Drop me a text and let me know what you think of this episode!
Battery technology is evolving faster than most consumers realize. GM's announcement of its new lithium manganese-rich (LMR) battery cell represents a significant shift toward more affordable, efficient electric vehicles. By replacing expensive, rare-earth materials like nickel and cobalt with more abundant manganese and utilizing a more efficient prismatic cell design, GM expects to deliver over 400 miles of range in electric trucks while substantially reducing costs. This development follows the natural progression that many industry experts predicted—as manufacturers scale up production and refine their technologies, EVs become increasingly practical and affordable.
The all-new Cadillac Escalade IQ exemplifies the significant advancements in electric vehicle technology. This massive luxury SUV weighs approximately 9,000 pounds yet delivers an EPA-certified range of 460 miles. Its dual Ultium drive electric motors produce a jaw-dropping 750 horsepower and 785 foot-pounds of torque, outmuscling even legendary performance vehicles like the Dodge Charger Hellcat. Despite its heft, the Escalade IQ provides a driving experience that's remarkably refined, quiet, and responsive. With a starting price of $130,090, it represents the ultra-premium segment of the EV market, but demonstrates capabilities that were unimaginable just a few years ago.
Beyond automotive technology, we explore fascinating innovations in food production and wildlife conservation. A company called Savor has developed a process to create "cow-free butter" using carbon dioxide from industrial emissions and hydrogen from water. This revolutionary approach could transform food production by eliminating agricultural inputs while providing customizable fats for various dietary needs. Meanwhile, researchers at the University of Rhode Island are tackling transportation safety by studying roadkill patterns to identify wildlife crossing hotspots. With wildlife collisions causing approximately 200 human deaths and over $8 billion in costs annually in the United States, their work could save both human and animal lives through targeted infrastructure solutions. Join us as we explore these cutting-edge technologies reshaping our world.
Be sure to tell your friends to tune in to The TechMobility Podcast!
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Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Speaker 1 (00:01):
Welcome to the Tech Mobility Podcast.
Speaker 2 (00:10):
I'm Ken Chester On the docket my impressions and
review of the all-new CadillacEscalade IQ making butter
without a cow and reportingroadkill to save lives.
To join the conversation, be itto ask a cow and reporting
roadkill to save lives.
To join the conversation, be itto ask a question, share an
opinion or even to suggest atopic for future discussion.
(00:32):
Call or text the TechMobilityhotline, that number,
872-222-9793, or you can emailthe show directly.
Talk at techmobilityshow.
For those of you that supportSubstack, you can find me there
too as a proud member of theIowa Writers Collaborative and
(00:56):
that's KENCIOA.
So that is K-E-N.
The letter C-I-O-W-A.
You can find me there, theletter C-I-O-W-A.
You can find me there From theTechMobility News Desk.
This is something that regularlisteners know.
I told you what happened.
I told you this would happenand it's happening just the way
(01:21):
I told you it would happen.
So some context and somebackground.
I had told you that whentraditional automakers start
ramping up manufacturing oftheir whole EV supply chain,
which basically is totallydifferent from the one they're
using for internal combustionengines there's no engines,
there's no transmissions and allthe parts that go into those
(01:43):
out, done, gone they got tobuild a whole new one based on
batteries and all the componentparts and battery management
systems and all the rawmaterials that go into that.
So they were building batterymanufacturing plants from
scratch.
Gm had agreed to build five andfor a while every automaker was
(02:03):
either teaming up or goingalone.
But they were building theseplants.
Consider each one of thosebattery plants like building an
engine plant Both would propelthe vehicle.
In GM's case, gm recentlyannounced that they had
developed a new battery cellintended for pickups and SUVs by
2028.
(02:23):
Not news, not surprising.
We talked about Toyota, probablyabout six months a year ago.
We talked about how Toyota wasdeveloping battery technology
and what mile markers they wereplanning to achieve in terms of
by next year, if they're stillon track, Toyota would be
(02:45):
developing or have developed abattery, an EV battery with a
range of 600 miles.
And if you're a long timelistener, you might recall way
back in our early days we talkedabout a couple of researchers
in England that reimagined abattery pack for a Tesla Model S
(03:06):
and they came up with between600 to 800 miles worth of range.
And that was six, seven yearsago.
The two biggest challenges theautomakers are looking at of
many when it comes to EVs costof the battery, availability of
materials, dependability,reliability, forever and a day
(03:26):
they don't want it to ever break.
So they're going to try it atextreme heat, extreme cold.
They're going to take itthrough the ringer and make sure
that even after all of that,they can build it each one
consistently, job after jobafter job, at a level of quality
they deemed acceptable to beput on a vehicle and offered for
sale.
In this case, gm developed anew battery cell with joint
(03:51):
venture partner LG EnergySolution that will, surprise,
bring down costs on mainstreamelectric vehicles without
compromising on range.
Again, I told you that wouldhappen, that they would figure
out a way to get the cost downget away from rare earth
materials, get range up or, inthis case, get a smaller battery
(04:16):
which gives you the same rangebut a smaller footprint, using
fewer materials.
In this case, again, differentbattery chemistry.
The cell is called a lithium,manganese rich or LMR battery
and they expect this to be onthe market by 2028, starting
with pickups and full-size SUVs.
(04:37):
Now let me stop right here.
Unlike you, get up one day youdecide you want to go to the
store.
You decide you want to buysomething.
The automaker's got a planthree to five years in advance
for GM to tell you it will be onthe market by 2028.
They've already let thecontracts for the tooling, for
the materials, for everythingthey need to build this.
(04:59):
They've already let thecontracts, they've already
approved the budgets.
They're in the process ofgetting it pulled together.
Plus, there is an exhaustivetesting.
When these first new batteriescome off the line, probably in
about nine months to a year,they will put them into the
mules or the sample vehiclesthat they're going to use and
(05:19):
they're going to beat them.
They're going to thrash them,they're going to abuse them,
submit them to water, salt water, extreme cold, extreme heat,
miles after miles after miles,cycle cycle cycle, vibration,
everything To find out that,okay, the new battery chemistry,
the new way that we are puttingthese together, are robust
(05:43):
enough to go on sale Anythingthey find.
Between now and then they'llmake changes and there'll be a
lot of changes.
That is how the auto industryworks.
You don't realize it becauseyou're at the end of it.
You're at the end of all thatdevelopment, all that processing
, all getting that approved.
Oh yeah, and, by the way, theygot to crash test these with the
batteries in them, make surethey don't leak or catch fire or
(06:05):
have thermal runaway.
All of that will be done beforeyou see the first 2028
full-size EV with this batterypack in it.
All that will have been done.
Part of it's required byfederal law, but all of it will
be done.
This will also be the firstcommercial application of what
(06:26):
they call prismatic EV batterycells by Ultium Cells LLC, the
company's joint venture.
Let me give you a little.
We're going to go to school fora minute.
Gm's current generation EVs arepowered by what they call a
pouch style-ion battery, withcathodes that are made from
nickel, manganese, cobalt andaluminum.
(06:47):
Nickel, manganese, cobalt Gee,rare earths, expensive.
They need to get that down.
Gm said the LMR sales arecheaper because manganese costs
less than nickel and cobalt andbecause prismatic cells are more
efficient and simpler toassemble.
Three words simpler to assemble, lower cost of manufacturing,
(07:10):
fewer materials used, lower costper unit.
That's where the automakersexcel at wringing out cost.
It unlocks the premium rangeand performance at an affordable
cost.
It's a game-changing batteryfor electric trucks.
That was Kurt Kelty, gm's VP ofBattery Propulsion and
(07:31):
Sustainability, and he wastalking to reporters at the
Automakers Global TechnicalCenter at Warren, michigan.
We believe we can deliver morethan 400 miles of range in a
single charge in a truck whilesignificantly reducing our
battery costs.
Hold up right now, this minute.
Chevy Silverado EV EPAcertified at 450 right now, and
(07:57):
I also told you, if you've got along memory, that I expect the
de facto base will be 500 miles.
I think that all but thecheapest vehicles will have a
range of at least 500 miles.
I think that is what theindustry needs to be.
Gm is there with a truck at 450, a heavy truck 450, right now
(08:22):
it will not be reached andthey're changing battery
chemistries and they're going toachieve this with a smaller,
more dense, more effective,efficient battery, meaning that
they will get battery costs down, which also means they will get
weight down.
And that is a fortuitous cycleas they get better with battery
(08:43):
chemistries and they get theweight of the batteries down.
A vehicle that weighs less goesfurther, which allows them to
further reduce the size of thebattery and the materials going
in it, which means the cost toproduce the vehicle grows less.
It gives them an opportunity torecapture the investment they
(09:05):
made and it also makes sure thatthe consumer gets a better deal
, better value.
That's what's going on here?
Excuse me.
It was said some years ago inconsumer reports, when they are
assessing vehicles, they came tothe conclusion that a vehicle
would have to improve on average10% a year in order to keep the
(09:29):
same ranking year after year intheir surveys.
That, not improving not beingthe same, it had to improve by
10% to keep the ranking 10%.
So this is not a surprise.
This is happening and theyexpect a bunch of different
(09:50):
battery chemistries fordifferent vehicles and
applications, more of thelithium iron batteries for less
expensive cars and less rangethese for the big ones.
Cadillac has introduced theEscalade IQ, a big electric SUV.
My impressions are.
Next, you are listening to theTech Mobility Show.
Speaker 1 (10:13):
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Speaker 2 (10:43):
Social media is the main place to be these days, and
we are no exception.
I'm Ken Chester of the TechMobility Show.
If you enjoy my program, thenyou will also enjoy my weekly
Facebook videos, from my latestvehicle reviews to timely
commentary of a variety ofmobility and technology-related
topics.
These short features aredesigned to inform and delight
you.
Be sure to watch, like andfollow us on Facebook.
(11:05):
You can find us by typing theTech Mobility Show in the search
bar.
Be sure to subscribe to ourFacebook page.
Social media is the place to bethese days.
We're no exception.
I'm ken chester, the techmobility show.
If you enjoy my program, thenyou will also enjoy my weekly
instagram videos, from thelatest vehicle reviews to timely
(11:27):
commentary on a variety ofmobility and technology related
topics.
These short features aredesigned to inform and delight
you be sure to watch, like andfollow us on Instagram.
You can find us by typing theTech Mobility Show in the search
bar.
For those of you that listen topodcasts, we have just the one
for you.
Hi, I'm Ken Chester.
(11:48):
Tech Mobility Topics is apodcast where I upload
topic-specific videos each week,shorter than a full show.
These bite-sized programs arejust the thing, particularly if
We'll see you next time.
The 345 horsepower CadillacEscalade.
Speaker 1 (12:30):
An.
Speaker 2 (12:30):
Escalade EXT.
Speaker 1 (12:32):
Powerful enough to put everything in its place
Cadillac.
Speaker 2 (12:37):
Breakthrough.
Visit your tri-state Cadillacdealer for this attractive offer
See dealer for residencyrestrictions.
You know what kills me.
That's from 2004.
2004.
21 years ago, and you heard 345horsepower and I want you to
remember that number because Ican tell you right now, the
(12:59):
vehicle we're about to talkabout also a Cadillac produces
horsepower double that numberand doesn't need gasoline to do
it.
It rides on 24-inch tires,weighs approximately 9,000
pounds and is some 33% heavierthan the gasoline-powered
(13:21):
version.
It has crazy big horsepower andcan travel up to 450 miles
between charges, and that is EPAcertified.
You will not fail to noticethis one when you see it on the
highway.
It is the Cadillac Escalade IQ,the nameplate's first fully
electric SUV, manufactured atGM's redesigned Hamtramck plant
(13:45):
in Detroit, now known as FactoryZero.
But as always, I'm getting aheadof myself here, so let's take a
step back in time.
It was the mid-1990s and thetruck and SUV craze was getting
started in earnest, and at thetime, cadillac told the world
that it had no intention offielding a truck or an SUV model
(14:06):
.
I remember that distinctly.
The standard of the worldbelieved at the time that its
storied lineup of cars would bemore than enough to satisfy the
demands of the luxury market inwhich it competed.
Unfortunately, for Cadillac,this would prove to be a grave
error.
Bolstered by the runawaysuccess of the Chevrolet Tahoe,
(14:27):
a shortened version of itsfull-size Suburban SUV, cadillac
changed course and introducedthe Escalade SUV in 1999.
Sharing the same underlyingplatform as the Chevy Suburban,
tahoe and GMC Yukon and Yukon XL, it went into production some
10 months after it was approved.
If you know anything about theauto industry, that is lightning
(14:50):
, fast Lightning with the key onthe lightning.
That is killer fast.
Cadillac would go on tointroduce several more
body-on-frame truck-based modelsunder the Escalade banner the
EXT, based on the ChevyAvalanche, and the ESV, based on
the Chevy Suburban, gmc YukonXL.
(15:11):
It proved to be the right moveand Cadillac would even develop
a performance version called theEscalade V, billed as the
largest performance SUV in theAmerican market, with a 0-60
time of get this now, all ofthat vehicle 4.4 seconds.
And that was three years ago,in 2022.
This brings us to the EscaladeIQ.
(15:34):
Production of the new Cadillacstarted in 2024.
The model is designated as a2025 for the 2025 model year,
offered in four models.
The new Cadillac EV is thefirst Escalade that is not built
exclusively at the automakersArlington Texas manufacturing
facility, which up till now, wasthe sole source for all GM's
(15:56):
full-size SUVs that was based onthat platform.
The iQ is considered to be areimagination of the luxury
full-size SUV experience,brimming with iconic design, the
highest level of craftsmanshipand the latest automotive
technology.
To say that the Escalade iQ isa tour de force for the
automaker would be anunderstatement.
(16:18):
Cadillac this Cadillac ismaking its own place in the
automotive market and trust mewhen I tell you there isn't
anything quite like it for salein America today.
It's tall stands, about 76inches high, and the standard
exterior running boards areneeded and appreciated for entry
and exit into the passengercabin.
(16:38):
Power for the cadillac ev isprovided by dual ultium drive
electric motors.
The drive power to all fourwheels and deliver get this now
a staggering 750 horsepower and785 foot pounds of torque in its
velocity max mode.
And here's where I wrote in alittle editor's note, just for
context, the Dodge ChargerHellcat, which was a
(17:00):
gasoline-powered oh my godly.
Model, was powered by a 6.4turbocharged V8, and it only
produced 707 horsepower, andthat sucker was, oh my god, fast
.
I remember driving one.
Despite its heft, cadillacadvertises an equally impressive
(17:23):
460 miles of range.
460 miles of range for avehicle that weighs four and a
half tons, let that sink in aminute.
I said four and a half tons iswhat it weighs and it will
deliver 460 miles betweencharges, and that's slightly
(17:48):
more than the Chevy Silverado EV.
Handling and control.
The vehicle is further enhancedby a continuously variable
actuator at the rear wheels thatturns up to 10 degrees.
Cargo capacity is an impressive119.2 cubic feet, with the
second and third row seatsfolded.
Equally impressive, as with thegasoline-powered Escalade ESV,
(18:10):
is that you still have over 20cubic feet of cargo space behind
a third row of seating withoutcompromising passenger comfort.
Towing capacity comes in at8,000 pounds.
This thing will tow four tons.
It weighs four and a half.
It will tow another four,meaning that you will be rolling
(18:33):
fully loaded.
You will be rolling 10 tons.
Think about that for a minute.
Darn near 10 tons.
Here's what I liked about theSUV.
Make no mistake, the EscaladeIQ experience is a must.
It's like traveling in firstclass on your favorite
international airline, and itdoesn't matter If you're in the
first, second or third row.
(18:54):
You will have an experiencethat is tough to match.
The optional executive seatingpackage is a must for this
vehicle and I would considerthat $7,500 to be money well
spent.
The IQ starts with groundclearance of almost 7 inches,
but you can adjust vehicleheight to make loading more
convenient.
Underway I found the Cadillac IQwas mannerable, quiet,
(19:17):
responsive and, dare I say this,even graceful at speed.
An over-the-top view of theroad and proven suspension
hardware inspires confidencefrom behind the wheel.
Here's what I didn't like aboutthe vehicle.
Now, while I do understand, atthis six-figure price point, all
things are relevant, but reallycharging almost $6,000 for a
(19:42):
special exterior paint Six grandYikes.
And while I did appreciate therunning boards trust me I did I
would really have appreciatedsome hand grips for us older
folks.
At all four doors, I found thatthe access to the third row
seating area was overlycomplicated and honestly, at 76
(20:03):
inches tall and 4.5 tons ofvehicle weight, I'm not going to
be driving this in any weatherthat threatens to drop more than
3 to 4 inches of snow.
Getting this beast stuck wouldbe expensive for sure, not to
mention if you manage to damageeither the tires or the rims.
I'm pretty sure they won't bein stock.
So here's the bottom line.
(20:23):
Despite its six-figure price,cadillac says that this model is
drawing younger buyers to thebrand and driving the Cadillac
Escalade.
Iq is, for sure, anaspirational experience once
again.
I-q is, for sure, anaspirational experience once
again.
The base manufacturer projectedretail price for the 2025
(20:48):
Cadillac I-Q SUV starts from$130,090.
Destination charges add $2,290.
This thing had way more luxurythan I have time to talk about,
and standing alone it don't lookstrange, but you park it next
to something, you see how big itis.
Oh my goodness, they are makingbutter out of thin air.
We tell you how.
(21:08):
This is the Tech Mobility Show.
Do you listen to podcasts?
Seems that most people do.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
If you missed any of our weeklyepisodes on the radio, our
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You can find the Tech MobilityPodcast just about anywhere.
(21:29):
You can enjoy podcasts.
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Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
(21:52):
Several times a week, I post toTikTok several of the topics
that I cover on my weekly radioshow.
It's another way to keep up onmobility, technology news and
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I've built quite a library ofshort videos for your viewing
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That's the Tech Mobility Showon TikTok.
Check it out.
The company is called Saver andthey make what they call
(22:20):
cow-free butter using carbondioxide from industrial
emissions and hydrogen fromwater to create edible fats.
In other words, turning air andwater into butter.
Yikes.
This effort has some seriousramifications for the food
industry, and this is topic B.
Let me start here.
(22:41):
Y'all know how I feel about mycoffee.
Let me tell you how I feelabout my butter.
When I was growing up, mom anddad there was five of us and
they really couldn't affordregular creamery butter, so they
bought the imposter stuff, themargarine, imperial.
Margarine Ate so much imperial.
(23:01):
When I got married I banishedit from my house.
Having butter was a I don'tknow was a treat.
So for the last 40 years in myhouse it's been butter or else I
don't do.
I can't believe it's not butter, no butter.
Okay, butter from cows that'show I like my butter, lightly
salted, because you know butterwithout salt, why Just don't get
(23:26):
it?
But let me talk about this.
This definitely has someramifications here.
Now the process they developedfor manufacturing one of the
most essential ingredients inthe human diet fat.
They're doing it using nobiological inputs at all.
But here's something that willblow your mind.
(23:48):
Unlike companies growinggenetically engineered
cultivated meats, savor reliessolely on an ancient natural
process.
I bet that threw you just then,didn't it?
You said what An ancientnatural process.
I'll explain it in a minute.
If it takes off, savor couldshift how the food industry
(24:10):
approaches not just butter butthe entire supply chain behind
edible fats in a worldincreasingly strained by land
usage and climate instability.
Their first product that theydeveloped after starting this
business in 2022 was ananimal-free, plant-free butter
(24:31):
that mimics the same taste,texture, melting point and
mouthfeel of dairy fat.
It makes the same taste,texture, melting point and
mouthfeel of dairy fat, and theyshared it with some
Michelin-starred restaurants andthey got some feedback.
And the funny thing of thefeedback is they said we just
want something that equates toregular garden-variety butter.
(24:55):
But again, as usual, I'm gettingahead of myself, so let me back
up.
As I told you, I'd explain howancient process For real, though
, so let me take you way back.
Three and a half billion yearsago, deep beneath the turbulent
sunlight, absent ocean, savor'sprocess happened.
Naturally, heated,hydrogen-rich water surged
(25:16):
through hydrothermal vents andmixed with carbon dioxide,
believe it or not, forming fattyacids.
These are the building blocksof life, and they bet that this
process will support it wellinto the future.
This team performs a chemicalprocess similar to that
(25:37):
primordial chemistry instead ofcapturing industrial carbon
dioxide emissions, merging themwith hydrogen from water to
synthesize fat molecules.
Boy, is there anything youcan't do with water?
You can make fuel from waterNow.
You can make fat from water.
Fuel from water, now you canmake fat from water.
(25:57):
And the irony she's usingsomething that is a waste gas, a
greenhouse gas, something we'retrying to reduce the use of,
and she's pulling that out ofout of the atmosphere to put it
into this and make it somethingthat is good for you, something
(26:18):
that is beneficial.
In today's agricultural system,different fats require entirely
different crops or animals,truly, but Savor's system allows
them to shift fat profiles witha change in processing
conditions, not supply chains.
Can you imagine, literally,designer butter Designer fats
and conditions, not supplychains?
Can you imagine, literally,designer butter designer fats
(26:39):
that you can design now with theattributes you want?
You don't have to worry aboutanimals or picking your farm or
making sure of the diet.
None of that matters nowbecause you're not using it.
What will this do to the dairyindustry?
What will this do to thecreamery industry, the butter
industry, if this thing catcheson?
(27:00):
And obviously no.
They're not in a position wherethey're going to be scaling up
and putting anybody out ofbusiness in the next three, five
, maybe 10 years, but as theyget better at it and they get
more efficient, could 15 to 20years out.
We'd be looking at adoption ofthe non-cow butter, non-edible
(27:22):
fats that don't come fromanimals.
Hmm, that's a thought for you.
Once savor produces fatty acids,through the thermochemical
process they convert them intousable fats and oils.
This involves blending andtempering the molecules in the
chemical structures that behavelike the fats we know and love,
(27:43):
whether it's the soft richnessof milk fat, the firmness of
tallow or the mouth-meltingquality of butter.
I'm just my mind is reeling Ifyou could go manipulate all
these industries and you don'tneed all this stuff and all
(28:03):
their current inputs becomeobsolete, particularly if they
can get the price down.
Because nowhere in this articledoes it talk about what it
costs a pound, which I'm verysure ain't nowhere near butter,
even though butter is stillabout $5 a pound.
It's probably many times thatat this point.
But this ability that they'retalking about to fine tune the
(28:25):
composition allows savor toachieve a specific taste,
texture, behavior and culinaryfunction, and they describe
dairy fat as a spectrum.
Each product is distinguishable, with its own flavor profiles,
textures and best use cases.
Wow, wow, wow.
(28:45):
What restaurants want is agarden variety butter that
doesn't use the animal inputs.
Boy, what would that do forthose folks that are vegan?
If you have a butter that usesno animal inputs, how does that
change how you eat?
(29:06):
Wow, particularly if they canengineer it with certain
attributes to fine-tune it for avegetarian diet, a vegan diet
or any sort of special diet.
Wow.
And what about if you'relactose intolerant?
Now, with this not an issue, itopens up a whole new world.
(29:29):
But, more importantly, as itdoes that, what does it do for
the dairy farm, for the farmerout there, for the crops that
they grow, to feed it to thelivestock?
What happens to that out therein the future?
Today, savor produces fats fromits 25,000-square-foot pilot
(29:51):
facility and it's close to me,bavaria, illinois.
By mid-2025, they expect to beproducing 100 kilograms of fat
per week at what it calls itsend-to-end fat production
facility.
What they're looking at rightnow is that they plan to enter
the market through limitedchannels, such as specific
restaurant menus and consumerpackaged goods brands.
(30:12):
Think snack bars, chocolates,cookies, products made at large
volumes.
Think about this If they canengineer out the bad stuff and
engineering the good stuff forthe packaged foods that we eat,
I mean the possibilities of gamechanger are endless with this,
(30:34):
particularly as they get betterat engineering in and out.
Engineering in good attributes,engineering out bad attributes,
literally dialing it in the waythey want it.
Yikes, I don't know.
I don't know.
It just goes on and on and Icould hardly wait.
I would love to try this, butuntil I will be a skeptic though
(30:55):
, because I love my butter, mycow-produced butter.
College researchers are askingfolks to report roadkill.
The result is that it may helpboth people and wildlife.
We are the Tech Mobility Show.
To learn more about the TechMobility Show, start by visiting
(31:16):
our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
Start by visiting our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
The website is a treasure troveof information about me and the
show, as well as where to findit on the radio across the
country.
Keep up with the happenings ofthe Tech Mobility Show by
visiting techmobilityshow.
That's techmobilityshow.
You can also drop us a line attalk at techmobility dot show.
(31:40):
Did you know that TechMobilityhas a YouTube channel?
Hi, I'm Ken Chester, host ofthe TechMobility show.
Each week, I upload a few shortvideos of some of the hot
topics that I cover during myweekly radio program.
I've designed these videos tobe informative and entertaining.
It's another way to keep up oncurrent mobility and technology
(32:03):
news and information.
Be sure to watch, like andsubscribe to my channel.
That's the Tech Mobility Showon YouTube.
Check it out.
Speaker 1 (32:13):
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platforms for meetings, webinarsand staying connected?
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With AONmeetings, you caneffortlessly communicate with
clients, host virtual meetingsand webinars and stay in touch
with family and friends all inone place and for one price.
Here's the best part you canenjoy a 30-day free trial.
(32:34):
It's time to simplify your lifeand boost your productivity.
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Speaker 2 (32:46):
Social media is the place to be these days, and
we're no exception.
I'm Ken Chester of the TechMobility Show.
If you enjoy my program, thenyou will also enjoy my weekly
Instagram videos, from thelatest vehicle reviews to timely
commentary on a variety ofmobility and technology-related
topics.
These short features aredesigned to inform and delight
you.
Be sure to watch, like andfollow us on Instagram.
(33:07):
You can find us by typing theTech Mobility Show in the search
bar.
Researchers at the University ofRhode Island are asking its
state residents to help themcount roadkill.
While that ask may seem odd,they are reassuring those that
(33:31):
ask that it could make roadssafer for drivers as well as
wildlife.
This is Topic C.
Here I come with the contextagain, because it's important
for you to know how this fits.
Each year in the United States,wildlife collisions result in
approximately 200 human deaths,26,000 injuries and a cost of
over $8 billion, according tothe US Department of
(33:53):
Transportation's WildlifeCrossings Program.
But beyond the numbers is thedeeper question of how
infrastructure disrupts thenatural movement of wildlife.
I can tell you personalexperience today, this morning
coming home up a road, four-lanedivided highway with a median
strip that had vegetation in itflat ground, no hills, no trees
(34:18):
far as the eye could see and at72 miles an hour up comes, out
of the median strip, a deer.
Needless to say, I had to standon the brakes.
The deer lived.
I didn't hit it, but yeah,could be something like that.
And those deer.
Car collisions, those dearmotorcycle collisions, yeah,
(34:41):
every now and then there areinjuries and occasionally a
fatality.
Fact about 15, 20 years agothere was even a piece where I
grew up, where a baby moose andthey're not moose, they're not
known for being in that part ofMassachusetts where I grew up
and they're not most, they'renot known for being in that part
of Massachusetts where I grewup Came through a woman's
windshield In town, yikes.
(35:03):
Or there was the night here inIowa.
I'm coming home from work anddowntown in a suburb downtown,
not in the woods walking downthe middle of the street, three
deer.
So this is a real thing.
So what are they talking about?
What's going on here?
Well, much the same way, and wereported on this a wildlife
(35:25):
crossing in California across US101.
What they want to look at isthe hot spots where these
animals are most likely to bekilled, how infrastructure and
vegetation enters into that atthat place and what can they do
in modifications, if any, toguide the wildlife away from
(35:48):
those situations?
To either cross through aculvert or under a bridge, in
other words, prevent the meetingof vehicles with wildlife.
That's what they're trying toget away from and hence why
they're recording this, becausethey want to map it out.
They said that Rhode Island,which I've only been to several
times in my life, is one of themost dense populated states,
(36:10):
second only, I'm guessing,probably Delaware in the United
States, and you've got animalstrying to transverse, both rural
and country, urban and suburban, ex-urban, where the growth of
people and company and things,and roads and traffic and all of
this they're trying to getthrough and, according to the
researchers, really they're onlylooking for one of two things
(36:31):
either dinner or a mate, whichis why they're on the move.
I can understand that In thecase of Rhode Island, rhode
Islanders can report roadkillsightings with a two-question
survey available online bysimply pointing your smartphone
at a QR code.
The survey allows the membersof the public to share their
location with permission and aphoto to help researchers.
(36:53):
What the researchers want to dois crunch survey data to
identify roadkill hotspots,potential locations for safe
passages such as culverts,underpasses or span bridges
which could reduce collisions,because they want a win-win here
Less wildlife getting run over,hit or killed means less damage
(37:14):
and less injuries to humandrivers and fellow passengers
hitting stuff or things.
So I mean this is not justRhode Island, but this is
nationwide.
They're looking at ways, notbecause people are so warm and
fuzzy all by themselves forwildlife, which it doesn't hurt,
but they're looking at the realtoll, both in property damage
(37:37):
and human life and injuries andmoney, which I just read is big
money and that's per year.
Per year, $8 billion per year.
Yeah, so we've got a saying herein Iowa that DOT likes to use
(37:57):
and they say don't veer for deer.
What they're trying to tell youis that if you veer, you might
veer into oncoming traffic andactually make it worse by either
hitting the car next to you oran oncoming vehicle and
everybody gets hurt.
Better to take the deer out.
My question for the Iowa DOT isokay, who's going to pay to fix
my vehicle when I hit the deer?
(38:18):
Just asking.
You say, don't fear, okay, Ihit it, or it hits me because
I've been hit by a deer about oh, almost 10 years ago now.
It was the scariest experienceever.
Don't know if the deer lived ordied, though Still don't know.
After he hit, rolled over thecar, kicked out the sensors in
(38:39):
the rear bumper.
I stopped, freaked out, lookedup the hill.
He looked back at me, got up,shook himself once, bounced once
and was gone and I couldn'tfind him.
I went looking, thought hemight've bled out in the forest.
I'll never know.
That's what they're trying toprevent.
That one deer did a lot ofdamage to that little Lincoln I
(39:00):
had, brand new Lincoln.
Took out the side view mirror,dented the front fender, went up
over the hood, up over thewindshield, down the back and
kicked out the rear sensors.
And oh, by the way, when he hitbecause he came up out of a
wash, hit me from the side.
He also damaged the driver'sside and passenger side,
(39:22):
driver's front and driver's reardoors on the left side.
Oh yeah, we were fine.
We didn't hit anything.
The car was not fine.
It was drivable but not fine,and to this day don't know if
the deer was fine or not.
He was a buck deer and it wasduring rut season.
I will admit to both of those.
(39:44):
So the researchers in RhodeIsland?
They want to roll this outacross all of New England, but
they're starting in Rhode Islandin an attempt to get their
hands around the problem.
See if they can't reduce it,see if there are cost-effective
ways to making roadways saferfor both drivers and wildlife
the drivers trying to drive itand the wildlife trying to cross
it.
(40:04):
Because I'm telling you youdon't want to see what's left
when a deer gets hit by a truckat 75 miles an hour.
It's ugly and, depending on theseason, at least here in Iowa,
lots of raccoons, occasionallyother stuff, mainly raccoons and
deer.
If you're down in Arkansas, itwould be.
(40:26):
Let's see.
I'm trying to think, oh,armadillos, you see a lot of
dead armadillos in the road thatget hit by cars.
Everybody wants safetransportation and that's all
this really is, and it's justinteresting that they're taking
this approach.
We'll see how successful theyare and if doing this helps to
(40:47):
mitigate any of this, because Idon't know how much money
they'll need to put with it Ifthey identify it and they need
to spend some money.
Where's that funding comingfrom?
And you know what kind oftimeline are you looking at?
Because California did one andit was many hundreds of
thousands of dollars for the onethey were building as a
wildlife passage.
We reported on that, I believe,last year.
Rhode Island's not there yet.
(41:10):
They're still assessing theproblem and they're looking at
the whole state as opposed toCalifornia.
They were just looking at thatone stretch or one-on-one.
Oh well, nationwide problem,local solutions.
We can only hope so.
Good luck to them and we'll seewhat we find out.
We'll keep you apprised of whatthey learned, thank you.
Welcome to the Tech Mobility Podcast.
Speaker 2 (00:10):
I'm Ken Chester On the docket my impressions and
review of the all-new CadillacEscalade IQ making butter
without a cow and reportingroadkill to save lives.
To join the conversation, be itto ask a cow and reporting
roadkill to save lives.
To join the conversation, be itto ask a question, share an
opinion or even to suggest atopic for future discussion.
(00:32):
Call or text the TechMobilityhotline, that number,
872-222-9793, or you can emailthe show directly.
Talk at techmobilityshow.
For those of you that supportSubstack, you can find me there
too as a proud member of theIowa Writers Collaborative and
(00:56):
that's KENCIOA.
So that is K-E-N.
The letter C-I-O-W-A.
You can find me there, theletter C-I-O-W-A.
You can find me there From theTechMobility News Desk.
This is something that regularlisteners know.
I told you what happened.
I told you this would happenand it's happening just the way
(01:21):
I told you it would happen.
So some context and somebackground.
I had told you that whentraditional automakers start
ramping up manufacturing oftheir whole EV supply chain,
which basically is totallydifferent from the one they're
using for internal combustionengines there's no engines,
there's no transmissions and allthe parts that go into those
(01:43):
out, done, gone they got tobuild a whole new one based on
batteries and all the componentparts and battery management
systems and all the rawmaterials that go into that.
So they were building batterymanufacturing plants from
scratch.
Gm had agreed to build five andfor a while every automaker was
(02:03):
either teaming up or goingalone.
But they were building theseplants.
Consider each one of thosebattery plants like building an
engine plant Both would propelthe vehicle.
In GM's case, gm recentlyannounced that they had
developed a new battery cellintended for pickups and SUVs by
2028.
(02:23):
Not news, not surprising.
We talked about Toyota, probablyabout six months a year ago.
We talked about how Toyota wasdeveloping battery technology
and what mile markers they wereplanning to achieve in terms of
by next year, if they're stillon track, Toyota would be
(02:45):
developing or have developed abattery, an EV battery with a
range of 600 miles.
And if you're a long timelistener, you might recall way
back in our early days we talkedabout a couple of researchers
in England that reimagined abattery pack for a Tesla Model S
(03:06):
and they came up with between600 to 800 miles worth of range.
And that was six, seven yearsago.
The two biggest challenges theautomakers are looking at of
many when it comes to EVs costof the battery, availability of
materials, dependability,reliability, forever and a day
(03:26):
they don't want it to ever break.
So they're going to try it atextreme heat, extreme cold.
They're going to take itthrough the ringer and make sure
that even after all of that,they can build it each one
consistently, job after jobafter job, at a level of quality
they deemed acceptable to beput on a vehicle and offered for
sale.
In this case, gm developed anew battery cell with joint
(03:51):
venture partner LG EnergySolution that will, surprise,
bring down costs on mainstreamelectric vehicles without
compromising on range.
Again, I told you that wouldhappen, that they would figure
out a way to get the cost downget away from rare earth
materials, get range up or, inthis case, get a smaller battery
(04:16):
which gives you the same rangebut a smaller footprint, using
fewer materials.
In this case, again, differentbattery chemistry.
The cell is called a lithium,manganese rich or LMR battery
and they expect this to be onthe market by 2028, starting
with pickups and full-size SUVs.
(04:37):
Now let me stop right here.
Unlike you, get up one day youdecide you want to go to the
store.
You decide you want to buysomething.
The automaker's got a planthree to five years in advance
for GM to tell you it will be onthe market by 2028.
They've already let thecontracts for the tooling, for
the materials, for everythingthey need to build this.
(04:59):
They've already let thecontracts, they've already
approved the budgets.
They're in the process ofgetting it pulled together.
Plus, there is an exhaustivetesting.
When these first new batteriescome off the line, probably in
about nine months to a year,they will put them into the
mules or the sample vehiclesthat they're going to use and
(05:19):
they're going to beat them.
They're going to thrash them,they're going to abuse them,
submit them to water, salt water, extreme cold, extreme heat,
miles after miles after miles,cycle cycle cycle, vibration,
everything To find out that,okay, the new battery chemistry,
the new way that we are puttingthese together, are robust
(05:43):
enough to go on sale Anythingthey find.
Between now and then they'llmake changes and there'll be a
lot of changes.
That is how the auto industryworks.
You don't realize it becauseyou're at the end of it.
You're at the end of all thatdevelopment, all that processing
, all getting that approved.
Oh yeah, and, by the way, theygot to crash test these with the
batteries in them, make surethey don't leak or catch fire or
(06:05):
have thermal runaway.
All of that will be done beforeyou see the first 2028
full-size EV with this batterypack in it.
All that will have been done.
Part of it's required byfederal law, but all of it will
be done.
This will also be the firstcommercial application of what
(06:26):
they call prismatic EV batterycells by Ultium Cells LLC, the
company's joint venture.
Let me give you a little.
We're going to go to school fora minute.
Gm's current generation EVs arepowered by what they call a
pouch style-ion battery, withcathodes that are made from
nickel, manganese, cobalt andaluminum.
(06:47):
Nickel, manganese, cobalt Gee,rare earths, expensive.
They need to get that down.
Gm said the LMR sales arecheaper because manganese costs
less than nickel and cobalt andbecause prismatic cells are more
efficient and simpler toassemble.
Three words simpler to assemble, lower cost of manufacturing,
(07:10):
fewer materials used, lower costper unit.
That's where the automakersexcel at wringing out cost.
It unlocks the premium rangeand performance at an affordable
cost.
It's a game-changing batteryfor electric trucks.
That was Kurt Kelty, gm's VP ofBattery Propulsion and
(07:31):
Sustainability, and he wastalking to reporters at the
Automakers Global TechnicalCenter at Warren, michigan.
We believe we can deliver morethan 400 miles of range in a
single charge in a truck whilesignificantly reducing our
battery costs.
Hold up right now, this minute.
Chevy Silverado EV EPAcertified at 450 right now, and
(07:57):
I also told you, if you've got along memory, that I expect the
de facto base will be 500 miles.
I think that all but thecheapest vehicles will have a
range of at least 500 miles.
I think that is what theindustry needs to be.
Gm is there with a truck at 450, a heavy truck 450, right now
(08:22):
it will not be reached andthey're changing battery
chemistries and they're going toachieve this with a smaller,
more dense, more effective,efficient battery, meaning that
they will get battery costs down, which also means they will get
weight down.
And that is a fortuitous cycleas they get better with battery
(08:43):
chemistries and they get theweight of the batteries down.
A vehicle that weighs less goesfurther, which allows them to
further reduce the size of thebattery and the materials going
in it, which means the cost toproduce the vehicle grows less.
It gives them an opportunity torecapture the investment they
(09:05):
made and it also makes sure thatthe consumer gets a better deal
, better value.
That's what's going on here?
Excuse me.
It was said some years ago inconsumer reports, when they are
assessing vehicles, they came tothe conclusion that a vehicle
would have to improve on average10% a year in order to keep the
(09:29):
same ranking year after year intheir surveys.
That, not improving not beingthe same, it had to improve by
10% to keep the ranking 10%.
So this is not a surprise.
This is happening and theyexpect a bunch of different
(09:50):
battery chemistries fordifferent vehicles and
applications, more of thelithium iron batteries for less
expensive cars and less rangethese for the big ones.
Cadillac has introduced theEscalade IQ, a big electric SUV.
My impressions are.
Next, you are listening to theTech Mobility Show.
Speaker 1 (10:13):
Are you tired of juggling multiple apps and
platforms for meetings, webinarsand staying connected?
Look no further thanAONmeetingscom, the all-in-one
browser-based platform that doesit all.
With AONmeetings, you caneffortlessly communicate with
clients, host virtual meetingsand webinars and stay in touch
with family and friends all inone place and for one price.
Here's the best part you canendure a 30-day free trial.
(10:33):
It's time to simplify your lifeand boost your productivity.
Aonmeetingscom, whereinnovation meets connection.
Get started today andrevolutionize the way you
communicate.
Speaker 2 (10:43):
Social media is the main place to be these days, and
we are no exception.
I'm Ken Chester of the TechMobility Show.
If you enjoy my program, thenyou will also enjoy my weekly
Facebook videos, from my latestvehicle reviews to timely
commentary of a variety ofmobility and technology-related
topics.
These short features aredesigned to inform and delight
you.
Be sure to watch, like andfollow us on Facebook.
(11:05):
You can find us by typing theTech Mobility Show in the search
bar.
Be sure to subscribe to ourFacebook page.
Social media is the place to bethese days.
We're no exception.
I'm ken chester, the techmobility show.
If you enjoy my program, thenyou will also enjoy my weekly
instagram videos, from thelatest vehicle reviews to timely
(11:27):
commentary on a variety ofmobility and technology related
topics.
These short features aredesigned to inform and delight
you be sure to watch, like andfollow us on Instagram.
You can find us by typing theTech Mobility Show in the search
bar.
For those of you that listen topodcasts, we have just the one
for you.
Hi, I'm Ken Chester.
(11:48):
Tech Mobility Topics is apodcast where I upload
topic-specific videos each week,shorter than a full show.
These bite-sized programs arejust the thing, particularly if
We'll see you next time.
The 345 horsepower CadillacEscalade.
Speaker 1 (12:30):
An.
Speaker 2 (12:30):
Escalade EXT.
Speaker 1 (12:32):
Powerful enough to put everything in its place
Cadillac.
Speaker 2 (12:37):
Breakthrough.
Visit your tri-state Cadillacdealer for this attractive offer
See dealer for residencyrestrictions.
You know what kills me.
That's from 2004.
2004.
21 years ago, and you heard 345horsepower and I want you to
remember that number because Ican tell you right now, the
(12:59):
vehicle we're about to talkabout also a Cadillac produces
horsepower double that numberand doesn't need gasoline to do
it.
It rides on 24-inch tires,weighs approximately 9,000
pounds and is some 33% heavierthan the gasoline-powered
(13:21):
version.
It has crazy big horsepower andcan travel up to 450 miles
between charges, and that is EPAcertified.
You will not fail to noticethis one when you see it on the
highway.
It is the Cadillac Escalade IQ,the nameplate's first fully
electric SUV, manufactured atGM's redesigned Hamtramck plant
(13:45):
in Detroit, now known as FactoryZero.
But as always, I'm getting aheadof myself here, so let's take a
step back in time.
It was the mid-1990s and thetruck and SUV craze was getting
started in earnest, and at thetime, cadillac told the world
that it had no intention offielding a truck or an SUV model
(14:06):
.
I remember that distinctly.
The standard of the worldbelieved at the time that its
storied lineup of cars would bemore than enough to satisfy the
demands of the luxury market inwhich it competed.
Unfortunately, for Cadillac,this would prove to be a grave
error.
Bolstered by the runawaysuccess of the Chevrolet Tahoe,
(14:27):
a shortened version of itsfull-size Suburban SUV, cadillac
changed course and introducedthe Escalade SUV in 1999.
Sharing the same underlyingplatform as the Chevy Suburban,
tahoe and GMC Yukon and Yukon XL, it went into production some
10 months after it was approved.
If you know anything about theauto industry, that is lightning
(14:50):
, fast Lightning with the key onthe lightning.
That is killer fast.
Cadillac would go on tointroduce several more
body-on-frame truck-based modelsunder the Escalade banner the
EXT, based on the ChevyAvalanche, and the ESV, based on
the Chevy Suburban, gmc YukonXL.
(15:11):
It proved to be the right moveand Cadillac would even develop
a performance version called theEscalade V, billed as the
largest performance SUV in theAmerican market, with a 0-60
time of get this now, all ofthat vehicle 4.4 seconds.
And that was three years ago,in 2022.
This brings us to the EscaladeIQ.
(15:34):
Production of the new Cadillacstarted in 2024.
The model is designated as a2025 for the 2025 model year,
offered in four models.
The new Cadillac EV is thefirst Escalade that is not built
exclusively at the automakersArlington Texas manufacturing
facility, which up till now, wasthe sole source for all GM's
(15:56):
full-size SUVs that was based onthat platform.
The iQ is considered to be areimagination of the luxury
full-size SUV experience,brimming with iconic design, the
highest level of craftsmanshipand the latest automotive
technology.
To say that the Escalade iQ isa tour de force for the
automaker would be anunderstatement.
(16:18):
Cadillac this Cadillac ismaking its own place in the
automotive market and trust mewhen I tell you there isn't
anything quite like it for salein America today.
It's tall stands, about 76inches high, and the standard
exterior running boards areneeded and appreciated for entry
and exit into the passengercabin.
(16:38):
Power for the cadillac ev isprovided by dual ultium drive
electric motors.
The drive power to all fourwheels and deliver get this now
a staggering 750 horsepower and785 foot pounds of torque in its
velocity max mode.
And here's where I wrote in alittle editor's note, just for
context, the Dodge ChargerHellcat, which was a
(17:00):
gasoline-powered oh my godly.
Model, was powered by a 6.4turbocharged V8, and it only
produced 707 horsepower, andthat sucker was, oh my god, fast
.
I remember driving one.
Despite its heft, cadillacadvertises an equally impressive
(17:23):
460 miles of range.
460 miles of range for avehicle that weighs four and a
half tons, let that sink in aminute.
I said four and a half tons iswhat it weighs and it will
deliver 460 miles betweencharges, and that's slightly
(17:48):
more than the Chevy Silverado EV.
Handling and control.
The vehicle is further enhancedby a continuously variable
actuator at the rear wheels thatturns up to 10 degrees.
Cargo capacity is an impressive119.2 cubic feet, with the
second and third row seatsfolded.
Equally impressive, as with thegasoline-powered Escalade ESV,
(18:10):
is that you still have over 20cubic feet of cargo space behind
a third row of seating withoutcompromising passenger comfort.
Towing capacity comes in at8,000 pounds.
This thing will tow four tons.
It weighs four and a half.
It will tow another four,meaning that you will be rolling
(18:33):
fully loaded.
You will be rolling 10 tons.
Think about that for a minute.
Darn near 10 tons.
Here's what I liked about theSUV.
Make no mistake, the EscaladeIQ experience is a must.
It's like traveling in firstclass on your favorite
international airline, and itdoesn't matter If you're in the
first, second or third row.
(18:54):
You will have an experiencethat is tough to match.
The optional executive seatingpackage is a must for this
vehicle and I would considerthat $7,500 to be money well
spent.
The IQ starts with groundclearance of almost 7 inches,
but you can adjust vehicleheight to make loading more
convenient.
Underway I found the Cadillac IQwas mannerable, quiet,
(19:17):
responsive and, dare I say this,even graceful at speed.
An over-the-top view of theroad and proven suspension
hardware inspires confidencefrom behind the wheel.
Here's what I didn't like aboutthe vehicle.
Now, while I do understand, atthis six-figure price point, all
things are relevant, but reallycharging almost $6,000 for a
(19:42):
special exterior paint Six grandYikes.
And while I did appreciate therunning boards trust me I did I
would really have appreciatedsome hand grips for us older
folks.
At all four doors, I found thatthe access to the third row
seating area was overlycomplicated and honestly, at 76
(20:03):
inches tall and 4.5 tons ofvehicle weight, I'm not going to
be driving this in any weatherthat threatens to drop more than
3 to 4 inches of snow.
Getting this beast stuck wouldbe expensive for sure, not to
mention if you manage to damageeither the tires or the rims.
I'm pretty sure they won't bein stock.
So here's the bottom line.
(20:23):
Despite its six-figure price,cadillac says that this model is
drawing younger buyers to thebrand and driving the Cadillac
Escalade.
Iq is, for sure, anaspirational experience once
again.
I-q is, for sure, anaspirational experience once
again.
The base manufacturer projectedretail price for the 2025
(20:48):
Cadillac I-Q SUV starts from$130,090.
Destination charges add $2,290.
This thing had way more luxurythan I have time to talk about,
and standing alone it don't lookstrange, but you park it next
to something, you see how big itis.
Oh my goodness, they are makingbutter out of thin air.
We tell you how.
(21:08):
This is the Tech Mobility Show.
Do you listen to podcasts?
Seems that most people do.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
If you missed any of our weeklyepisodes on the radio, our
podcast is a great way to listen.
You can find the Tech MobilityPodcast just about anywhere.
(21:29):
You can enjoy podcasts.
Be sure to follow us from ApplePodcasts, iheart Radio and many
platforms in between.
We are there.
Just enter the Tech MobilityPodcast in the search bar.
Wherever you listen to podcasts, social media, it's the place
to be.
We're no exception.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
(21:52):
Several times a week, I post toTikTok several of the topics
that I cover on my weekly radioshow.
It's another way to keep up onmobility, technology news and
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The company is called Saver andthey make what they call
(22:20):
cow-free butter using carbondioxide from industrial
emissions and hydrogen fromwater to create edible fats.
In other words, turning air andwater into butter.
Yikes.
This effort has some seriousramifications for the food
industry, and this is topic B.
Let me start here.
(22:41):
Y'all know how I feel about mycoffee.
Let me tell you how I feelabout my butter.
When I was growing up, mom anddad there was five of us and
they really couldn't affordregular creamery butter, so they
bought the imposter stuff, themargarine, imperial.
Margarine Ate so much imperial.
(23:01):
When I got married I banishedit from my house.
Having butter was a I don'tknow was a treat.
So for the last 40 years in myhouse it's been butter or else I
don't do.
I can't believe it's not butter, no butter.
Okay, butter from cows that'show I like my butter, lightly
salted, because you know butterwithout salt, why Just don't get
(23:26):
it?
But let me talk about this.
This definitely has someramifications here.
Now the process they developedfor manufacturing one of the
most essential ingredients inthe human diet fat.
They're doing it using nobiological inputs at all.
But here's something that willblow your mind.
(23:48):
Unlike companies growinggenetically engineered
cultivated meats, savor reliessolely on an ancient natural
process.
I bet that threw you just then,didn't it?
You said what An ancientnatural process.
I'll explain it in a minute.
If it takes off, savor couldshift how the food industry
(24:10):
approaches not just butter butthe entire supply chain behind
edible fats in a worldincreasingly strained by land
usage and climate instability.
Their first product that theydeveloped after starting this
business in 2022 was ananimal-free, plant-free butter
(24:31):
that mimics the same taste,texture, melting point and
mouthfeel of dairy fat.
It makes the same taste,texture, melting point and
mouthfeel of dairy fat, and theyshared it with some
Michelin-starred restaurants andthey got some feedback.
And the funny thing of thefeedback is they said we just
want something that equates toregular garden-variety butter.
(24:55):
But again, as usual, I'm gettingahead of myself, so let me back
up.
As I told you, I'd explain howancient process For real, though
, so let me take you way back.
Three and a half billion yearsago, deep beneath the turbulent
sunlight, absent ocean, savor'sprocess happened.
Naturally, heated,hydrogen-rich water surged
(25:16):
through hydrothermal vents andmixed with carbon dioxide,
believe it or not, forming fattyacids.
These are the building blocksof life, and they bet that this
process will support it wellinto the future.
This team performs a chemicalprocess similar to that
(25:37):
primordial chemistry instead ofcapturing industrial carbon
dioxide emissions, merging themwith hydrogen from water to
synthesize fat molecules.
Boy, is there anything youcan't do with water?
You can make fuel from waterNow.
You can make fat from water.
Fuel from water, now you canmake fat from water.
(25:57):
And the irony she's usingsomething that is a waste gas, a
greenhouse gas, something we'retrying to reduce the use of,
and she's pulling that out ofout of the atmosphere to put it
into this and make it somethingthat is good for you, something
(26:18):
that is beneficial.
In today's agricultural system,different fats require entirely
different crops or animals,truly, but Savor's system allows
them to shift fat profiles witha change in processing
conditions, not supply chains.
Can you imagine, literally,designer butter Designer fats
and conditions, not supplychains?
Can you imagine, literally,designer butter designer fats
(26:39):
that you can design now with theattributes you want?
You don't have to worry aboutanimals or picking your farm or
making sure of the diet.
None of that matters nowbecause you're not using it.
What will this do to the dairyindustry?
What will this do to thecreamery industry, the butter
industry, if this thing catcheson?
(27:00):
And obviously no.
They're not in a position wherethey're going to be scaling up
and putting anybody out ofbusiness in the next three, five
, maybe 10 years, but as theyget better at it and they get
more efficient, could 15 to 20years out.
We'd be looking at adoption ofthe non-cow butter, non-edible
(27:22):
fats that don't come fromanimals.
Hmm, that's a thought for you.
Once savor produces fatty acids,through the thermochemical
process they convert them intousable fats and oils.
This involves blending andtempering the molecules in the
chemical structures that behavelike the fats we know and love,
(27:43):
whether it's the soft richnessof milk fat, the firmness of
tallow or the mouth-meltingquality of butter.
I'm just my mind is reeling Ifyou could go manipulate all
these industries and you don'tneed all this stuff and all
(28:03):
their current inputs becomeobsolete, particularly if they
can get the price down.
Because nowhere in this articledoes it talk about what it
costs a pound, which I'm verysure ain't nowhere near butter,
even though butter is stillabout $5 a pound.
It's probably many times thatat this point.
But this ability that they'retalking about to fine tune the
(28:25):
composition allows savor toachieve a specific taste,
texture, behavior and culinaryfunction, and they describe
dairy fat as a spectrum.
Each product is distinguishable, with its own flavor profiles,
textures and best use cases.
Wow, wow, wow.
(28:45):
What restaurants want is agarden variety butter that
doesn't use the animal inputs.
Boy, what would that do forthose folks that are vegan?
If you have a butter that usesno animal inputs, how does that
change how you eat?
(29:06):
Wow, particularly if they canengineer it with certain
attributes to fine-tune it for avegetarian diet, a vegan diet
or any sort of special diet.
Wow.
And what about if you'relactose intolerant?
Now, with this not an issue, itopens up a whole new world.
(29:29):
But, more importantly, as itdoes that, what does it do for
the dairy farm, for the farmerout there, for the crops that
they grow, to feed it to thelivestock?
What happens to that out therein the future?
Today, savor produces fats fromits 25,000-square-foot pilot
(29:51):
facility and it's close to me,bavaria, illinois.
By mid-2025, they expect to beproducing 100 kilograms of fat
per week at what it calls itsend-to-end fat production
facility.
What they're looking at rightnow is that they plan to enter
the market through limitedchannels, such as specific
restaurant menus and consumerpackaged goods brands.
(30:12):
Think snack bars, chocolates,cookies, products made at large
volumes.
Think about this If they canengineer out the bad stuff and
engineering the good stuff forthe packaged foods that we eat,
I mean the possibilities of gamechanger are endless with this,
(30:34):
particularly as they get betterat engineering in and out.
Engineering in good attributes,engineering out bad attributes,
literally dialing it in the waythey want it.
Yikes, I don't know.
I don't know.
It just goes on and on and Icould hardly wait.
I would love to try this, butuntil I will be a skeptic though
(30:55):
, because I love my butter, mycow-produced butter.
College researchers are askingfolks to report roadkill.
The result is that it may helpboth people and wildlife.
We are the Tech Mobility Show.
To learn more about the TechMobility Show, start by visiting
(31:16):
our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
Start by visiting our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
The website is a treasure troveof information about me and the
show, as well as where to findit on the radio across the
country.
Keep up with the happenings ofthe Tech Mobility Show by
visiting techmobilityshow.
That's techmobilityshow.
You can also drop us a line attalk at techmobility dot show.
(31:40):
Did you know that TechMobilityhas a YouTube channel?
Hi, I'm Ken Chester, host ofthe TechMobility show.
Each week, I upload a few shortvideos of some of the hot
topics that I cover during myweekly radio program.
I've designed these videos tobe informative and entertaining.
It's another way to keep up oncurrent mobility and technology
(32:03):
news and information.
Be sure to watch, like andsubscribe to my channel.
That's the Tech Mobility Showon YouTube.
Check it out.
Speaker 1 (32:13):
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platforms for meetings, webinarsand staying connected?
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If you enjoy my program, thenyou will also enjoy my weekly
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Researchers at the University ofRhode Island are asking its
state residents to help themcount roadkill.
While that ask may seem odd,they are reassuring those that
(33:31):
ask that it could make roadssafer for drivers as well as
wildlife.
This is Topic C.
Here I come with the contextagain, because it's important
for you to know how this fits.
Each year in the United States,wildlife collisions result in
approximately 200 human deaths,26,000 injuries and a cost of
over $8 billion, according tothe US Department of
(33:53):
Transportation's WildlifeCrossings Program.
But beyond the numbers is thedeeper question of how
infrastructure disrupts thenatural movement of wildlife.
I can tell you personalexperience today, this morning
coming home up a road, four-lanedivided highway with a median
strip that had vegetation in itflat ground, no hills, no trees
(34:18):
far as the eye could see and at72 miles an hour up comes, out
of the median strip, a deer.
Needless to say, I had to standon the brakes.
The deer lived.
I didn't hit it, but yeah,could be something like that.
And those deer.
Car collisions, those dearmotorcycle collisions, yeah,
(34:41):
every now and then there areinjuries and occasionally a
fatality.
Fact about 15, 20 years agothere was even a piece where I
grew up, where a baby moose andthey're not moose, they're not
known for being in that part ofMassachusetts where I grew up
and they're not most, they'renot known for being in that part
of Massachusetts where I grewup Came through a woman's
windshield In town, yikes.
(35:03):
Or there was the night here inIowa.
I'm coming home from work anddowntown in a suburb downtown,
not in the woods walking downthe middle of the street, three
deer.
So this is a real thing.
So what are they talking about?
What's going on here?
Well, much the same way, and wereported on this a wildlife
(35:25):
crossing in California across US101.
What they want to look at isthe hot spots where these
animals are most likely to bekilled, how infrastructure and
vegetation enters into that atthat place and what can they do
in modifications, if any, toguide the wildlife away from
(35:48):
those situations?
To either cross through aculvert or under a bridge, in
other words, prevent the meetingof vehicles with wildlife.
That's what they're trying toget away from and hence why
they're recording this, becausethey want to map it out.
They said that Rhode Island,which I've only been to several
times in my life, is one of themost dense populated states,
(36:10):
second only, I'm guessing,probably Delaware in the United
States, and you've got animalstrying to transverse, both rural
and country, urban and suburban, ex-urban, where the growth of
people and company and things,and roads and traffic and all of
this they're trying to getthrough and, according to the
researchers, really they're onlylooking for one of two things
(36:31):
either dinner or a mate, whichis why they're on the move.
I can understand that In thecase of Rhode Island, rhode
Islanders can report roadkillsightings with a two-question
survey available online bysimply pointing your smartphone
at a QR code.
The survey allows the membersof the public to share their
location with permission and aphoto to help researchers.
(36:53):
What the researchers want to dois crunch survey data to
identify roadkill hotspots,potential locations for safe
passages such as culverts,underpasses or span bridges
which could reduce collisions,because they want a win-win here
Less wildlife getting run over,hit or killed means less damage
(37:14):
and less injuries to humandrivers and fellow passengers
hitting stuff or things.
So I mean this is not justRhode Island, but this is
nationwide.
They're looking at ways, notbecause people are so warm and
fuzzy all by themselves forwildlife, which it doesn't hurt,
but they're looking at the realtoll, both in property damage
(37:37):
and human life and injuries andmoney, which I just read is big
money and that's per year.
Per year, $8 billion per year.
Yeah, so we've got a saying herein Iowa that DOT likes to use
(37:57):
and they say don't veer for deer.
What they're trying to tell youis that if you veer, you might
veer into oncoming traffic andactually make it worse by either
hitting the car next to you oran oncoming vehicle and
everybody gets hurt.
Better to take the deer out.
My question for the Iowa DOT isokay, who's going to pay to fix
my vehicle when I hit the deer?
(38:18):
Just asking.
You say, don't fear, okay, Ihit it, or it hits me because
I've been hit by a deer about oh, almost 10 years ago now.
It was the scariest experienceever.
Don't know if the deer lived ordied, though Still don't know.
After he hit, rolled over thecar, kicked out the sensors in
(38:39):
the rear bumper.
I stopped, freaked out, lookedup the hill.
He looked back at me, got up,shook himself once, bounced once
and was gone and I couldn'tfind him.
I went looking, thought hemight've bled out in the forest.
I'll never know.
That's what they're trying toprevent.
That one deer did a lot ofdamage to that little Lincoln I
(39:00):
had, brand new Lincoln.
Took out the side view mirror,dented the front fender, went up
over the hood, up over thewindshield, down the back and
kicked out the rear sensors.
And oh, by the way, when he hitbecause he came up out of a
wash, hit me from the side.
He also damaged the driver'sside and passenger side,
(39:22):
driver's front and driver's reardoors on the left side.
Oh yeah, we were fine.
We didn't hit anything.
The car was not fine.
It was drivable but not fine,and to this day don't know if
the deer was fine or not.
He was a buck deer and it wasduring rut season.
I will admit to both of those.
(39:44):
So the researchers in RhodeIsland?
They want to roll this outacross all of New England, but
they're starting in Rhode Islandin an attempt to get their
hands around the problem.
See if they can't reduce it,see if there are cost-effective
ways to making roadways saferfor both drivers and wildlife
the drivers trying to drive itand the wildlife trying to cross
it.
(40:04):
Because I'm telling you youdon't want to see what's left
when a deer gets hit by a truckat 75 miles an hour.
It's ugly and, depending on theseason, at least here in Iowa,
lots of raccoons, occasionallyother stuff, mainly raccoons and
deer.
If you're down in Arkansas, itwould be.
(40:26):
Let's see.
I'm trying to think, oh,armadillos, you see a lot of
dead armadillos in the road thatget hit by cars.
Everybody wants safetransportation and that's all
this really is, and it's justinteresting that they're taking
this approach.
We'll see how successful theyare and if doing this helps to
(40:47):
mitigate any of this, because Idon't know how much money
they'll need to put with it Ifthey identify it and they need
to spend some money.
Where's that funding comingfrom?
And you know what kind oftimeline are you looking at?
Because California did one andit was many hundreds of
thousands of dollars for the onethey were building as a
wildlife passage.
We reported on that, I believe,last year.
Rhode Island's not there yet.
(41:10):
They're still assessing theproblem and they're looking at
the whole state as opposed toCalifornia.
They were just looking at thatone stretch or one-on-one.
Oh well, nationwide problem,local solutions.
We can only hope so.
Good luck to them and we'll seewhat we find out.
We'll keep you apprised of whatthey learned, thank you.
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