semi, a fully electric semi-truck for hauling loads. While this truck has been delayed multiple times, it will eventually come to market, and it promises an electric driving range of 300 or 500 miles depending on the version chosen. Tesla has promised that the vehicle will consume less than 2 kWh of electricity per mile driven.

The Tesla Semi has an expected base price of $150,000 for the version with 300 miles of driving range and an expected base price of $180,000 for the 500-mile range version. While those prices sound very high, they are right in the normal range of diesel-powered semi MSRPs today. A brand-new diesel-powered semi from any manufacturer will be over $150,000, with some specialized trucks costing more than twice that.

Freighliner eCascadia

When it comes to popular trucks operated by large fleet owners and owner-operators, one of the most popular trucks out there is the Freightliner Cascadia. Freightliner has been working on a fully electric version of the Cascadia, known fittingly as the eCascadia. Freightliner’s eCascadia is a Class 8 big rig with between 360 and 500 horsepower depending on the version chosen. It can carry a maximum gross cargo weight of 82,000 pounds and has an electric driving range of 250 miles.

Usable energy capacity is up to 475 kWh, and perhaps most importantly, the eCascadia can charge to 80 percent capacity in 90 minutes. A typical semi-truck being used for local or over-the-road applications can be driven by a single driver for up to 11 hours and can travel hundreds of miles during that time. Fast recharging is critical to the success of electric big rigs. Freightliner doesn’t mention pricing on the eCascadia, but an average cost for a normal Cascadia today is around $165,000.

International NEXT eMobility Solutions

Another manufacturer of heavy-duty trucks for a variety of purposes is International. International hasn’t given a specific name for its electric trucks, but they all fall under its NEXT eMobility Solutions umbrella. What we know about International’s project is that its electric vehicle will have a 645 horsepower peak and 402 horsepower continuous. Peak torque will be 2102 foot-pounds with continuous torque at 1549 foot-pounds.

International offers three different battery capacity options, including eMV Base with 107 kWh, eMV Mid with 214 kWh, and eMV Max with 321 kWh. The company does point out that the eMV Max version is only applicable for certain chassis specifications. Much about International’s electric offerings is a mystery at this point.


Peterbilt is one of the most popular manufacturers of semi-trucks and other heavy-duty and medium-duty trucks around. Peterbilt has multiple fully electric trucks for different uses coming, including the 220EV design for pickup and delivery, regional haul, and food and beverage applications. This is a small straight truck which means the cargo area is attached to the same frame as the tractor in the front. It offers a range of up to 200 miles.

Peterbilt’s electric semi-truck is the 579EV, which uses a day cab configuration. For those who might not know, a day cab is a big rig that doesn’t have a sleeper in the back typically used for local operations where the driver doesn’t sleep in the truck. Peterbilt says the 579EV is designed for short-haul and drayage applications.

The last of the electric trucks that Peterbilt is making is the Model 520EV designed for commercial and residential trash pickup. Peterbilt doesn’t offer any specifications on its electric big rigs at this time, so we don’t know battery capacity or driving range. It’s also worth noting that Peterbilt trucks tend to be some of the most expensive you can buy, typically costing more than other brands such as Freightliner.


Another of the very popular manufacturers of semi-trucks is Kenworth. Kenworth has a semi called the T680E, a fully electric Class 8 big rig. Kenworth says this model has an estimated operating range of 150 miles depending on the application. The T680E is compatible with a CCS1 DC fast charger offering a maximum charge rate of 120 kWh and an estimated 3.3-hour charging time.

Kenworth’s electric semi has 536 continuous horsepower and 670 horsepower. It produces 1623 pound-foot of torque, giving it plenty of towing power. Both Kenworth and Peterbilt are owned by the same PACCAR parent company, so specifications for the Peterbilt electric truck could be similar. Pricing for the T680E is unannounced, but much like Peterbilt, Kenworth trucks tend to cost more than competitive offerings from Freightliner and others.

Nikola Two and Tre

One of the more interesting zero-emissions options out there when it comes to semi-trucks comes from Nikola. Nikola has two zero-emissions models, including the Nikola Two and Nikola Tre. The Two is very different from the other zero emissions offerings because it uses a hydrogen fuel cell rather than relying on battery packs alone. The Nikola Tre is a battery-electric vehicle.

When looking at the hydrogen fuel cell Two, it is emissions-free, relying on hydrogen to produce electricity to operate the vehicle. Not long ago, Nikola confirmed that it had signed a hydrogen infrastructure agreement with TC Energy that will see the two firms roll out hydrogen fueling infrastructure along major trucking routes around the country.

The major benefit to hydrogen fuel cells for powering semis is that they can run near continuously, just as a traditional diesel-powered vehicle does. The major hurdle to overcome for any hydrogen fuel cell-powered vehicle is the hydrogen infrastructure.

The Nikola Two has a driving range of up to 900 miles and can refuel completely in 20 minutes. Its driving range and fueling time are very similar to current diesel-powered big rigs. The truck offers 645 continuous horsepower, and Nikola expects the Two to be available in 2024.

The Nikola Tre BEV has a driving range of up to 350 miles per charge thanks to its 753 kWh battery pack. It can be recharged from 10-percent to 80-percent in 120 minutes utilizing a 240kW charger. The electric vehicle has 645 continuous horsepower.

Can EV or Fuel Cell Semis Replace All Diesel Semis?

Now that we’ve talked about some of the zero-emissions semi-trucks that will be available from various manufacturers, it’s worth taking some time to talk about how practical these trucks will be in all aspects of commercial trucking. Note that all of these electric and fuel-cell-powered semi-trucks are intended for local and short-haul trucking.

While local and short-haul trucking constitutes a large portion of the commercial trucking industry, the technology isn’t there today to allow the zero-emissions big rigs to take over the industry completely. The problem for trucking companies and drivers is downtime for charging. Trucking companies and drivers don’t make money if their truck isn’t rolling.

In some applications, diesel-powered semi-trucks are cruising the roads around the US for up to 22 hours at a time. In many time-sensitive applications, trucking companies run team drivers. Each driver can spend 11 hours behind the wheel, and with a team of two, the truck can run for 22 hours at a time. Ideally, as a semi pulls into a hub, they’re unloading the trailer they’ve been towing and immediately pick up another load and head back out on the road. Having a long recharge time and limited driving range simply won’t work for long-haul trucking.

Assuming Nikola can roll out a hydrogen fueling infrastructure that could serve all major trucking routes, its technology seems to have the best chance of replacing traditional diesel-powered trucks. The driving range and refueling time are close enough to modern diesel trucks that hydrogen fuel cell semis could replace diesel trucks with no change to how truckers and trucking companies operate. Of course, a breakthrough in battery capacity or charging speed could eliminate the downsides of electric rigs.

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Like to shift gears? Here are some vehicles you can still get with a manual transmission



Years back, it was easy to find vehicles with manual transmissions. Most models had a budget-friendly manual-transmission option that many people chose for fuel economy. In modern times, automatic transmissions are more fuel-efficient, and people who know how to drive a manual and choose that type of transmission are declining.

You might think that only sports cars aimed at enthusiasts would come with manual transmissions today, and while they do, other non-enthusiast rides still allow you to row your own gears. For anyone looking for a vehicle, be it a car or SUV with a manual transmission, this list runs down some of the coolest rides available today with three pedals. This list is in no particular order.


BMW is still making sports cars with three pedals, and among the most popular of its builds are the M3 and M4. Both of these rides can be had with a manual or automatic, but they’re among the more pricey options on the list. A basic BMW M3 Sedan starts at $69,900 and quickly goes up from there, depending on options. Anyone looking for the M3 Competition xDrive version will start at $76,900.

BMW’s M4 Coupe starts at $71,800 and goes all the way up to $78,800 for the Competition xDrive. These rides offer between 473 horsepower and 503 horsepower, depending on the configuration, with 0 to 60 MPH times ranging from 4.1 seconds to 3.8 seconds. Unfortunately for the current model year, BMW has a rather controversially styled front end with massive grill openings that some fans dislike.

Nissan Versa S

Anyone who remembers the Nissan Versa from years past probably remembers a cheap car that offered good fuel economy with rather unattractive styling. That all changed in 2020 when Nissan completely redesigned the Versa, turning it into a very attractive car that is still quite affordable with excellent fuel economy.

While most versions of the Versa come with an Xtronic CVT transmission, the basic Versa S can be had with a five-speed manual. It’s one of the most affordable vehicles in the country, starting at $14,980. For the price, not only do you get to row your own gears, but you also get automatic emergency braking with pedestrian detection, lane departure warning, high beam assist, and rear automatic braking. You could buy five Nissan Versa S cars for the price of one BMW M4.

Mazda3 Premium

Mazda is a more premium brand today, even though you don’t see many of them on the highway. The 2021 Mazda3 Premium hatchback starts at $28,000 and can be had in front-wheel-drive with a 6-speed manual transmission.

Interestingly, the all-wheel-drive version is only available with the automatic, and all other trim levels only come in automatic. Starting at $28,000, it’s a more expensive but still affordable car offering 186 horsepower and 186 pound-foot of torque. As we mentioned before, the manual transmission gives up fuel economy, with the all-wheel-drive automatic offering more miles per gallon.

In the city, the manual version gets 24 MPG compared to the automatic all-wheel-drive getting 25 MPG. The automatic front-wheel-drive gets 26 MPG in the city. Fuel economy between the transmission options is close, and odds are the average driver wouldn’t notice a difference between the manual and the automatic.

Jeep Wrangler

Anyone looking for an SUV with off-road chops will be familiar with the Jeep Wrangler. Most Wrangler trims are available with a six-speed manual transmission. Off-road enthusiasts often choose the manual transmission because they like the control it gives them on the trails.

The Wrangler certainly isn’t an inexpensive SUV, but all of them come with four-wheel drive and are capable of hitting the trails right off the showroom floor. Jeep offers the Wrangler in two-door or four-door versions. The most affordable is the Wrangler Sport, with the two-door starting at $29,070 and the four-door starting at $32,570.

The most expensive Wrangler is the Rubicon 392, featuring a big V-8 engine under the hood starting at $74,640, but it’s only available with the eight-speed automatic. However, you can get the normal Rubicon with a Manual transmission starting at $43,265 for the four-door version.

Ford Bronco

A new and very popular competitor to the Jeep Wrangler is the Ford Bronco. Like the Wrangler, the Bronco can be had with a manual transmission. The Base Ford Bronco starts at $29,300, including standard 4 x 4 and 7-speed manual transmission in the two-door model.

That manual transmission is standard on the Base, Big Bend, Black Diamond, and Badlands trim levels. If you step up to the four-door version, it starts at $33,450, and the manual is available in the same trim levels as the two-door. Unfortunately, the Ford Bronco has proven so popular that it is next to impossible to get one and will remain that way for the foreseeable future. Those who do find one at a Ford dealership are likely to pay massive markups.

Ford Mustang

We expect a manual transmission to turn up in a muscle car or sports car, and Ford doesn’t disappoint. The Ford Mustang has always been available with a manual transmission, and the current generation offers a six-speed manual.

The manual transmission can be had in the V8-powered GT or the EcoBoost-powered version. The only Mustang that doesn’t offer a manual transmission is the high-end Shelby GT500 and the Mach-E GT (which enthusiasts hardly count as a Mustang). The EcoBoost Fastback starts at $27,205, while the cheapest GT fastback starts at $36,285, both featuring the six-speed manual transmission. The Mustang Mach 1 starts at $53,400 with the standard six-speed manual transmission.

Chevy Spark

Those looking for a very inexpensive commuter car with a manual transmission won’t find anything cheaper than the 2022 Chevrolet Spark. The LS Manual features a 1.4-liter four-cylinder Eco-Tech engine backed with a five-speed manual transmission. The car starts at $14,595.

Chevy also offers a manual option for the 1LT version starting from $16,495, and the Activ manual version starts at $17,595. The 2LT with a manual starts at $17,995. The Spark is one of the cheapest new cars in the country, and its price is often less than a used vehicle. However, its diminutive size and styling aren’t for everyone.

Subaru WRX

Subaru offers manual transmissions in several of its vehicles, including some of its crossovers. One of the most popular manual transmission models Subaru makes is the iconic WRX. The base model 2021 WRX with a six-speed manual starts at $28,420.

The hotter WRX STI starts at $37,245. However, the six-speed manual used in STI models is a close-ratio unit. Aside from the STI version, Subaru does offer CVT automatics as well. One caveat with Subaru is if you choose a manual transmission, you can’t get its EyeSight safety system.

Wrap Up

This list runs down some of the vehicles available in 2021 with manual transmissions. This is certainly not an all-inclusive list, with several other manual transmission cars, SUVs, and trucks available. For some people, a manual transmission is the only way to go, while for others, it’s simply a way to get the vehicle’s purchase price down as low as possible.

Whatever the reason you’re looking for a vehicle with a manual transmission, we hope people buy them. If the manual transmission option isn’t popular enough, we could see them disappear in many models and we’d hate to see that happen.

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Volvo wants to make the whole windshield a smart AR display



Over the last several years, there has been a significant push in the automotive industry to prevent distractions that force drivers to look away from the road to operate their vehicle’s systems. This drive has ushered in a number of features in modern cars, such as voice control systems for infotainment and other car functions. Increasingly common are head-up displays, that project information like speed and other data in an area of the windshield that the driver can see, without taking their eyes off what’s directly ahead.

Volvo Cars has a long history of debuting new safety technology for vehicles that often trickles down to other automakers over time. The company has announced that it has invested in an optical imaging startup company called Spectralics. Volvo says the company is working on a “promising technology” that the company admits is at an early stage of development. However, the new technology could make vehicles much safer and help to improve the in-car experience for drivers.

Spectralics is working on a thin optics film that can be applied to see-through surfaces of all shapes and sizes, such as windshields and windows in of a car. The film is a multi-layer thin combiner (MLTC) that allows imagery overlay on windows or the windshield. Essentially, it turns the entire windshield surface into a transparent head-up display with significantly more capability than any HUD available in vehicles today.

As Spectralics explains it, when its MLTC is used on a car’s windshield, it creates an extra-wide field of view for the digital overlay, in the process providing drivers a sense of distance with virtual objects superimposed on the real-world environment. The technology could include advanced filters for in-cabin sensing, blind-proof front-looking cameras, and digital holographic projections. Volvo only offered a single image with the announcement that it invested in Spectralics, though it’s enough to get us excited about what could potentially come to future models should the investment pay off.

It shows a windshield able to highlight road markings, signs, and any potential obstacles in the road. The overlay, for example, highlights a moose potentially in the path of the vehicle on the left-hand side, and shows speed and other vehicle data along the bottom of the windshield. The promise of blind-proof cameras seemingly indicates the film would be able to take information from cameras able to see in the dark or fog, and overlay their imagery on the windshield.

It’s easy to understand how this capability could benefit drivers, particularly in extremely dark areas or in dense fog. Driving in fog is one of the most hazardous conditions drivers face as visibility can be limited severely. Another big benefit of providing imagery from cameras would be in whiteout situations during intense snowstorms. For those who have never driven in extremely heavy snow, it’s often impossible to see very far in front of the vehicle. Stopping could mean being stranded in the mountains without assistance, not to mention potentially being rear-ended by other drivers on the road.

Volvo’s investment was made to the Volvo Cars Tech Fund. The Head of the fund, Lee Ma, said the investment results from the company’s successful collaboration with MobilityXlab and DRIVE; Ma says that the fund believes Spectralics’ technology could set the standard for next-generation displays and cameras. As interesting as the technology is, some significant questions are unanswered at this time.

One of the biggest is how expensive the technology will be, and how easily – if at all – it can be transferred to another windshield during a replacement. That’s a burning question for those who live in cold-weather states, where roads tend to deteriorate rapidly. Anyone living in a cold-weather state like Colorado, for instance, knows that the thawing and freezing action of water seeping into cracks in the road tends to cause the roadway to break down in relatively short order.

Couple that freeze and thaw cycle with intense traffic, and lots of small pebbles and gravel are constantly being generated. They’re routinely thrown into the air at high speed by vehicles traveling over them, meaning an extremely high likelihood of a broken windshield. Frequently extreme differences in temperatures at night and during the day, meanwhile, also mean that what starts out as a small chip that could be easily repaired in the morning, can sometimes be a crack running across the entire windshield by the afternoon.

How much this type of technology would increase the price of the windshield will be a barrier to the technology. Many automotive insurers won’t write traditional glass breakage coverage in cold-weather states, because broken windshields are so common. USAA, for example, won’t write a no-deductible glass breakage plan as you can get in warmer states like Texas. Instead, it covers a broken windshield on your comprehensive coverage, meaning you have to pay that comprehensive deductible if you want the windshield replaced.

Having recently replaced the windshield on a 2020 Jeep Renegade, the replacement price for a non-factory windshield was around $300. It’s also worth noting that you can be ticketed in some states if you’re driving a vehicle with a crack that runs the driver’s field of view. What that would mean is if, instead of a few hundred dollars, the Spectralics technology pushes the cost of the windshield into the thousands, it could be quite a burden to replace a windshield in a vehicle equipped with technology.

Perhaps the film attaches to a windshield in a way that can be simply removed and applied to the new window, but that is unclear. Another potential workaround for the issue of cracked windshields featuring this type of technology would be to use stronger glass. The glass covering the LCD for smartphones is often Gorilla Glass from Corning, and indeed we’ve seen some vehicles made available from the factory with windshields made of Gorilla Glass that is far more robust than traditional windshield glass. Again, of course, the risk we run with utilizing stronger glass for the windshield is an additional cost. The Spectralics technology is exciting and could make vehicles safer, but we can’t help but wonder what impact it might have on the long-term price of the car.

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