> Over the years, nearly everything on the vehicle has been replaced or repaired, and Campbell says the only original part is likely the body, and even that has had work done on it.

It’s the Tercel of Theseus: if every part has been replaced, is it still the same car?

https://en.wikipedia.org/wiki/Ship_of_Theseus

The answer isn't as sexy as the question. Ontological questions, and therefore mereological questions, are a matter of convention based on how closely-associated relations—like how the "parts" of the "car" function—cohere over space and time.
  • xattt
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A bigger question might be is whether the sum of replacement parts is worth less than the sum of the part.
TCO is more interesting IMHO.
VIN plate removed too? Maybe the engine block is also the original...
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Kind of a nothing story if everything has been replaced. My car could make it to 1.2M km too if I replaced the engine every time it gave out. Seems like a huge time and money sink for no good reason. Not to judge the man for having a hobby of course, let him have fun, but the news article is misleading.
When I lived in Germany, in the 90s, I regularly sat in diesel Mercedes Benz taxis with over a million kms under the hood. Private drivers usually. Many had giant mileages.

We used to say (tongue in cheek) that after 250k, the MB diesel engine was broken in. I don't think MB makes them like they used to anymore.

Let me wager a guess: Mercedes models W124?

> I don't think MB makes them like they used to anymore.

You guessed correctly. The 1980's W124 was one of those cars that would keep going and going. Mechanically great, with a galvanized chassis and bodywork that made it also pretty rust resistant.

The 1993 version of the W124, supposed to be an "improved" remodeled version of the original car, was a worst car in every aspect. It rusted, the plastics were cheaper, etc.

The follow-up, the W210, is the model that cost MB dearly. Through cost-cutting and greed, they lost a huge chunk of the taxi market. The car itself was also an absolute rust-bucket piece of cr*p, the interior was also worst, with the whole woes compounded by crappy electronics.

MB as a brand hasn't really recovered from that. The engineering excellency, attention to detail, and engineering pride that made those W123/W124 almost unkillable is lost, and won't be found again.

The W210s did indeed rust badly and the interiors weren't on par with previous generations, but in purely mechanical terms, they were still solid cars. The diesels (particularly E250 TD and E290 TD) could cover 700k+ kilometres without any interventions to the engine or the transmission. The W211 is an improvement to the W210 in almost every aspect, and they are still plentiful on the roads in Eastern Europe.
  • fasteo
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I have a w245, 410.000 Km. Still going strong
Yet W210, 211 etc. still sold millions of vehicles and are still on the road in numbers.
Those MB diesels made it to the States too, and they were equally well respected here in my experience. Although, there's long been a diesel aversion among some part of the population here, so it was maybe a narrower subset of the population familiar with the legend of the MB diesels.

I drove one for years, acquired when they were available as a quite cheap ~15 year old car. I've since switched to a Toyota and been quite happy with that. I don't know how long the current Toyotas will last, but the golden era Toyotas I think probably last about as well as the legendary MB diesels (with the bonus of not having to track down vacuum leaks).

No diesel engine is made well these days in my opinion, at least as far as passenger vehicles go.

Emissions systems on diesel engines have made the reliability pretty abysmal. That's not to say improving emissions isn't a good goal, but it was implemented terribly.

Between regulators over prescribing solutions and car companies finding the quickest and cheapest "fix" every step of the way, we ended with horribly complex motors that break down much earlier than before. It'd be interesting to see a comparison of total emissions when a 90s diesel is still on the road today compared to a newer diesel that is effectively junk in 10 years or a couple hundred thousand miles.

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Given that one single old car without functioning emission controls will stink up an entire block far more than that entire block full of ordinary, modern traffic, I would expect that the (non-CO2) air pollution from an old diesel is far higher than that from building and operating new diesel vehicles.
Even then, a EURO5 diesel still makes quite a stink. Of course, even an EU6+OPF gasoline car still puts out air akin to a dying dog's fart.

ICE vehicles just can't go away quickly enough (and we should aggressively get stinky vehicles like everything pre-EU5 and loud vehicles like motorcycles and scooters off the road first).

I'm not huge on regulation, but if anything MIV is underregulated. Even in the EU anything that was street-legal at some point in the past 70 years is grandfathered in, nevermind that illegal vehicle modifications - if caught - at most earn a slap on the wrist. That's enormously dumb and doesn't fly anywhere else.

I can’t wait for tiny engines like on things like weed eaters and leaf blowers to go extinct. Noisy, smelly as hell, generally awful.
Same in Canada but in specially made taxi grade Crown Vics (85B)

Someone I knew had it and they drove it 24/7 in 3 shifts and it had over a million kilometers on it. Visually looked fine and ran fine.

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You can still find these things running all over west Africa.
> Over the years, nearly everything on the vehicle has been replaced or repaired, and Campbell says the only original part is likely the body, and even that has had work done on it.

To me this makes it less interesting. I would be amazed if the original parts (outside of what gets replaced for maintenance) lasted that long. But it’s hard to judge how durable the car is when everything has been replaced

This kind of mileage is unusual with cars but it's pretty normal for semis. But even with those, engines get overhauled and there's lots of cumulative maintenance over the years. There are still trucks build in the sixties in service in some places.

With EVs, we might get some battery packs and drive trains actually lasting this long. Maybe not with nmc batteries. But some lfp batteries seem to have enough charge cycles on paper that they really could last that long. 5000 charge cycles at 300 miles per charge adds up to about 1.5M miles. Of course lots of other things might fail. But at least electrical motors are known to be pretty durable. That's not a common failure point on EVs as far as I know. But there's plenty of other stuff in EVs (electronics, cooling systems, suspension, etc.) that can break.

Of course, it will be a while before we'll see EVs that have driven that far as those type of batteries have only been on the market for a few years and even with 100K miles driven per year (which is a lot), it would take 12 years to get to 1.2M. This Toyota took quite a few decades to get there.

According to the article, this car actually wasn't particularly durable (the words 'rust buckets' were used). But if you just keep patching it up, of course it will run fine. And greasing up all the bits that would normally rust seems smart as well.

> With EVs, we might get some battery packs and drive trains actually lasting this long.

I doubt it. The components in modern cars are not made to last as long. Neither is the software. Ever tried a 15 year old Iphone? A Tesla won't feel much different.

Everything is meant to be consumed nowadays, and eventually, sooner rather than later, replaced.

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There was recently an article about someone with a 3 year old Ford Mustang Mach E with 250k miles (400k KM).

https://www.thedrive.com/news/meet-the-man-with-the-250000-m...

Battery is still over 90%. And given that he’s having to do a full charge every day for the amount he drives, that’s pretty impressive. Still on the original brake pads too.

Sounds like all he’s really had to do is put on new tires a couple of times.

And you get the luxury of paying 50% more, for that privilege (vs a ICE engine). I said it before, give me that BYD (reverse) hybrid engine, that does 1080km on a single tank.

Unfortunately, battery tech despite all the lab "super improvements" are not seeing any major gains in the field. And a lot of money has been going into that.

One of the big questions is going to be, can you still find the battery packs 15 year, 20, 30 years later. The problem is that rebuilding battery packs is not a joke (and expensive). Assuming the same cells can be found / are not some crap 3th party manufactured in the future.

Lets also not forget that battery packs are full of electronics, BMS, and other items that may be less forgiving on a rebuild where batteries may be off in voltage or have a different charge cycle.

The future is going to be "interesting", especially for car collectors.

Getting a old antique car running is often not that hard (as long as it has not been standing where water can enter the engine. New hoses, oil changes, clean filters, and you can often get engines that have stood outside for 15, 20 years going again. Sure, its going to smoke, may need new piston rings, ... and Water being the prime killer.

But a battery pack in those conditions?

> 5000 charge cycles at 300 miles per charge adds up to about 1.5M miles.

Under ideal driving / charge situations...

* Hot areas like Spain. For instance, its know that batteries from EVs in hot area's tend to be much more degraded, then from cooler areas (make sense).

* Did they fast charge those batteries = your going to cycle down a LOT more. Remember, those 6000 cycle for stuff like LiPo batteries are based upon slow charging. General tip for people with solar: Overspec your battery sizes, your going to thank me.

* Did they always charge to 100%? What is the actual hidden reserve on a battery pack? Is it 5%, 10%?

* How many times did they drive below the 20% range.

There is a lot of elements that interact with your battery life. I mean, how many of use have thrown out perfectly good smartphone because the battery life became a disaster after only a few years. And the cost to replace the battery was not in proportion.

Recently people driving to holiday here in Europe had fun times... 15 a 25min wait times at charge stations, and when they hit 80% they got kicked off the fast chargers (because after 80% it becomes very slow to charge up those last 20%). Slow charging was not allowed. So people needed to stop around every 60 a 70% of their battery range on their holiday trip. Wait 15 a 25 min for a charger, then wait another 45 min for their charge. While the guy with his ICE engine, stops, tanks in 5 minutes, goes for another 50% more distance.

I believe you are overthinking things. These aren't hard to overcome problems. Batteries are fundamentally very simple and they are designed to handle wide variations. Simple enough that there are already a bunch of shops that will rebuild and restore batteries using volt meters to yank (and sometimes replace) bad cells.

As for the factors affecting battery life, it's looking like age above everything else is the primary killer of batteries. Temp is a solved problem, all modern EVs have a cooling/heating system.

Cell phone batteries are also different from EV batteries. You won't find a cell phone with an LFP. that's because cell phones target energy density above all else.

As for travel charging, 15 to 25 waits are typical and charging past 80% is slow. A battery at 10% can accept 350kW of power. Batteries are 80% typically can't accept more than 80kW or less. The 80% to 100% time can take twice as long as the 0 to 80 time.

Waiting for a charger to be available is an infrastructure problem. I've had to wait on gas pumps to be available during busy times. Conversely, the most I've waited to charge has been 10 minutes (and I've traveled every thanksgiving for 7 years of EV ownership).

The 20 minute break is welcome after driving 2->3 hours.

Battery degradation generally isn’t nearly as much of an issue with modern EVs. The active management systems they use are much more sophisticated and capable of keeping the battery in good condition than those of a smartphone. There are plenty of examples on the road with 200-300k miles still retaining 80-90% capacity.

Charging station wait times comes down to growing pains. Not enough stations combined with battery tech not yet having reached maturity. It’ll fix itself as more stations are installed and the technology continues to advance. The only bad thing to do would be to stop.

As far as antique cars go, I’m not too worried because both energy density in batteries and efficiency in motors has been increasing substantially over time. By the time these cars are old enough to be antiques, people will want to do full retrofits with modern batteries and motors anyway because what they came with will look primitive and clunky in comparison. The ceiling for potential on EV tech is much higher than it is for ICE based systems.

> Recently people driving to holiday here in Europe had fun times... 15 a 25min wait times at charge stations

My last two holidays in Europe I drove an EV about 1000 km to a holiday destination, and back again. So far I have never had to queue to charge.

I did notice that it is not unusual for a rest stop with only 2 to 4 fast chargers to be fully occupied. But if you use an app like ABRP to plan ahead, then it will tend to guide you to larger charging sites (e.g. 20 to 30 fast chargers of a few different brands). These charge planning apps also have live data about how many chargers are currently in use, so they will not send you to a fully occupied site if there are alternatives.

YMMV and the situation will change every year of course, as more EVs are added. Norway is the most advanced in Europe when it comes to car electrification, so if there are issues I guess they will show up over there first.

I don't think anything with mechanical moving parts is going to last that long, with regular usage, and have original parts.

The fact that the owner can keep it going is a testament to the maintainability of combustion engines that don't have high tech computers in them.

> The fact that the owner can keep it going is a testament to the maintainability of combustion engines that don't have high tech computers in them.

New engines with modern ECUs are every bit as maintainable.

The ECU doesn’t make an engine less maintainable. Modern engines would have more moving pieces such as variable valve timing but otherwise they’re very similar in concept and maintenance.

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> I don't think anything with mechanical moving parts is going to last that long, with regular usage, and have original parts.

I know of at least two cars with 800k km with original engines. Both GM small blocks (Gen 2, multiport fuel injection so computer-controlled). Neither engine has been opened since they rolled off the floor in the 90s. They’re not particularly efficient (only about 270HP out of 5.7L) but if taken care of, they probably will go forever.

Definitely an exception, though. Very little else on those cars is still original. But it can be done.

Legend says he even replaced the odometer
1M km (Tm?) is less than 750k miles, for those more familiar with customary units.

https://en.wikipedia.org/wiki/Irv_Gordon had a Volvo with over 3.25 million miles (5.2Tm), although it's also had 3 engine rebuilds.

"Customary units"? I hate to break it to you, but most of the world uses the metric system.

And the conversion is actually fairly simple. 1M km is 600k miles, so you were in the ballpark.

I hate you break it to you, but "customary units" is what they are called, regardless of the (lack of) prevalence of that custom.
Interesting use of the term _customary_! To add to the complexity of this, weren’t the customary units of length and mass were defined in the U.S in the late 1800’s by reference to international metric standards - the Mendenhall order?
Typically they're called "US customary units" outside of the grand old U. S. of A, who refused to adopt any sort of metric system way back in the 19th century because they were "ungodly".
Metrication will happen after Americans give up ICE vehicles like the Ford Expedition, ICE gestapo, ultraprocessed hamburgers, and climate change denial.

Metric is really far simpler, while Freedom Units are like going back to counting change in Roman-inspired £sd.

Tbf they said “nearly” everything. Probably it’s the same engine block, transmission housing, etc. And of course the shell, which is the most important. And I bet loads of interior too so where you sit feels very familiar.
> Probably it’s the same engine block, transmission housing, etc.

If someone says "the only original part is likely the body", then that makes it sound like they've replaced pretty much everything except the body itself, including everything about the engine and transmission.

The odometer most likely have not been replaced too
A literal ship of Theseus, arguably it's not even the same car.
No man ever slides behind the wheel of the same Tercel twice.
But when exactly did it stop being the same car?
When you changed the VIN :)
And what if you took the other parts and built a separate car from them?
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You've just answered your own question, haven't you? If it's a separate car then it can't be the original by definition.
If you completely disassemble a car then reassemble it, is it the same car?

What if you disassemble all of the car except the wheels and reassemble it but with new wheels?

How about if you also exclude the seats too.

At what point does the answer change? That’s the whole point of the ship of theseus.

Fun fact, on average most (not all though) of the cells in your body are brand new after 7 years. When do you stop being you and take a new name?
This kind of thing is repeated often, but I don't think it's true. For one thing, how would tattoos last so long then?

More relevantly, I don't think neurons are replaced. There must be some material churn in the atoms and molecules that make them up, but even then different for different molecules - e.g. I don't know how much of our DNA molecules get replaced over a lifespan from the repair or other mechanisms.

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The "on average" is doing an awful lot of work. Some cells are never replaced, some organs are replaced every few years or even partially over decades, some organs are replaced every few months (one of which is the skin).

Tattoos however, IIUC, sort of "float" between cells, and as those cells are replaced one-by-one the ink is kept in place by the surrounding cells that are still there.

At least we're not going around saying "diggan says the only original part of his person is likely the body/chassi"
It hasn’t, the law decided a car is it’s shell and that’s it.
An easy way to say would be when it's still 50% original, but I think an interesting way to look at it is that it becomes a whole new thing after every major change.

First it's his new car, then it becomes his new car with new tires, and then his car with new windshield wipers, and finally his old car with all new parts and some old ones. None of them are the same car.

I think in cases where it' a major rebuild, like turning a WW2 Minesweeper first into a ferry, and finally into Cousteau's research ship Calypso this outlook is more obvious. Are these ships all the same despite getting almost a full refit at each stage? I would say none of them are the same ship, but completely separate "things" with some old and some new parts.

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Not literal.
It's all about getting creative with junk yards and third-party NLA substitute part sellers.
I mean, it depends on the kind of work to be honest. Has he ever had to replace the whole engine or something?

Because if you get chain timing issues on a 2010 BMW diesel, you ain't repairing that, it's more expensive than a new car.

> Because if you get chain timing issues on a 2010 BMW diesel, you ain't repairing that, it's more expensive than a new car.

In the article the guy has 3 whole spare cars for donor parts and he does all the work himself. He’s not paying mechanic rates or even buying new parts (which are no longer available).

The amount of time and effort he’s put into this car is undoubtedly more expensive than buying a new car at this point, unless you count his time and free.

> you ain't repairing that, it's more expensive than a new car.

Sometimes we're more connected/sentimental about specific physical items, than the prices themselves. I kind of feel like you have to be a special sort of person to own a BMW, so wouldn't surprise me that same "special" person would pay more to repair their specific car than replacing it with an identical one but without that issue.

Doubt there’s a BMW enthusiast that will go out of their way to repair a 2010s diesel.
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You're blowing it out of proportion. A repair like that costs between 1-2k euros. Even non-enthusiasts are repairing that, at least those outside of wealthy western Europe.
Not when the car itself costs about as much.
For a manual 335d people would yeah.
Agree, it is not that impressive knowing that. Many 80s 90s Mercedes achieved that, and some with original engine
I suspect that it would have been less expensive to ditch it 600,000 km ago and just get a new one. And possibly about the same in terms of environmental cost.

Getting those parts used would be less expensive, and a win for the environment, but the labor cost is very high.

> Over the years, nearly everything on the vehicle has been replaced or repaired, and Campbell says the only original part is likely the body, and even that has had work done on it.

aka

This is my grandfather’s axe. My father replaced the handle. I replaced the head.

In the UK we call this Trigger's Broom https://www.youtube.com/watch?v=56yN2zHtofM
Ship of Theseus
Maybe the axe exists as the interface point between the pieces. And the history logbook.
We have a 2000 4Runner with approximately 325,000 miles (523036 km), and nothing has been replaced. Currently, it isn't a daily driver but a spare for anyone to use. Tires, Brakes, fan belt, and oil changes, that's all. There was an old Avalon that had over 425k miles on it, but during a storm, a tree fell on it and it was written off.
Title could just be "Toyota has more than 1.2 km on it", as we already all know it would be a Toyota.
tbh I was guessing Volvo 240-series. I suspect cockroaches will be driving those battleships around after the bomb/climate collapse/asteroid/big crunch.
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My dad had the station wagon for a while (in a Middle Eastern country). He would regularly get little notes asking if it was for sale.
Reminds me of the Škoda Fabia with 1M kms I read about some time ago https://www.skoda-storyboard.com/en/models/million-kilometre...
Knew before clicking that this would be a Toyota. Of course. Meanwhile my Nissan is near-death at 100k. Stupid CVT...
> Over the years, nearly everything on the vehicle has been replaced or repaired, and Campbell says the only original part is likely the body, and even that has had work done on it.

Tercel of Theseus

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SAABs used to actually hit a million miles (not 745,000 mi, but metric sure does sound more impressive) with litle effort. If I recall there used to be a million, and half-million mile club

My dad once got a used saab 99 (a nice tomato soup color) and we rolled the odometer while we owned it. Great car with proper maintenance, which used to be sooo easy and accessible.

A friend bought a 14-yr-old one of these for little at an auction in 1999. As someone who knew little about cars, her logic was, it "looked OK' and had had one owner, and crucially, the radio was tuned to a NPR classical music station and therefore anyone who listened to that would have treated their car responsibly. ;) Suffice to say, this was an excellent purchase, reliable and inexpensive to run, in fact in order to find out whether some maintenance was due or not she managed to track down the previous owner who turned out to be a middle-aged woman who was just as responsible as my friend imagined. ;)
This reminds me of going hill hopping as a kid with my radio tuned to the local NPR classical music station. Once when I went a little airborne, my engine shutoff upon landing. (It restarted OK though.)
There are some calculations that makes replacing a old gas or diesel powered car more environmentally friendly, as compered to buying a new electric car. I do wonder where the tipping point is though, and if there isn't an environmental argument to be made that not only should government bad the sale of new internal combustion engine cars, but they should also ban cars with an expected lifespan shorter than e.g. 15 - 20 years.
If externalities were correctly priced in to fuel, rare earths, rubber, road wear etc then it would be easy to see, the cheaper the better.

But they aren’t, not even close. Oil is massively subisidised by the military before the environmental costs. Brake particulates and tyres don’t cover the cost of microplastics and lung damage, heavy cars don’t pay anywhere near the damage they cause to the roads and bridges etc.

Due to this you can argue pretty much whatever you want by ignoring certain costs depending what you want to come out with.

My petrol car is 20 years old, it’s done 70,000 miles, it weighs about 1,000kg and burns through 300 litres of unleaded each year to do the 3,000 miles I do in it.

I suspect scrapping and replacing this with even a small electric car would not be globally environmentally worthwhile. There may be improvements to local air quality assuming regenerative breaking etc, that may be offset by increased tyre and road wear though, even ignoring the impact of the co2 to generate the 80kWh a year it would require.

The calculation I've seen put it around 50k km, depends of how good the local grid is of course.
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> Over the years, nearly everything on the vehicle has been replaced or repaired, and Campbell says the only original part is likely the body, and even that has had work done on it.

A modern "ship of theseus" paradox.

It’s more impressive that this man has the fortitude and dedication to keep spare parts, constantly maintain it, and even have back up vehicles for all these years.

If the article mentioned the car had its original engine this entire time. I would have seen it as an anomaly and possibly a good testament to Toyota engineering and need to keep up with maintenance.

Toyota and Honda engines are just ridiculous
As soon as I read the title, I knew it was gonna be about Toyota.
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It's less than (originally Matt Farah's) million mile Lexus:

https://www.autoevolution.com/news/mechanic-restores-an-ls-4...

Although the current owner's plan to do a cannonball run in it is something I find off-putting. His previous stupid idea was to put a turbocharger and see how long it will last, fortunately his fans dissuaded him from doing it.

I wonder how many of the cars manufactured today are still here after million kilometers. My guess is none as they are impossible to fix yourself.
> I wonder how many of the cars manufactured today are still here after million kilometers

The overwhelming majority of 1980s Toyota Tercels do not make it to a million kilometers. This one didn’t, either. It has had every part replaced, many multiple times over.

The owner has 3 donor parts cars and there’s a photo of his piles of parts like alternators. The original car didn’t last a million kilometers. He’s just been replacing parts constantly.

> My guess is none as they are impossible to fix yourself.

No they’re not. I have a lot of car friends and we all do most of our own work. One of them has now opened a shop and services BMWs including engine rebuilds of modern engines.

This is a myth. Service manuals are available. Even the digital repair tools are widely pirated, but you can generally buy a short term license to use them yourself if you want.

One saving grace is a lot of the tricky electronic parts are shared between several models, many different manufacturers even.

As long as some enterprising pirate (probably a shady Russian forum) keeps hold of all the model-specific software.

> Since then, he's used it as his daily driver, putting on at least 120 kilometres a day driving from his home in Wyses Corner, N.S., to Halifax and back each day of his working life.

120km per day of commuting is crazy to me. I work from home and occasionally do a 14km bicycle commute to the office.

745,645 miles for Americans like myself who can't be bothered to do the conversion.
My brorher got 350,000 miles in a cheap Hyundai doing the oil changes himself. He only replaced the water pump before he traded it in for a Kia. He is nearly at 250,000 on the Kia with no repairs needed so far.
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Thats pretty normal in Cuba
More than Otto. Wow.

I have an 85 Vanagon Westfalia with a modest 450k km.

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That's a very interesting article, and a call for more easily repairable products!

That's the kind of thing that inspired us to build a repairable electric battery for ebikes at https://gouach.com !

We want more repair, less planned obsolescence :)

Is it still the same car?
1.2 gigametres? That's traveled further than some satellites.
"It is not the car. It is the owner"
Keep fixing it...ignore the odometer.

This is the only way to exceed the forging cost.

I knew it was a Toyota before I read the article!
> This car has 1,253,070 kilometres on it — and counting.

> When it turned over from 999,999 kilometres to 000,000 kilometres in September 2017

The idea of averaging 31k miles a year is just insane to me. My car hasn't done that since i bought it new 8 years ago.

It's 31k kilometers so around 20k miles.
pretty normal commute
Back in the 90's my dad and I put a more than 500k on a Volvo 740 and mostly running original parts (oil filters, brakes etc were changed throughout the decade 84/96 - Québec winters included).

The car ran fine and was ultimately sold to a taxi driver that apparently brought it to close to a million (no proof though).

I think now days people treat cars like phones. Minimal continual maintenance can work wonders and save you a bundle in the process.