Drop me a text and let me know what you think of this episode!
The mobility landscape is transforming before our eyes, with technological advancements creating both opportunities and challenges that demand our attention.
Commercial trucking is undergoing a significant shift as PACCAR brands Kenworth and Peterbilt introduce fully electric vocational trucks after five years of development. These aren't mere experiments—they're purpose-built workhorses delivering up to 605 peak horsepower and 1850 foot-pounds of torque, capable of handling an impressive 82,000 pounds. What makes these viable? Their predictable use patterns and nightly returns to the same depot eliminate range anxiety while still making economic sense for fleet operators looking beyond the environmental benefits.
Meanwhile, the 2025 Hyundai Tucson Limited demonstrates why the nameplate has sold over 7 million units globally since 2004. This refreshed compact SUV delivers impressive style, technology, and versatility at a competitive price point. With multiple powertrain options, a roomy interior that includes truly flat-folding rear seats, and an array of tech features typically found in more expensive vehicles, the Tucson stands as a compelling option for anyone seeking an affordable yet premium-feeling SUV experience.
Perhaps most concerning is the mounting evidence that artificial intelligence may fundamentally disrupt employment patterns unlike any previous technological revolution. With projections suggesting 30-60% of jobs could be at risk, we face a potential economic paradox: excessive automation creating an economy that produces more goods and services than consumers can afford to purchase. This paired with the discovery that electric vehicles are exposing inadequacies in our highway safety infrastructure paints a picture of a mobility future requiring thoughtful navigation and redesign of systems many take for granted.
Call or text The TechMobility Hotline at 872-222-9793 to join the conversation about these transformative technologies and their impact on our future.
Be sure to tell your friends to tune in to The TechMobility Podcast!
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Transcript
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 review of the 2025
Hyundai Tucson Limited.
The economic case for savinghuman jobs and revolution
requires evolution.
To join the conversation byasking a question, sharing an
(00:33):
opinion or even suggesting atopic for future discussion,
call or text the Tech Mobilityhotline, that number,
872-222-9793.
Or, if you prefer, email theshow directly.
Email the show directly, talkat techmobilityshow and, as
always, be sure to subscribe,like and follow us on social
media, our YouTube channel.
You can also find me onSubstack and that would be at
(00:56):
Ken, the letter C and Iowa.
That's spelled out.
So Ken C, Iowa, you can find methere From the Tech Mobility
News Desk.
I need to come full circle for aminute and kind of revisit how
things are going in the truckingindustry relative to
decarbonization, and I'mcentering on.
(01:17):
I'm having this conversationout of the commercial trucking
journal and it's talking aboutthe couple of trucking
nameplates from PACCAR, Kenworthand Peterbilt, and the reason
why this is interesting is theyboth both nameplates are
(01:40):
introducing zero emission trucksfor vocational purposes.
Now, in case you're wonderingwhat we mean by vocational, it's
dump trucks, it's cement trucks, it's trash trucks, anything
like that.
That requires a trade whereheavy trucks are required, a
(02:07):
trade where heavy trucks arerequired.
Why, you might ask, wouldtrucking companies, in the midst
of everything going on rightnow, bother to introduce not a
hybrid?
These are not hybrids, theseare electric, heavy-duty, Class
8, vocational trucks.
Packard says that they havespent five years in development,
(02:34):
meaning they were thinkingabout these in the middle of the
pandemic and they're just notcoming to market.
In case you were wondering andI should explain this, and it's
kind of common sense when youthink it through If you think
that the average fleet operator,be they construction company, a
(02:56):
cement company, a land andgravel outfit, a trash refuge
company yes, decarbonization issomething that they're looking
at, but at the end of the day,because you're laying out
hundreds of thousands of dollars, whether it be a diesel truck,
(03:17):
a gas truck or an EV truck,you're going to lay out a lot of
money.
They have to.
When they put pencil to paper,it's got to make economic sense
or they will not do it.
Whether you be a tree hugger ornot doesn't matter.
So these trucks have beendeveloped, have been tested, in
(03:43):
fact, are being evaluated.
They are pushing these trucks,these EV trucks.
They're pushing them to breakthem.
They want to know where theedge is.
So they're going to extremeheat, extreme cold.
They're using them in what theycall edge applications,
Applications that are at theedge of what they're designed to
(04:04):
do, and that's the ragged edge,that's the abuse edge.
The company is actually abusingthese trucks to find out just
how far they'll go, because ifthey can break it, they'll know
what they need to do to make itbetter.
In the case of Kenworth, thetrucks in question are the T680E
(04:29):
and the T880E, both built forfaster charging and longer range
, and I considered one of theindustry's first vocational
Class 8 battery electric trucks,and I said battery electric.
Well, class eight batteryelectric trucks, and I said
battery electric.
So why did these trucks seem tohave a life for battery
(04:50):
electrics when the tractortrailers don't?
Let me explain.
These are trucks that probablywon't travel more than 200 miles
a day.
They come back to the samedepot every night, so while
they're out doing what they'redoing, you know you don't have
to build a fancy infrastructure.
(05:11):
You don't have to worry aboutfinding a public charger,
because they're coming back tothe depot where they're rolled
out and they'll charge overnightand roll out the next day and
do this over and over and overand over, so they're local
trucks.
These are not long distanceclass A trucks.
Here's what the company said iswhat Kenworth said about these
(05:33):
new trucks we not only want tohave a vehicle that exceeds our
customers' expectations, butwe're adding to that.
We really want to make anadvanced portfolio of
powertrains so that we have anapplication for every job, and
that's Kenworth Chief Engineer,Joe Adams, who said this back in
(05:55):
April.
The T680E and the T880E featurethe new PACCAR integrated
e-powertrain with a centrallymounted drive motor delivering
up to 605 peak horsepower and1850 foot-pounds of torque.
It is no whim.
The updated design allows forgreater flexibility in
(06:17):
wheel-based options and enhancesvehicle drive ability.
Again, you've got thesecompanies that have
application-specificrequirements and these trucking
companies, these big class Acompanies that build these
trucks, really are custommanufacturers.
They start with a platform, butthe fleet operators actually
(06:40):
trick them out the way they wantthem, with different
powertrains, lengths,specifications, equipment.
I mean really, really, really,every truck is unique.
So for them to say this theywant, as truckers try to figure
out what works best for them,Because even Caterpillar they
(07:01):
have what they I'm sorry, notCaterpillar, but Cummings has a
motor for trucks that is whatthey call fuel agnostic.
It doesn't run on just diesel.
Things to know.
What the manufacturers aretrying to do is give the
operators the greatest range ofchoice to buy their trucks
(07:25):
depending on where they are onthe spectrum of decarbonization,
whether they're not at all orall the way in or somewhere in
what we call the messy middle.
They have a solution for you.
Whether you are anover-the-road Class 8 or you're
a vocational Class 8, which islocal dump trucks, smack mix, or
you're a vocational class eight, which is local dump trucks,
(07:47):
Mack Mixer, the like, and withthe tightening requirements
around the country, the truckers, like the fleet operators, got
to take the long view.
They don't care and it isimmaterial actually, who's in
office today, Because thesetrucks are going to be in
service long after thatindividual, regardless of who
they are, is in office.
So they got to look at the longgame.
(08:09):
Truckers and truck companiesare five, ten years in
development and they're bettingbillions of dollars on the
process they're going.
So no, this is not somethingthat they can do on a whim.
They have to plan this stuffInside the cab.
(08:32):
Just to give you an example ofjust how far they're going, Both
trucks feature an upgradeddigital interface that offers
battery-specific insights intorange regenerative braking and
vehicle performance.
In addition to enhanced driverexperience, the new Driver
Connect system integrates a15-inch digital touchscreen
streamlining the operation ofcritical battery electric
functions, and drivers can alsouse Kenworth's latest advanced
(08:57):
driver assistance systempackages, which includes digital
vision mirrors, Bendix Fusionand lane keeping assist for
added safety and convenience.
But check this out Even thoughthey are battery electrics, they
are capable of handling grossvehicle weight ratings up to
(09:18):
82,000 pounds that's 41 tons, incase you were wondering.
And pounds, that's 41 tons, incase you were wondering.
All this means is these truckswill continue to evolve and
continue to get better andbetter, because their customers
demand it and the times demandit, and it still has to make
(09:39):
economic sense.
That's the bottom line, Becauseif they don't, they won't sell.
If they won't sell, it's moneywasted.
And they don't gamble like that.
Uh-uh, they don't gamble likethat.
It's just easier that way.
So, and to mention thatPeterbilt also has a version of
these trucks coming out, sothey're going whole hog with it
(10:02):
Hyundai's been setting salesrecords lately.
One drive in the Tucson willexplain why my review is.
Next.
You are listening to TechMobility Show.
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Speaker 2 (10:46):
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
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(11:08):
You can find us by typing theTech Mobility Show in the search
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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
(11:30):
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
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For those of you that listen topodcasts, we have just the one
for you.
Hi, I'm Ken Chester.
(11:51):
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
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weekly radio show, from ApplePodcasts to iHeartRadio and many
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We got you covered.
Just enter Tech Mobility Topicsin the search bar, wherever you
(12:13):
listen to podcasts.
Speaker 4 (12:19):
A quick download on the new Hyundai Tucson.
Loaded with features inside andout, like standard side impact
and side curtain airbags andstandard electronic stability
control with traction control.
Tucson is the winner ofStrategic Vision's 2005 Total
Quality Award, and thataward-winning quality lets us
offer America's best warranty 10years, 100,000 miles.
The uniquely flexible,feature-packed Hyundai Tucson,
(12:40):
nicely equipped, at $16,594.
And Hyundai Lease a new Tucsonfor just $199 a month at your
Hyundai dealer today.
Speaker 2 (12:49):
Wouldn't you like to lease one for $199 a month and
pay less than $17,000 new?
Well, if you were going back to2004, you probably could do
that.
Can't do that today, I'm afraid.
I'm sorry, but the HyundaiTucson named after an Arizona
city and, like I said, launchedin 2004.
And before I go any further,tucson, been there, loved it.
(13:12):
My best friend of over 50 yearslives in Tucson fun fact, yeah.
And yeah, there's an excellentrestaurant there breakfast
restaurant called the Hungry Fox.
It's a shout out, try thecorned beef hash Hyundai Tucson.
Anyway, believe it or not, theTucson is the automaker's best
selling model globally, havingsold over 7 million units since
(13:36):
its introduction in 2004, ofwhich only about 1.4 million
were sold in Europe.
Positioned as a smalleralternative to Santa Fe, also
named after a city yo, santa Fe,I'm talking to you the Tucson
rides on a platform sourced fromthe Elantra sedan and is the
mechanical sibling to the KiaSportage.
(13:57):
Currently in its fourthgeneration, tucson has been
thoroughly refreshed for the2025 model year.
The updated Tucson continues tobuild upon its successful,
sensuous sportiness designidentity, with a more commanding
front and rear appearance,updated lighting signatures, new
alloy wheel designs and asignificantly redesigned
interior A plethora of new andenhanced driver comfort,
(14:21):
convenience and safetytechnologies have also been
added, to which I say amen,because I don't even have time
to talk about all of thisplethora.
I'll mention some of it, butthey're not lying.
There's a lot Manufactured atthe Automaker Sprawling Complex
in Montgomery, alabama.
(14:41):
The Tucson has one of the mostvaried menus when it comes to
powertrains at its price pointin the industry.
Gasoline, hybrid or plug-inhybrid, there seems to be
something for everybody,available in five trim levels.
Base power is produced by aSmartStream 2.5 liter gasoline
four-cylinder engine that makes187 horsepower and 178
(15:05):
foot-pounds of torque.
Energy is communicated to thefront drive wheels via an
eight-speed automatictransmission.
Eight-track active on-demandall-wheel drive is optional.
Active on-demand all-wheeldrive is optional.
Epa fuel economy numbers are 25city 33 highway for front-wheel
drive, 24 city 30 highway forall-wheel drive.
(15:27):
Cargo capacity is 80.3 cubicfeet with the rear seats folded
flat.
Toy capacity is 2,000 poundswith trailer brakes, 1,650
pounds without.
So here's what I liked about theSUV.
First of all, the refreshedTucson is dressed to impress,
(15:49):
bristling with all kinds ofcreature comfort, convenience
and safety features that youwould expect to find on a
vehicle costing thousands more.
While it's been my experiencegenerally that technology often
gets in the way of the drivingexperience.
In the Tucson, technologyactually makes the driving
experience better.
Displays and controls andswitchgear are very
user-friendly and easy tooperate.
The small Hyundai SUV boastsmodern styling which is unique
(16:10):
and memorable inside and out.
This one is designed for bothfunctionality and versatility.
From the elevated view of theroad to comfortable seating
throughout the cabin, to a splitrear seat that features a
center armrest and dual cupholders, there's something for
everybody to love.
The primary cargo area is large, square and useful, and I
(16:31):
should mention right here thatthe rear seating area is roomy
enough for two adults with asplit rear seat that folds flat
with the cargo floor.
I'll say it again flat with thecargo floor, and that's an
important attribute in my bookwhen you need to maximize the
available cargo area.
I didn't appreciate it until Ibought my Equinox and it folds
flat, and it is amazing becauseI never realized how much I was
(16:56):
going to use this vehicle haulkinds of stuff.
You will find that to be truein the Tucson.
Passenger compartment alsoboasts plenty of the nooks and
crannies you need when underwayto store the various items that
accompany a hectic, demandinglifestyle in the daily dispatch.
Particularly if you've got kids, you need stuff to put here,
there and everywhere.
Tucson got you covered.
(17:18):
As you might expect, the Tucsonoffers drivers a number of
drive modes on demand NormalSport, something called MyDrive
and Snow.
What you might not expect isfeatures like Hill Descent
Control, auto Hold and, onall-wheel drive models, a
Locking Center.
Differential.
All-ette Tucson models add atraffic sign indicator and an
(17:42):
active speed warning camera.
I'm sorry, an active speedcamera warning, both visual and
audible, and I thought that wasa nice touch for those of us
that may have, you know, a leadfoot.
And finally and you know thismatters to me if you've been
listening to my reviews thespare tire is accessible from
(18:03):
inside the vehicle, from underthe cargo area floor.
It's a big deal, I'm sorry, itjust is.
Here's what I don't like aboutthis SUV.
In the middle of all thisgoodness and there's a lot four
words Rockwood Green Exterior,exterior paint not a fan.
(18:24):
I found the lane centeringdriver monitoring system to be
overbearing, and when I sayoverbearing I mean nanny state
overbearing to the point wherethis suv actually had the nerve
to try to lecture me through itsdisplays about road safety,
(18:45):
like I just got my license orsomething.
Not okay.
Hyundai Was not feeling that.
The radio replay displayobscures the time display.
It's small, but you know it'simportant.
I like to know what time it is.
The rear windows don't go allthe way down.
And here's something I thoughtthat was strange, considering
(19:05):
everything else this thing hasthere's no retained accessory
power.
Again, it's not a big deal tillit is, and I kind of miss it
because I have it and I, oh, Iwish this did.
And then finally and this is amatter of preference and get
used to it, while it does have asteering wheel mounted gear
(19:26):
selection lever, it's not theone you've grown up with.
It's going to take a little bitto get used to using it.
Good news is you'll be able to,but it's going to take a minute
.
Let me throw right in here acouple of like to haves, at
least on the top end vehicle.
I would love to have a head-updisplay for this thing.
I would love to have fog lightsTwo things I think would add to
(19:51):
an already awesome car.
So here's my bottom line onHyundai Tucson.
Like I said earlier at thebeginning of the review, there
is so much to discuss about the2025 hyundai tucson that the
best I could do right now isjust share the highlights and
trust me, these are just thehighlights, but I will tell you
(20:14):
this with vehicles like thetucson, it's no no wonder why
Hyundai continues to set salesrecords.
If you're looking for awell-equipped, stylish,
affordable, compact SUV, thenthe Hyundai Tucson needs to be
on your list.
Base manufacturers suggest theretail price of the 2025 Hyundai
Tucson gasoline models startfrom $28,705 for the SE and up
(20:37):
to $38,695 for the Limited.
The all-wheel drive models add$1,705 for the SE and up to
$38,695 for the Limited.
The all-wheel drive models add$1,500.
Destination charges add $1,450.
Get it in anything else butrockwood green, unless you
happen to like green.
I don't particularly don'tthink it works for this, but I
have seen it in a killer silver.
(20:59):
Oh, my goodness, looks so sharp.
As AI expands, businesses facea critical choice about the
future of work and society.
This is the Tech Mobility Show.
Do you listen to podcasts?
Seems that most people do.
(21:21):
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
If you've missed any of ourweekly episodes on the radio,
our podcast is a great way tolisten.
You can find the Tech MobilityPodcast just about anywhere you
can enjoy podcasts, be sure tofollow us from Apple Podcasts,
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We are there.
Just enter the Tech MobilityPodcast in the search bar.
(21:42):
Wherever you listen to podcasts, social media, it's the place
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We're no exception.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
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
(22:03):
information.
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That's the Tech Mobility Showon TikTok.
Check it out.
Artificial intelligence it'shard to imagine how we got here
(22:27):
in just three short years fromthe introduction of chat GPT.
As businesses and organizationsaround the globe rush to infuse
their very existence with AI,its ability to digest and
summarize unimaginable amountsof data have already brought us
to the brink of excluding humanworkers from the demands of
(22:47):
daily commerce.
Few periods in modern historyhave been as unsettled and
uncertain as the ones we'reliving through right now.
Can a case be made for savinghuman jobs?
Wow, this is topic B.
Let me ask that last question.
(23:08):
This was in Fast Money and thearticle is the economic case for
saving human jobs.
Can a case be made for savinghuman jobs?
Let me just give you someprojections, or let me actually
(23:28):
give you some context.
Then I'll read you some numbers.
Historically, technologicaladvances have led to long-term
economic growth and newemployment opportunities, even
when automation has causedshort-term economic growth and
new employment opportunities,even when automation has caused
short-term job losses.
It would be easy to assume thatthis pattern would be repeated
with artificial intelligence.
(23:48):
But the article says, and Iquote but this would be a grave
mistake.
A grave mistake.
While algorithms can learn,create and act independently,
assumptions that have evolvedaround the automation mechanical
(24:09):
processes can no longer betreated as reliable guides.
Studies and I remember a studythat we quoted here on the
program maybe a year, year and ahalf ago, where the survey
asked CEOs about AI and beingable to replace and they even
(24:31):
admitted fully 50% of themadmitted that AI could replace
even them.
And that was a year and 18months ago, before AI even got
as sophisticated as it is rightnow and continuing to evolve,
see, in automation.
In the past we still hadcontrol In this automation.
(24:53):
It doesn't need us Put a pin inthat for a minute, us Put a pin
in that for a minute.
One of the reasons things willbe different this time is the
sheer speed and scale of thetransformation that is rushing
toward us.
Researchers have calculatedthat 60% of the current job
(25:15):
roles did not exist 80 years ago.
That's as 80 years ago.
That's as 80 years ago is 1945,the end of the Second World War
.
60% of the jobs that we havenow did not exist at the end of
(25:35):
that war, which is already anastounding fact.
Yet AI promises even faster andmore profound changes to our
market.
You don't believe me.
At the end of that war, whichis already an astounding fact.
Yet AI promises even faster andmore profound changes to our
market.
You don't believe me.
We talked here a few weeks agoabout a company that says don't
hire anybody unless you canprove to me that AI can't do the
job.
Since then, another companysaid the same thing.
Now we talked about Radio GPT.
(25:58):
In a major radio companylaunched this Radio GPT on one
of their stations in Oregon withone of their on-air talent.
Sounded like her, acted likeher, had her cadence, but it
(26:23):
wasn't her.
Could AI put her out of work?
Yes, the writer's strike theHollywood writer's strike big
deal was AI and how it was used,and they're trying to keep from
being replaced.
Here's some recent projectionsMcKinsey they're a consulting
firm.
They project that 30% of allhours worked in the United
States could be automated by2030.
30% three out of 10, currentlyworked.
(26:44):
Now.
Goldman Sachs Financial Houseargues that up to 300 million
jobs around the world are, quoteunquote, exposed to automation.
The International Monetary Fundsuggests that 40% of jobs are
at risk globally rising to 60%in advanced economies.
(27:07):
And yeah, last time I checked,the United States still is an
advanced economy.
And these are just theshort-term predictions.
In the longer term, many techleaders agree with Bill Gates
that humans will no longer beneeded for most things.
Business is normal prediction,you know.
(27:30):
In other words, if things gothe way they normally go with
automation, the way that we'reused to things going, the World
Economic Forum says under thatscenario, 92 million jobs will
be displaced but 170 millionwill be created.
However, the arguments forincreases are far from
persuasive.
(27:50):
The largest area of growth, thereport argues, will come in the
very traditional roles likefarm workers, delivery drivers
and food processing workers.
Yet these are precisely thejobs that existing technology
already automate.
I just want to let that sink in.
Let me read you this, and thenI want to go to the crux of the
(28:12):
problem Major disruptions arecoming.
Major disruptions are coming.
If millions of low-skilled jobsare soon to be replaced by
high-skilled tech jobs, we willneed an unprecedented global
reskilling program to ensurethat displaced workers can find
new roles.
The problem with that is, ifyou are over 45 years old and
you've been working someplacefor 20, 25, 30 years, even as a
(28:36):
white-collar employee or middlemanagement, if there's still
such a thing, are you really ofthe mind and of the intestinal
fortitude for retraining forsomething very skilled, very
niche, very specific?
And what happens if you're not?
What happens if you just don'tget it?
You can't absorb it?
(28:56):
Then what Are you out in thecold?
Here's the problem withexcessive automation.
This is the crux of the problem.
Excessive automation riskscreate a dangerous demand
efficiency, a situation in whichour economy can effectively
produce more goods and servicesthan an ever-shrinking base of
(29:17):
employed consumers can afford topurchase.
This creates the paradox forbusinesses rushing to automate
the very efficiency gains theyseek may ultimately undermine
their markets.
Machines don't purchasesmartphones, subscribe to
streaming services or buy homes?
Humans do, but what happenswhen the humans aren't needed?
What do you do with thesepeople?
(29:39):
They're not making any money.
They don't have any income, Yetthe system keeps making all
kinds of stuff.
The stuff is being made, butthere's nobody to buy them
because nobody's getting apaycheck.
What do you do then?
Obviously, our legislation isway behind the eight ball and is
(29:59):
way behind the curve.
What are we going to do?
Way behind the eight ball onthis way behind the curve, what
are we going to do?
Management is to optimize andmake money.
That's what they do, and to dothat it means wringing the very
last drop out of AI.
But at what price?
To society, to the economy and,in the end, to their own
businesses.
(30:19):
You're going to need to employsome people, even at an entry
level, to guarantee you stillhave customers.
Otherwise, you've got an AIsystem that makes stuff and
nobody to buy it.
Not to mention what the heck'sgoing to happen with all these
people with no income and noroof overhead and nothing to do.
What are you going to do then?
(30:40):
If that sounds dystopian, yeahit is, but it's the kind of
conversation we need to behaving, and we need to have it
right now.
The rise in engineering of EVsis forcing a rethink with
regards to highway safety tech.
We are the Tech Mobility Show.
The Tech Mobility Show byvisiting techmobilityshow,
(31:33):
that's techmobilityshow.
You can also drop us a line attalk at techmobilityshow.
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 my weeklyradio program.
I've designed these videos tobe informative and entertaining.
(31:53):
It's another way to keep up oncurrent mobility and technology
news and information.
Be sure to watch, like andsubscribe to my channel.
That's the TechMobility Show onYouTube.
Check it out.
Speaker 1 (32:05):
Are you tired of juggling multiple apps and
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(32:26):
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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 the latestvehicle 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.
(33:00):
You can find us by typing theTech Mobility Show in the search
bar.
According to a recent article inRoads and Bridges magazine,
testing shows the need for newroadside safety hardware
standards for EVs.
Road safety hardware likeguardrails, median barriers,
(33:20):
bridge rails, crash cushions,end treatments and breakaway
support structures are designedto protect life and minimize
injuries in the event of a crash.
This is Topic C.
When a vehicle crosses the edgeline or center line and
collides with an object, anothervehicle, or overturns, the
(33:41):
industry calls that a roadwaydeparture crash.
These type of crashes representroughly 50% of roadway
fatalities in the United States.
We talked about roadway safetyhardware and I'll say it again
it's a family of devicesdesigned to reduce the severity
of such crashes, and we kind oftalked about some of them.
(34:03):
I'll say them again Guard rails, medium barriers, bridge rails,
crash cushions, end treatmentsand breakaway support structures
.
What the researchers who designthis stuff and test this stuff
and evaluate this stuff aresaying is, because of the nature
and the construction of how EVsare made, how their center of
(34:24):
gravity is, how they're shaped,how things work and where the
weight in the vehicle isrelative to the safety structure
, it's going to need to redesign.
Now, the current testingstandard for these devices is in
the American Association ofState Highway and Transportation
(34:45):
Officials Manual for AssessingSafety Hardware.
The abbreviation is called MASHand today it's 276 pages.
In 1962, when they first issuedit, it was a single page.
It was a single page ofrecommendations titled Highway
(35:06):
Research Circular 482.
A barrier system that meetsMASH standards is expected to
contain and redirect a vehicleimpacting within design
parameters to keep the vehiclefrom going through, over or
under the barrier, to prevent amotorist from suffering a fatal
or serious injury during a crash.
(35:27):
When vehicle specificationschange, the mass standards for
testing roadside devices used tocontain those vehicles must
sometimes change too.
Recent testing of EVs usingmass criteria established for
internal combustion enginevehicles shows that some
existing roadside barriers areinadequate when EVs impact them.
(35:50):
Now, this is something youwouldn't think about Stuff that
you take for granted, that yousee and you don't see All the
safety hardware engineered intoa road to protect you if things
go bad, particularly interstatesand limited access highways.
Typically you'll see some ofthese protection maneuvers at
your exits and median strips,all kinds of stuff, and it's
(36:12):
designed in such a way we don'trealize that, although it looks
pretty and may look orderly,it's designed for a purpose and
that purpose is to protect youfrom getting killed If, for some
reason, you run off the road oryou have an accident.
It is designed to minimize ormitigate any injuries you may
cause secondary as the vehiclegoes off the road.
(36:33):
Here's what they learned.
And they used a couple ofdifferent vehicles.
They used a Rivian R1T pickupand he used a Tesla Model 3,
which is not a big Tesla.
They didn't use Model Y, theydidn't use Model S, they did not
use the Cybertruck, they usedthe Tesla Model 3, which, by the
(36:55):
way, next to the Model Y onwhich it's based, is one of
Tesla's best-selling vehicles.
Here's what they learned Twoyears ago, they performed two
crash tests with EVs on whatthey call a standard W-beam
guardrail system, and this isthe most commonly used guardrail
(37:16):
system in the United Stateswhen you see guardrails, it is
of what they call the W design Wbeam.
It's proven to be MASH compliant, meaning they've tested it and
it's going to contain or deflecta vehicle to minimize injuries
if it's an internal combustionvehicle.
When they tested this vehicle,when they tested this guardrail
(37:40):
with a Rivian R1T pickup and aTesla Model 3 passenger car,
both at a nominal speed of 62miles an hour and an angle of 23
degrees, which is the MASHimpact conditions for test level
3, which is the basic testlevel for passenger vehicles and
high-speed roadways, the Rivianpickup ruptured and broke
(38:00):
through the W beam, and theyweren't terribly surprised
because the Rivian's definitelyheavier.
The ease in which it penetratedthe guardrail was nevertheless
startling.
What really freaked them out,if you will, was what the Tesla
Model 3 did the Tesla under-rode, the W-beam, which means it
(38:25):
pushed under the guardrail,lifting it over the vehicle as
the car's momentum carried itpast the system.
The car barely weighs two tonsit's 3,900 pounds, and the
weight of the Tesla is bracketedby the current MASH design test
vehicles, which includes a2,400-pound passenger car and a
5,000-pound pickup truck.
At first, the failure of theguardrail with the Tesla was
(38:48):
surprising, because mass testingphilosophy suggests the
vehicles falling within theweight range of the designed
vehicles should have acceptableimpact performance, meaning it
should have contained the Model3.
It did not.
Here's a couple of reasons why.
It's something called center ofgravity, and center of gravity
(39:10):
has to do with the weight of thevehicle, where most of the
weight is concentrated.
The lower the weight is in avehicle, the more stable the
vehicle is and typically,typically most of the weight is
the powertrain.
The engine and transmission asa thing weighs the most and,
depending on where it is in thevehicle, will determine how that
(39:31):
vehicle performs.
They adjust the suspension,engineering, crash performance,
all of that.
But also know this in aninternal combustion engine
vehicle there's an engine infront.
In an electric vehicle thereisn't.
So you've got that going on,which means the vehicle hitting
an object is going to deform,differently than an internal
(39:52):
combustion vehicle which has aradiator, the mount, the engine,
transmission and all of thatthat's going to absorb the
forces along with the sheetmetal around it.
In a case of an electric car,there is no engine, the weight
is down below, which means thatweight's going to carry it and
it's going to tend to underrideand it's not going to slow
(40:14):
because, again, center ofgravity is lower.
The weight where it would havebeen in a car or a truck isn't
there where they would expect it, so that changes the dynamic,
something that you would havenever thought about.
So they did another test andthey did it with a different
(40:36):
type of guardrail, which wassupposed to be stronger and
deeper and more sophisticated,and it met the ICE criteria, the
internal combustion enginecriteria.
But guess what?
Both EVs ran it over like itwas nothing.
Even the more stringent beam,three beam failed.
(40:57):
Bottom line roadway safety techhas not kept up with the
evolution of EVs.
The industry knows this andthey're testing this stuff now
to figure out what they need tochange in order to make EVs on
the roadways as safe as internalcombustion engine vehicles in
(41:20):
an off-road accident.
For those of you that listen topodcasts, we have just the one
(41:40):
for you.
Hi, I'm Ken Chester.
Tech Mobility Topics is apodcast where I upload
topic-specific videos each weekShorter than a full show.
These bite-sized programs arejust the thing, particularly if
you're interested in aparticular topic covered on the
weekly radio show.
From Apple Podcasts toiHeartRadio and many podcast
(42:03):
platforms in between, we got youcovered.
Just enter Tech Mobility Topicsin 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.
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
(42:23):
information.
I've built quite a library ofshort videos for your viewing
pleasure, so be sure to watch,like and subscribe.
That's the Tech Mobility Showon TikTok.
Check it out.
To learn more about the TechMobility Show, start by visiting
our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show, the by
visiting our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
(42:44):
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 atthe Tech Mobility Show by
visiting techmobilityshow.
That's techmobilityshow.
You can also drop us a line attalk at techmobility dot show.
Do you listen to podcasts?
(43:08):
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 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
(43:31):
wherever you listen to podcasts.
Welcome to the Tech Mobility Podcast.
Speaker 2 (00:10):
I'm Ken Chester On the docket my review of the 2025
Hyundai Tucson Limited.
The economic case for savinghuman jobs and revolution
requires evolution.
To join the conversation byasking a question, sharing an
(00:33):
opinion or even suggesting atopic for future discussion,
call or text the Tech Mobilityhotline, that number,
872-222-9793.
Or, if you prefer, email theshow directly.
Email the show directly, talkat techmobilityshow and, as
always, be sure to subscribe,like and follow us on social
media, our YouTube channel.
You can also find me onSubstack and that would be at
(00:56):
Ken, the letter C and Iowa.
That's spelled out.
So Ken C, Iowa, you can find methere From the Tech Mobility
News Desk.
I need to come full circle for aminute and kind of revisit how
things are going in the truckingindustry relative to
decarbonization, and I'mcentering on.
(01:17):
I'm having this conversationout of the commercial trucking
journal and it's talking aboutthe couple of trucking
nameplates from PACCAR, Kenworthand Peterbilt, and the reason
why this is interesting is theyboth both nameplates are
(01:40):
introducing zero emission trucksfor vocational purposes.
Now, in case you're wonderingwhat we mean by vocational, it's
dump trucks, it's cement trucks, it's trash trucks, anything
like that.
That requires a trade whereheavy trucks are required, a
(02:07):
trade where heavy trucks arerequired.
Why, you might ask, wouldtrucking companies, in the midst
of everything going on rightnow, bother to introduce not a
hybrid?
These are not hybrids, theseare electric, heavy-duty, Class
8, vocational trucks.
Packard says that they havespent five years in development,
(02:34):
meaning they were thinkingabout these in the middle of the
pandemic and they're just notcoming to market.
In case you were wondering andI should explain this, and it's
kind of common sense when youthink it through If you think
that the average fleet operator,be they construction company, a
(02:56):
cement company, a land andgravel outfit, a trash refuge
company yes, decarbonization issomething that they're looking
at, but at the end of the day,because you're laying out
hundreds of thousands of dollars, whether it be a diesel truck,
(03:17):
a gas truck or an EV truck,you're going to lay out a lot of
money.
They have to.
When they put pencil to paper,it's got to make economic sense
or they will not do it.
Whether you be a tree hugger ornot doesn't matter.
So these trucks have beendeveloped, have been tested, in
(03:43):
fact, are being evaluated.
They are pushing these trucks,these EV trucks.
They're pushing them to breakthem.
They want to know where theedge is.
So they're going to extremeheat, extreme cold.
They're using them in what theycall edge applications,
Applications that are at theedge of what they're designed to
(04:04):
do, and that's the ragged edge,that's the abuse edge.
The company is actually abusingthese trucks to find out just
how far they'll go, because ifthey can break it, they'll know
what they need to do to make itbetter.
In the case of Kenworth, thetrucks in question are the T680E
(04:29):
and the T880E, both built forfaster charging and longer range
, and I considered one of theindustry's first vocational
Class 8 battery electric trucks,and I said battery electric.
Well, class eight batteryelectric trucks, and I said
battery electric.
So why did these trucks seem tohave a life for battery
(04:50):
electrics when the tractortrailers don't?
Let me explain.
These are trucks that probablywon't travel more than 200 miles
a day.
They come back to the samedepot every night, so while
they're out doing what they'redoing, you know you don't have
to build a fancy infrastructure.
(05:11):
You don't have to worry aboutfinding a public charger,
because they're coming back tothe depot where they're rolled
out and they'll charge overnightand roll out the next day and
do this over and over and overand over, so they're local
trucks.
These are not long distanceclass A trucks.
Here's what the company said iswhat Kenworth said about these
(05:33):
new trucks we not only want tohave a vehicle that exceeds our
customers' expectations, butwe're adding to that.
We really want to make anadvanced portfolio of
powertrains so that we have anapplication for every job, and
that's Kenworth Chief Engineer,Joe Adams, who said this back in
(05:55):
April.
The T680E and the T880E featurethe new PACCAR integrated
e-powertrain with a centrallymounted drive motor delivering
up to 605 peak horsepower and1850 foot-pounds of torque.
It is no whim.
The updated design allows forgreater flexibility in
(06:17):
wheel-based options and enhancesvehicle drive ability.
Again, you've got thesecompanies that have
application-specificrequirements and these trucking
companies, these big class Acompanies that build these
trucks, really are custommanufacturers.
They start with a platform, butthe fleet operators actually
(06:40):
trick them out the way they wantthem, with different
powertrains, lengths,specifications, equipment.
I mean really, really, really,every truck is unique.
So for them to say this theywant, as truckers try to figure
out what works best for them,Because even Caterpillar they
(07:01):
have what they I'm sorry, notCaterpillar, but Cummings has a
motor for trucks that is whatthey call fuel agnostic.
It doesn't run on just diesel.
Things to know.
What the manufacturers aretrying to do is give the
operators the greatest range ofchoice to buy their trucks
(07:25):
depending on where they are onthe spectrum of decarbonization,
whether they're not at all orall the way in or somewhere in
what we call the messy middle.
They have a solution for you.
Whether you are anover-the-road Class 8 or you're
a vocational Class 8, which islocal dump trucks, smack mix, or
you're a vocational class eight, which is local dump trucks,
(07:47):
Mack Mixer, the like, and withthe tightening requirements
around the country, the truckers, like the fleet operators, got
to take the long view.
They don't care and it isimmaterial actually, who's in
office today, Because thesetrucks are going to be in
service long after thatindividual, regardless of who
they are, is in office.
So they got to look at the longgame.
(08:09):
Truckers and truck companiesare five, ten years in
development and they're bettingbillions of dollars on the
process they're going.
So no, this is not somethingthat they can do on a whim.
They have to plan this stuffInside the cab.
(08:32):
Just to give you an example ofjust how far they're going, Both
trucks feature an upgradeddigital interface that offers
battery-specific insights intorange regenerative braking and
vehicle performance.
In addition to enhanced driverexperience, the new Driver
Connect system integrates a15-inch digital touchscreen
streamlining the operation ofcritical battery electric
functions, and drivers can alsouse Kenworth's latest advanced
(08:57):
driver assistance systempackages, which includes digital
vision mirrors, Bendix Fusionand lane keeping assist for
added safety and convenience.
But check this out Even thoughthey are battery electrics, they
are capable of handling grossvehicle weight ratings up to
(09:18):
82,000 pounds that's 41 tons, incase you were wondering.
And pounds, that's 41 tons, incase you were wondering.
All this means is these truckswill continue to evolve and
continue to get better andbetter, because their customers
demand it and the times demandit, and it still has to make
(09:39):
economic sense.
That's the bottom line, Becauseif they don't, they won't sell.
If they won't sell, it's moneywasted.
And they don't gamble like that.
Uh-uh, they don't gamble likethat.
It's just easier that way.
So, and to mention thatPeterbilt also has a version of
these trucks coming out, sothey're going whole hog with it
(10:02):
Hyundai's been setting salesrecords lately.
One drive in the Tucson willexplain why my review is.
Next.
You are listening to TechMobility Show.
Speaker 1 (10:16):
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 canenjoy a 30-day free trial.
(10:36):
It's time to simplify your lifeand boost your productivity.
Aonmeetingscom, whereinnovation meets connection.
Get started today andrevolutionize the way you
communicate.
Speaker 2 (10:46):
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.
(11:08):
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
(11:30):
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.
(11:51):
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
you're interested in aparticular topic covered on the
weekly radio show, from ApplePodcasts to iHeartRadio and many
podcast platforms in between.
We got you covered.
Just enter Tech Mobility Topicsin the search bar, wherever you
(12:13):
listen to podcasts.
Speaker 4 (12:19):
A quick download on the new Hyundai Tucson.
Loaded with features inside andout, like standard side impact
and side curtain airbags andstandard electronic stability
control with traction control.
Tucson is the winner ofStrategic Vision's 2005 Total
Quality Award, and thataward-winning quality lets us
offer America's best warranty 10years, 100,000 miles.
The uniquely flexible,feature-packed Hyundai Tucson,
(12:40):
nicely equipped, at $16,594.
And Hyundai Lease a new Tucsonfor just $199 a month at your
Hyundai dealer today.
Speaker 2 (12:49):
Wouldn't you like to lease one for $199 a month and
pay less than $17,000 new?
Well, if you were going back to2004, you probably could do
that.
Can't do that today, I'm afraid.
I'm sorry, but the HyundaiTucson named after an Arizona
city and, like I said, launchedin 2004.
And before I go any further,tucson, been there, loved it.
(13:12):
My best friend of over 50 yearslives in Tucson fun fact, yeah.
And yeah, there's an excellentrestaurant there breakfast
restaurant called the Hungry Fox.
It's a shout out, try thecorned beef hash Hyundai Tucson.
Anyway, believe it or not, theTucson is the automaker's best
selling model globally, havingsold over 7 million units since
(13:36):
its introduction in 2004, ofwhich only about 1.4 million
were sold in Europe.
Positioned as a smalleralternative to Santa Fe, also
named after a city yo, santa Fe,I'm talking to you the Tucson
rides on a platform sourced fromthe Elantra sedan and is the
mechanical sibling to the KiaSportage.
(13:57):
Currently in its fourthgeneration, tucson has been
thoroughly refreshed for the2025 model year.
The updated Tucson continues tobuild upon its successful,
sensuous sportiness designidentity, with a more commanding
front and rear appearance,updated lighting signatures, new
alloy wheel designs and asignificantly redesigned
interior A plethora of new andenhanced driver comfort,
(14:21):
convenience and safetytechnologies have also been
added, to which I say amen,because I don't even have time
to talk about all of thisplethora.
I'll mention some of it, butthey're not lying.
There's a lot Manufactured atthe Automaker Sprawling Complex
in Montgomery, alabama.
(14:41):
The Tucson has one of the mostvaried menus when it comes to
powertrains at its price pointin the industry.
Gasoline, hybrid or plug-inhybrid, there seems to be
something for everybody,available in five trim levels.
Base power is produced by aSmartStream 2.5 liter gasoline
four-cylinder engine that makes187 horsepower and 178
(15:05):
foot-pounds of torque.
Energy is communicated to thefront drive wheels via an
eight-speed automatictransmission.
Eight-track active on-demandall-wheel drive is optional.
Active on-demand all-wheeldrive is optional.
Epa fuel economy numbers are 25city 33 highway for front-wheel
drive, 24 city 30 highway forall-wheel drive.
(15:27):
Cargo capacity is 80.3 cubicfeet with the rear seats folded
flat.
Toy capacity is 2,000 poundswith trailer brakes, 1,650
pounds without.
So here's what I liked about theSUV.
First of all, the refreshedTucson is dressed to impress,
(15:49):
bristling with all kinds ofcreature comfort, convenience
and safety features that youwould expect to find on a
vehicle costing thousands more.
While it's been my experiencegenerally that technology often
gets in the way of the drivingexperience.
In the Tucson, technologyactually makes the driving
experience better.
Displays and controls andswitchgear are very
user-friendly and easy tooperate.
The small Hyundai SUV boastsmodern styling which is unique
(16:10):
and memorable inside and out.
This one is designed for bothfunctionality and versatility.
From the elevated view of theroad to comfortable seating
throughout the cabin, to a splitrear seat that features a
center armrest and dual cupholders, there's something for
everybody to love.
The primary cargo area is large, square and useful, and I
(16:31):
should mention right here thatthe rear seating area is roomy
enough for two adults with asplit rear seat that folds flat
with the cargo floor.
I'll say it again flat with thecargo floor, and that's an
important attribute in my bookwhen you need to maximize the
available cargo area.
I didn't appreciate it until Ibought my Equinox and it folds
flat, and it is amazing becauseI never realized how much I was
(16:56):
going to use this vehicle haulkinds of stuff.
You will find that to be truein the Tucson.
Passenger compartment alsoboasts plenty of the nooks and
crannies you need when underwayto store the various items that
accompany a hectic, demandinglifestyle in the daily dispatch.
Particularly if you've got kids, you need stuff to put here,
there and everywhere.
Tucson got you covered.
(17:18):
As you might expect, the Tucsonoffers drivers a number of
drive modes on demand NormalSport, something called MyDrive
and Snow.
What you might not expect isfeatures like Hill Descent
Control, auto Hold and, onall-wheel drive models, a
Locking Center.
Differential.
All-ette Tucson models add atraffic sign indicator and an
(17:42):
active speed warning camera.
I'm sorry, an active speedcamera warning, both visual and
audible, and I thought that wasa nice touch for those of us
that may have, you know, a leadfoot.
And finally and you know thismatters to me if you've been
listening to my reviews thespare tire is accessible from
(18:03):
inside the vehicle, from underthe cargo area floor.
It's a big deal, I'm sorry, itjust is.
Here's what I don't like aboutthis SUV.
In the middle of all thisgoodness and there's a lot four
words Rockwood Green Exterior,exterior paint not a fan.
(18:24):
I found the lane centeringdriver monitoring system to be
overbearing, and when I sayoverbearing I mean nanny state
overbearing to the point wherethis suv actually had the nerve
to try to lecture me through itsdisplays about road safety,
(18:45):
like I just got my license orsomething.
Not okay.
Hyundai Was not feeling that.
The radio replay displayobscures the time display.
It's small, but you know it'simportant.
I like to know what time it is.
The rear windows don't go allthe way down.
And here's something I thoughtthat was strange, considering
(19:05):
everything else this thing hasthere's no retained accessory
power.
Again, it's not a big deal tillit is, and I kind of miss it
because I have it and I, oh, Iwish this did.
And then finally and this is amatter of preference and get
used to it, while it does have asteering wheel mounted gear
(19:26):
selection lever, it's not theone you've grown up with.
It's going to take a little bitto get used to using it.
Good news is you'll be able to,but it's going to take a minute
.
Let me throw right in here acouple of like to haves, at
least on the top end vehicle.
I would love to have a head-updisplay for this thing.
I would love to have fog lightsTwo things I think would add to
(19:51):
an already awesome car.
So here's my bottom line onHyundai Tucson.
Like I said earlier at thebeginning of the review, there
is so much to discuss about the2025 hyundai tucson that the
best I could do right now isjust share the highlights and
trust me, these are just thehighlights, but I will tell you
(20:14):
this with vehicles like thetucson, it's no no wonder why
Hyundai continues to set salesrecords.
If you're looking for awell-equipped, stylish,
affordable, compact SUV, thenthe Hyundai Tucson needs to be
on your list.
Base manufacturers suggest theretail price of the 2025 Hyundai
Tucson gasoline models startfrom $28,705 for the SE and up
(20:37):
to $38,695 for the Limited.
The all-wheel drive models add$1,705 for the SE and up to
$38,695 for the Limited.
The all-wheel drive models add$1,500.
Destination charges add $1,450.
Get it in anything else butrockwood green, unless you
happen to like green.
I don't particularly don'tthink it works for this, but I
have seen it in a killer silver.
(20:59):
Oh, my goodness, looks so sharp.
As AI expands, businesses facea critical choice about the
future of work and society.
This is the Tech Mobility Show.
Do you listen to podcasts?
Seems that most people do.
(21:21):
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
If you've missed any of ourweekly episodes on the radio,
our podcast is a great way tolisten.
You can find the Tech MobilityPodcast just about anywhere you
can enjoy podcasts, be sure tofollow us from Apple Podcasts,
iHeart Radio and many platformsin between.
We are there.
Just enter the Tech MobilityPodcast in the search bar.
(21:42):
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.
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
(22:03):
information.
I've built quite a library ofshort videos for your viewing
pleasure, so be sure to watch,like and subscribe.
That's the Tech Mobility Showon TikTok.
Check it out.
Artificial intelligence it'shard to imagine how we got here
(22:27):
in just three short years fromthe introduction of chat GPT.
As businesses and organizationsaround the globe rush to infuse
their very existence with AI,its ability to digest and
summarize unimaginable amountsof data have already brought us
to the brink of excluding humanworkers from the demands of
(22:47):
daily commerce.
Few periods in modern historyhave been as unsettled and
uncertain as the ones we'reliving through right now.
Can a case be made for savinghuman jobs?
Wow, this is topic B.
Let me ask that last question.
(23:08):
This was in Fast Money and thearticle is the economic case for
saving human jobs.
Can a case be made for savinghuman jobs?
Let me just give you someprojections, or let me actually
(23:28):
give you some context.
Then I'll read you some numbers.
Historically, technologicaladvances have led to long-term
economic growth and newemployment opportunities, even
when automation has causedshort-term economic growth and
new employment opportunities,even when automation has caused
short-term job losses.
It would be easy to assume thatthis pattern would be repeated
with artificial intelligence.
(23:48):
But the article says, and Iquote but this would be a grave
mistake.
A grave mistake.
While algorithms can learn,create and act independently,
assumptions that have evolvedaround the automation mechanical
(24:09):
processes can no longer betreated as reliable guides.
Studies and I remember a studythat we quoted here on the
program maybe a year, year and ahalf ago, where the survey
asked CEOs about AI and beingable to replace and they even
(24:31):
admitted fully 50% of themadmitted that AI could replace
even them.
And that was a year and 18months ago, before AI even got
as sophisticated as it is rightnow and continuing to evolve,
see, in automation.
In the past we still hadcontrol In this automation.
(24:53):
It doesn't need us Put a pin inthat for a minute, us Put a pin
in that for a minute.
One of the reasons things willbe different this time is the
sheer speed and scale of thetransformation that is rushing
toward us.
Researchers have calculatedthat 60% of the current job
(25:15):
roles did not exist 80 years ago.
That's as 80 years ago.
That's as 80 years ago is 1945,the end of the Second World War
.
60% of the jobs that we havenow did not exist at the end of
(25:35):
that war, which is already anastounding fact.
Yet AI promises even faster andmore profound changes to our
market.
You don't believe me.
At the end of that war, whichis already an astounding fact.
Yet AI promises even faster andmore profound changes to our
market.
You don't believe me.
We talked here a few weeks agoabout a company that says don't
hire anybody unless you canprove to me that AI can't do the
job.
Since then, another companysaid the same thing.
Now we talked about Radio GPT.
(25:58):
In a major radio companylaunched this Radio GPT on one
of their stations in Oregon withone of their on-air talent.
Sounded like her, acted likeher, had her cadence, but it
(26:23):
wasn't her.
Could AI put her out of work?
Yes, the writer's strike theHollywood writer's strike big
deal was AI and how it was used,and they're trying to keep from
being replaced.
Here's some recent projectionsMcKinsey they're a consulting
firm.
They project that 30% of allhours worked in the United
States could be automated by2030.
30% three out of 10, currentlyworked.
(26:44):
Now.
Goldman Sachs Financial Houseargues that up to 300 million
jobs around the world are, quoteunquote, exposed to automation.
The International Monetary Fundsuggests that 40% of jobs are
at risk globally rising to 60%in advanced economies.
(27:07):
And yeah, last time I checked,the United States still is an
advanced economy.
And these are just theshort-term predictions.
In the longer term, many techleaders agree with Bill Gates
that humans will no longer beneeded for most things.
Business is normal prediction,you know.
(27:30):
In other words, if things gothe way they normally go with
automation, the way that we'reused to things going, the World
Economic Forum says under thatscenario, 92 million jobs will
be displaced but 170 millionwill be created.
However, the arguments forincreases are far from
persuasive.
(27:50):
The largest area of growth, thereport argues, will come in the
very traditional roles likefarm workers, delivery drivers
and food processing workers.
Yet these are precisely thejobs that existing technology
already automate.
I just want to let that sink in.
Let me read you this, and thenI want to go to the crux of the
(28:12):
problem Major disruptions arecoming.
Major disruptions are coming.
If millions of low-skilled jobsare soon to be replaced by
high-skilled tech jobs, we willneed an unprecedented global
reskilling program to ensurethat displaced workers can find
new roles.
The problem with that is, ifyou are over 45 years old and
you've been working someplacefor 20, 25, 30 years, even as a
(28:36):
white-collar employee or middlemanagement, if there's still
such a thing, are you really ofthe mind and of the intestinal
fortitude for retraining forsomething very skilled, very
niche, very specific?
And what happens if you're not?
What happens if you just don'tget it?
You can't absorb it?
(28:56):
Then what Are you out in thecold?
Here's the problem withexcessive automation.
This is the crux of the problem.
Excessive automation riskscreate a dangerous demand
efficiency, a situation in whichour economy can effectively
produce more goods and servicesthan an ever-shrinking base of
(29:17):
employed consumers can afford topurchase.
This creates the paradox forbusinesses rushing to automate
the very efficiency gains theyseek may ultimately undermine
their markets.
Machines don't purchasesmartphones, subscribe to
streaming services or buy homes?
Humans do, but what happenswhen the humans aren't needed?
What do you do with thesepeople?
(29:39):
They're not making any money.
They don't have any income, Yetthe system keeps making all
kinds of stuff.
The stuff is being made, butthere's nobody to buy them
because nobody's getting apaycheck.
What do you do then?
Obviously, our legislation isway behind the eight ball and is
(29:59):
way behind the curve.
What are we going to do?
Way behind the eight ball onthis way behind the curve, what
are we going to do?
Management is to optimize andmake money.
That's what they do, and to dothat it means wringing the very
last drop out of AI.
But at what price?
To society, to the economy and,in the end, to their own
businesses.
(30:19):
You're going to need to employsome people, even at an entry
level, to guarantee you stillhave customers.
Otherwise, you've got an AIsystem that makes stuff and
nobody to buy it.
Not to mention what the heck'sgoing to happen with all these
people with no income and noroof overhead and nothing to do.
What are you going to do then?
(30:40):
If that sounds dystopian, yeahit is, but it's the kind of
conversation we need to behaving, and we need to have it
right now.
The rise in engineering of EVsis forcing a rethink with
regards to highway safety tech.
We are the Tech Mobility Show.
The Tech Mobility Show byvisiting techmobilityshow,
(31:33):
that's techmobilityshow.
You can also drop us a line attalk at techmobilityshow.
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 my weeklyradio program.
I've designed these videos tobe informative and entertaining.
(31:53):
It's another way to keep up oncurrent mobility and technology
news and information.
Be sure to watch, like andsubscribe to my channel.
That's the TechMobility Show onYouTube.
Check it out.
Speaker 1 (32:05):
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Speaker 2 (32:38):
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 the latestvehicle 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.
(33:00):
You can find us by typing theTech Mobility Show in the search
bar.
According to a recent article inRoads and Bridges magazine,
testing shows the need for newroadside safety hardware
standards for EVs.
Road safety hardware likeguardrails, median barriers,
(33:20):
bridge rails, crash cushions,end treatments and breakaway
support structures are designedto protect life and minimize
injuries in the event of a crash.
This is Topic C.
When a vehicle crosses the edgeline or center line and
collides with an object, anothervehicle, or overturns, the
(33:41):
industry calls that a roadwaydeparture crash.
These type of crashes representroughly 50% of roadway
fatalities in the United States.
We talked about roadway safetyhardware and I'll say it again
it's a family of devicesdesigned to reduce the severity
of such crashes, and we kind oftalked about some of them.
(34:03):
I'll say them again Guard rails, medium barriers, bridge rails,
crash cushions, end treatmentsand breakaway support structures
.
What the researchers who designthis stuff and test this stuff
and evaluate this stuff aresaying is, because of the nature
and the construction of how EVsare made, how their center of
(34:24):
gravity is, how they're shaped,how things work and where the
weight in the vehicle isrelative to the safety structure
, it's going to need to redesign.
Now, the current testingstandard for these devices is in
the American Association ofState Highway and Transportation
(34:45):
Officials Manual for AssessingSafety Hardware.
The abbreviation is called MASHand today it's 276 pages.
In 1962, when they first issuedit, it was a single page.
It was a single page ofrecommendations titled Highway
(35:06):
Research Circular 482.
A barrier system that meetsMASH standards is expected to
contain and redirect a vehicleimpacting within design
parameters to keep the vehiclefrom going through, over or
under the barrier, to prevent amotorist from suffering a fatal
or serious injury during a crash.
(35:27):
When vehicle specificationschange, the mass standards for
testing roadside devices used tocontain those vehicles must
sometimes change too.
Recent testing of EVs usingmass criteria established for
internal combustion enginevehicles shows that some
existing roadside barriers areinadequate when EVs impact them.
(35:50):
Now, this is something youwouldn't think about Stuff that
you take for granted, that yousee and you don't see All the
safety hardware engineered intoa road to protect you if things
go bad, particularly interstatesand limited access highways.
Typically you'll see some ofthese protection maneuvers at
your exits and median strips,all kinds of stuff, and it's
(36:12):
designed in such a way we don'trealize that, although it looks
pretty and may look orderly,it's designed for a purpose and
that purpose is to protect youfrom getting killed If, for some
reason, you run off the road oryou have an accident.
It is designed to minimize ormitigate any injuries you may
cause secondary as the vehiclegoes off the road.
(36:33):
Here's what they learned.
And they used a couple ofdifferent vehicles.
They used a Rivian R1T pickupand he used a Tesla Model 3,
which is not a big Tesla.
They didn't use Model Y, theydidn't use Model S, they did not
use the Cybertruck, they usedthe Tesla Model 3, which, by the
(36:55):
way, next to the Model Y onwhich it's based, is one of
Tesla's best-selling vehicles.
Here's what they learned Twoyears ago, they performed two
crash tests with EVs on whatthey call a standard W-beam
guardrail system, and this isthe most commonly used guardrail
(37:16):
system in the United Stateswhen you see guardrails, it is
of what they call the W design Wbeam.
It's proven to be MASH compliant, meaning they've tested it and
it's going to contain or deflecta vehicle to minimize injuries
if it's an internal combustionvehicle.
When they tested this vehicle,when they tested this guardrail
(37:40):
with a Rivian R1T pickup and aTesla Model 3 passenger car,
both at a nominal speed of 62miles an hour and an angle of 23
degrees, which is the MASHimpact conditions for test level
3, which is the basic testlevel for passenger vehicles and
high-speed roadways, the Rivianpickup ruptured and broke
(38:00):
through the W beam, and theyweren't terribly surprised
because the Rivian's definitelyheavier.
The ease in which it penetratedthe guardrail was nevertheless
startling.
What really freaked them out,if you will, was what the Tesla
Model 3 did the Tesla under-rode, the W-beam, which means it
(38:25):
pushed under the guardrail,lifting it over the vehicle as
the car's momentum carried itpast the system.
The car barely weighs two tonsit's 3,900 pounds, and the
weight of the Tesla is bracketedby the current MASH design test
vehicles, which includes a2,400-pound passenger car and a
5,000-pound pickup truck.
At first, the failure of theguardrail with the Tesla was
(38:48):
surprising, because mass testingphilosophy suggests the
vehicles falling within theweight range of the designed
vehicles should have acceptableimpact performance, meaning it
should have contained the Model3.
It did not.
Here's a couple of reasons why.
It's something called center ofgravity, and center of gravity
(39:10):
has to do with the weight of thevehicle, where most of the
weight is concentrated.
The lower the weight is in avehicle, the more stable the
vehicle is and typically,typically most of the weight is
the powertrain.
The engine and transmission asa thing weighs the most and,
depending on where it is in thevehicle, will determine how that
(39:31):
vehicle performs.
They adjust the suspension,engineering, crash performance,
all of that.
But also know this in aninternal combustion engine
vehicle there's an engine infront.
In an electric vehicle thereisn't.
So you've got that going on,which means the vehicle hitting
an object is going to deform,differently than an internal
(39:52):
combustion vehicle which has aradiator, the mount, the engine,
transmission and all of thatthat's going to absorb the
forces along with the sheetmetal around it.
In a case of an electric car,there is no engine, the weight
is down below, which means thatweight's going to carry it and
it's going to tend to underrideand it's not going to slow
(40:14):
because, again, center ofgravity is lower.
The weight where it would havebeen in a car or a truck isn't
there where they would expect it, so that changes the dynamic,
something that you would havenever thought about.
So they did another test andthey did it with a different
(40:36):
type of guardrail, which wassupposed to be stronger and
deeper and more sophisticated,and it met the ICE criteria, the
internal combustion enginecriteria.
But guess what?
Both EVs ran it over like itwas nothing.
Even the more stringent beam,three beam failed.
(40:57):
Bottom line roadway safety techhas not kept up with the
evolution of EVs.
The industry knows this andthey're testing this stuff now
to figure out what they need tochange in order to make EVs on
the roadways as safe as internalcombustion engine vehicles in
(41:20):
an off-road accident.
For those of you that listen topodcasts, we have just the one
(41:40):
for you.
Hi, I'm Ken Chester.
Tech Mobility Topics is apodcast where I upload
topic-specific videos each weekShorter than a full show.
These bite-sized programs arejust the thing, particularly if
you're interested in aparticular topic covered on the
weekly radio show.
From Apple Podcasts toiHeartRadio and many podcast
(42:03):
platforms in between, we got youcovered.
Just enter Tech Mobility Topicsin 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.
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
(42:23):
information.
I've built quite a library ofshort videos for your viewing
pleasure, so be sure to watch,like and subscribe.
That's the Tech Mobility Showon TikTok.
Check it out.
To learn more about the TechMobility Show, start by visiting
our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show, the by
visiting our website.
Hi, I'm Ken Chester, host ofthe Tech Mobility Show.
(42:44):
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 atthe Tech Mobility Show by
visiting techmobilityshow.
That's techmobilityshow.
You can also drop us a line attalk at techmobility dot show.
Do you listen to podcasts?
(43:08):
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 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
(43:31):
wherever you listen to podcasts.
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