Why Minivans Are Winning Again, AI Won’t Replace Seatbelts Yet, and Elevators Cost a Fortune

Forget the hype cycle—let’s talk about what actually moves people and markets. We start with a comeback story no one saw coming: minivans. After years of SUV dominance, buyers are rediscovering why sliding doors and low floors beat lifted ride heights and tiny cargo openings. We break down the latest sales spikes in the U.S. and Canada, explain why Toyota’s hybrid Sienna and Chrysler’s Pacifica are leading, and show how the core use cases—grandparents on long road trips, gig workers stacking deliveries, DIYers loading 4x8 sheets—are fueling new demand. Practical wins when they make daily life easier.

From there, we stress-test a headline claim: that AI will reduce crashes more than the seat belt. We examine where advanced driver-assistance systems still fall short—poor speed-limit readings, nagging monitoring, and inconsistent lane logic—and why even great software faces slow adoption in a 250 million-vehicle fleet. Add regulatory gray areas, cybersecurity risk, and the need for a consistent human in the loop, and bold predictions look premature. AI can absolutely augment safer driving, but we separate measurable gains from marketing gloss and explain what it will take to earn trust on real roads.

We close by taking an elevator into a cost puzzle. Why does installing one in North America cost three to four times as much as in peer countries? The answer lies in fragmented codes, larger mandated car sizes, a concentrated vendor landscape, and a tight, highly unionized technician pipeline. The downstream effect is fewer elevators in small and mid-rise buildings, reduced accessibility, and higher construction costs. We map the incentives at play and point to fixes—standard harmonization, talent pipelines, and performance-based regulation—that lower costs without sacrificing safety.

If you care about mobility that works—from family hauling to safer streets to accessible buildings—this conversation offers data, trade insights, and field experience you won’t find in headlines. Subscribe to The TechMobility Podcast, share it with a friend who loves practical design, and leave a review with your take: minivan, SUV, or wagon—and why?

Transcript

SPEAKER_02 0:07

Welcome to the Tech Mobility Podcast. Brought to you by Playbook Investors Network. Your strategic partner for unstoppable growth.

Why I do What I do

SPEAKER_03 0:15

Visit pincommunity.org to get started. I'm Ken Chester. We got a lot ahead, as usual, so let's get started. On the docket. Mini vans are making a comeback. Will AI surpass the seat belt and vehicle safety? And the trouble with elevators. To join the conversation, be it to ask a question, share an opinion, or even suggest a topic for future discussion, call or text the TechMobility Ontline, that number, 872-222-9793. Or you can email the show directly, talk at Techmobility.show. I want to take a moment, because I need to do this every once in a while. We've got listeners that are new to the program. And to y'all that may be hearing my voice for the first time, welcome and we're glad to have you. I want to take a minute and kind of explain what Tech Mobility, the Tech Mobility Show really is and why it's different. I am a curious sort. And if you've been following us for a while, if you've been regular listeners for a while, you know that I'm very eclectic because I talk about everything. I know that our tagline talks mainly about technology at the intersection of mobility and technology, and that's true. I talk about a lot of different transportation issues, and I talk up a lot about technology. But it is even so much more. I reach out to find the information that I think, well, if it interests me, I hope it will interest you about a wide variety of things. I've done everything from talk about walk scores to space hotels. We've talked together about personal privacy, license plate readers, and the right to be forgotten in Europe. We've talked about the growing industry of autonomous trucking. We've talked about hydrogen recharging stations. We've talked about all of this stuff, even down to heat, islands, and cities. We've talked about all sorts of things. Here's what I want you to know. I read, I spend on average, every single day, hour, two hours, every morning. I read eclectically everything from Astronomer Magazine to White Papers by uh McKinsey and a company. I read Progressive Railroading, Waterworld, I read TD World, which is an electrical industry magazine, and then of course I read the financial pages. But what I'm looking for, what I'm digging for, even I read different news of the media, uh, media industry topics, all of this stuff. I want to share with you information that you are not getting from the mainstream media. I want you to know. I want to equip you with information so you are more aware of the world around you and how it's changing and why it matters. I try to be fair. I try to give you the pros and cons. I mean, yes, I like EVs, but no, my experience with EVs hasn't been great, and I have shared that at length. I do believe that internal combustion engines are going to be around for a while. And when I mean that, I mean at least 15, 20 years. I don't think that EVs are the answer to everything. I think they have their place, I think they have their application, much the same way hydrogen does, much the same way fuel cell electrics do. They all have a place. But then again, we've talked about ammonia as a fuel. We've talked about commercial aircraft that are electric. We've talked about self-flying helicopters that are fully autonomous. We've talked about all of this on this program over the years. I'm in my eighth year doing this now, and I'm still as curious as ever with everything coming. What I try not to do, and I try, is not to bore you with the same topic week after week. And I understand AI is a big deal right now, and we've talked more than our share. When it's topics like that, what I look for is the opportunity to look beyond the news, to find the nuance, to find that piece that is more interesting than what you see, what they're reporting up front. The fact that there's way more than just there's no such thing as one AI application. I actually subscribe to a surface that right now, by last count, had 5,400 different applications for AI. And full disclosure, yes, in my work, in my research, I do use AI. I do not use it for this program. But I do use it to help me be more efficient. And for the record, I use upwards of four or five different uh AI applications, at least. And depending on what I'm trying to do, more. If you think that, oh, I would never use AI, I don't trust it, I don't believe in it, oh, I would never use it. Uh newsflash. If you're interacting with the world right now, you are using AI whether you know it or not. You're using Grammarly to make your words and your sentences right, that's AI. You're going into Google, you're asking Google questions, it's coming back. That's AI. You call your insurance agent or the insurance company to file a claim, that button comes up is AI infused. You are a consumer of artificial intelligence, either willingly or unwillingly, knowingly or not knowingly, but you are. Even every company, however you touch it, from grocery stores to even local retail, it's AI infused. We've talked about that at length, and the impact. Here's a news flash for you. I fully believe that AI is gonna have a backlash. Because, like every other trend before it is long and as far back as you can remember, the night the new shiny thing is on the block. Everybody runs towards it. People go TOO towards it. And after a while, there's a backlash as people have a correction. So, well, maybe going all in is not the best idea. We're gonna back up. Some people may drop it completely. Think Facebook right now and the number of people who are opting out of Facebook completely. I believe AI will have that moment. I believe I don't believe AI is the answer to everything. It is the answer to a lot properly used to enhance and augment. But I would never, ever, ever just give anything over to AI unreviewed, untested, unverified, absolutely, positively not. Because AI still does hallucinate. And if you've never heard that term before, what that means is, is you ask AI a question, it will give you an answer, but it totally made it up. It made up everything. I asked it about one of my prior companies that I ran, and it spewed a complete fabrication down to revenues and staffing, what the company's doing now, all wrong. 100% wrong, completely, utterly wrong. It made it up. Tried to pass it off as truth. One of the major things you need to worry about AI, which is what is part of the backlash now, with the rise of what they call AI slop, an AI work slop, where you spend more time verifying what AI said it gave you than if you'd done it yourself and did the research yourself. There's going to be a backlash. Keep that thought in mind. But this is the reason why I am here every week for you. I'm a curious soul. There's a lot going on, there's a lot of jargon being thrown around, and there's a lot of misinformation going forth. I'm going into the industry publications to tell you the real deal. I'm not reading general purpose uh newspapers and magazines alone. I'm digging way deeper than that. And that's important. Because if I don't, then I can't bring you the fullness of what it means. And that's the goal here. Not to overwhelm you with jargon and technological stuff, but to break it down in a way that you'll understand it better and that you walk away with a little bit more knowledge than you had before you started listening. That is my goal every single week for you. That somehow you're better educated. What's old is new again. This time it's the minivan. You are listening to the Tech Mobility Show.

SPEAKER_01 10:05

In business, opportunity doesn't wait, and neither should you. At Playbook Investors Network, we connect visionary entrepreneurs with the strategies, resources, and capital they need to win. Whether you're launching, scaling, or reimagining your business, our network turns ambition into measurable success. Your vision deserves more than a plan, it deserves a playbook that works. Playbook Investors Network, where bold ideas meet bold results. Visit pincommunity.org today.

SPEAKER_02 10:37

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SPEAKER_03 11:09

To learn more about the Tech Mobility Show, start by visiting our website. I'm Ken Chester, host of the Tech Mobility Show. The website is a treasure trove of information about me and the show, as well as where to find it on the radio across the country. Keep up with the happenings at the Tech Mobility Show by visiting Techmobility.show. You can also drop us a line at talk at Techmobility.show.

SPEAKER_01 11:35

Every great business starts with a spark, but taking it to the next level takes strategy, connections, and capital. That's where Playbook Investors Network comes in. We're your strategic partner for accelerating growth, navigating challenges, and capturing market opportunities before your competition does. Your business is more than an idea. Let's make it an impact. Playbook Investors Network. Your future starts here. Learn more at pincommunity.org.

Are Minivans Staging a Comeback?

SPEAKER_03 12:38

What kills me about that commercial was 1972. International Harvester had already discounted GMC truck and ignored Dodge completely. All they were looking at is Chevy and Ford. And as the other, the third pickup. Forget the other two in the market. They don't mean anything. No, we're going after the two leaders. They're the only ones that matter. Wow. Although International made a pretty robust pickup. They did for a number of years, and I bet you didn't know that. But yes, International Harvester built and sold pickup trucks, and they were pretty rugged. But now you know. The year was 1984, and the Chrysler Corporation rolled out a brand new concept. Nobody had ever seen anything like it. One that was in fact rejected by another one of the big three domestic automakers. They said they couldn't sell it. They didn't think it was viable. But consumers bought these front drive boxy wagons in droves. I remember barely used minivans were selling for more than new ones. If you had a used 84, it was selling from anywhere from$200 to$500 more than a smack new one if you could get it. Chrysler's minivan plant, which at the time was in Windsor, Ontario, where it still is, was on a seven-day mandatory overtime schedule. They were working 12-hour days. Guys on the floor were making$100,000 a year. It was so severe, they were running so hard that a fella in the stamping plant that stamped metal parts for the minivans got careless and got crushed to death. The union shut them down for a bit because people were working past tired. That it was nuts. The automaker would later add extended length versions, all-wheel drive versions, and even a luxury version called the Chrysler Town and Country. A second plant was bought online in 1987 south of St. Louis. That would build the extended chassis minivans. At that time, Chrysler alone, through Dodge, Plymouth, and the Chrysler brands were selling by themselves a half a million minivans a year. Half a million. Fast forward 20 years. Pickup trucks, SUVs, recession, fatigue. The market moved on. Automakers that jumped on the bandwagon over the years bailed. GM tried it, they bailed. Ford tried it, they bailed. Yet Chrysler and a few notable others shouldered on. And after all of this, after people have gone truck crazy, SUV crazy, crossover crazy, something crazy happened last year. They saw a glimmer of hope. Not for the old days, but a dramatic improvement in fortunes. Minivan sales increased year over year. This is topic A. Let me just give you some hard numbers. Last year, minivan sales in Canada up 34% over 2024. In the United States, minivan sales up 20%. Now, these are not the 1985-86-87 numbers. That up 34% total in Canada was 42,377. This is according to Automotive News Research and Data Center in Detroit. For all minivan manufacturers in the United States combined, they sold 395,352. But get this, even after all of this, and bear in mind that Chrysler has not updated significantly their minivan in well north to 10 years. Bear in mind they're building one brand now. They're not building Plymouths, they're not building Dodges, they're not building Chrysler's. These are all Chrysler Pacificas, and they represent 25% of the market they created even now. In Canada, they ain't sold that many in six years. The top minivan in Canada was the Toyota Sienna. Toyota kept spending money. The Siena, for the record, is a hybrid, which is perfect timing. And if you've ever test-driven a Sienna lately, it's like driving a limo. Chrysler didn't take any prisoners, and they're still in the game. Again in Canada, Pacifica led, Sienna was second. And in case you didn't know it, Honda still builds a minivan. It's the Honda Odyssey, and it was number three in Canada. When industry observers take a look at, okay, what is fueling this? Two things. If you don't want an SUV, you don't want a crossover, whatever cars are left out there, you're not feeling that either. But you need to haul stuff and you need to haul kids or adults. What do you do? There's only one choice. The three-row minivan. That's it. That's the choice. Unlike back in the day, and people used to ride it, oh, the minivans for soccer moms. And the Gen Xers and the Gen Zers, I would never drive what my mom had. And my mom, my wife, actually owned two Dodge Grand Caravans in the 90s and early part of the 2000s. When she got done, she said she'd never own another one. But our kids are grown. And we don't haul that many of the grandkids around. So we're fine. And my equinox is just big enough, she needs something a little bigger. She drives that. What they are seeing now is a shift in demographics. It's the old folks. Believe it or not, the Gen Xers and folks, us boomers, we're in the grandparenting stage. We also are active road trippers, and minivans are a great option for them as they are doing their road trip travels. Let me tell you, my wife loves thrift stores. And you literally need something like that for her. But it makes her happy, and if she's happy, happy wife, happy life. I'm all for it. Something else that they noticed. They're also seeing a higher level of consideration for people who are gig economy workers. Maybe they provide Amazon or Grubhub or DoorDash delivery services. And if you're into DIY, they repair is like the fact they can put a four by eight piece of plywood in a minivan when all the seats are folded flat. So it's still practical. The whole thing that made the minivan a thing in 1984 still has value now. Imagine that. Some industry veterans have surmised that the evolution of AI will exceed the benefits of the lowly seat belt. Really? This is the Tech Mobility Show.

SPEAKER_01 21:06

You've got the drive, you've got the vision. Now you need the right partner to make it happen. At Playbook Investors Network, we power ambitious leaders with the tools, insight, and investment connections to move faster, grow stronger, and lead markets. We're more than advisors, we're your co-pilots in success. Because in business, standing still is not an option. Playbook Investors Network, fueling ambition, delivering results. Visit pincommunity.org.

Will AI Make Vehicles Safer than Seatbelts?

SPEAKER_03 21:38

Did you know that Tech Mobility has a YouTube channel? Hi, I'm Ken Chester, host of the Tech Mobility Show. Each week, I upload a few short videos of some of the hot topics that I cover during my weekly radio program. I've designed these videos to be informative and entertaining. It's another way to keep up on current mobility and technology news and information. Be sure to watch, like, and subscribe. My channel. That's the Tech Mobility Show on YouTube. Check it out. Stefan Heck. He's the founder and CEO of a company called NATO, a company started in 2015 that has built an AI-powered safety system for commercial fleets. Their system monitors drivers and roads to protect and help cra help prevent crashes. Heck believes that AI is transforming safety systems, driving behavior and the future of mobility and insurance. In a nutshell, he believes that the full impact of AI will rival the dawn of the seatbelt age of passenger cars. That's a tall order, and you know me, I got questions. This is topic B. How do I say this gently? AI has a lot of potential. Indeed. If properly used, I think it can augment a lot of what human beings do. However, I am in strong disagreement that it can replace what humans do. I mentioned earlier about its ability to hallucinate, the fact you have to verify, the fact that it'll go off on a tangent. If you keep it on a tight leash, if there's a human in the loop, then it doesn't get to wander so far. But Stefan Heck says that AI will be able to reduce vehicle by 90%, outperforming the seatbelt in terms of reducing fatalities and serious injuries. Let me stop right there. Go back about five or six years. At that time, autonomous vehicles were the rage, even more than electric vehicles. Autonomous, autonomous, autonomous, that's all you heard. Companies were right around the corner, and they said, when all this is implemented, it's gonna cut fatalities and injuries by 80 to 90 percent. That's what they said. Volvo even went as far to announce to the world, they said six years ago, by 2020, no one will die in our cars. That's a pretty tall order. A very tall order. We've heard these numbers before. Part of the challenge with AI is how it's deployed. Who's responsible? Who's gonna update it? What are the cybersecurity protocols to make sure it doesn't get hacked and bad actors don't manipulate it for harm? A lot of questions. And even what we've seen is even the best intentions of something, people don't consider all the unintended consequences of doing a thing. And sometimes you just can't predict them. He acknowledges that humans need to be involved here. And I don't disagree with him, but I do take issue with 90% reduction, knowing that further in this article, and I can collaborate this number, when a new feature is introduced into the private ownership fleet, the United States, which is roughly 250 million vehicles, it takes 20 years, according to the IIHS, to fully get to a turning point. In other words, if something introduced in 2006 is now getting to a tipping point now, 20 years later. It takes that much time. Part of that is scrappage rates, sales rates, how people trade, all of that factors in. So even if AI was perfect today, even if they had the law straightened out about how AI should be deployed relative to automotive and transportation safety, which by the way, they do not. It would still take 20 years for us to reap the benefits of that revolution. So much can change. Twenty years ago in 2006, EV batteries were not even a thing. There were no EVs for sale in the marketplace. The only hybrid for sale at mass production numbers was the Toyota Prius, the only one. Other automakers dabbled, Ford dabbled with an escape hybrid for a minute. But in terms of consistency, it was just Toyota. The Civi Volt wouldn't hit until 2011, and it was an extended range vehicle. The gasoline engine only ran to recharge the batteries. Forgive me for being skeptical. I'm not sure. With what I see, and I test drive vehicles every week. And I'm here to tell you a lot of the advanced driver safety features are not ready for prime time, even now. And a lot of these have been in vehicles now for about 15 years. One of my personal pet peeves is the speed limit indicator. Almost every automaker, almost every one, doesn't matter, from the most expensive to the cheapest, almost every single one, that item is incorrect most of the time. And then now we've got, particularly in Toyota's, which is really aggravating, in some Fords, what I call the nanny state. You've got driver monitoring software that monitors where you're looking, it thinks, whether or not it can see that you're looking at the road and will ding, give you messages, all kinds of stuff. Problem is it ain't accurate either. I drove a vehicle where all it did was harass me with my hands on the wheel. Never took my hands off. Oh, put your hands on the wheel. My hands are on the wheel. Stop bothering me. So you can you're getting an idea that I don't fully agree with this guy relative to AI and vehicle safety. AI is only as good as the large language models that train it, the data that goes into it. And then how do you curate that information? How do you test it to know that at least in 95% of the time it will act the way it was designed? And what do you do for the other 5% with the stuff? There's no way you could ever predict. How's that gonna do it? He contends that AI is safer than human drivers, more consistent. Of course, they said that about autonomous vehicles, too. His approach is that AI would serve to change behaviors relative to what it tells the driver and what it sees to help the driver either prevent, mitigate, or otherwise avoid accidents and situations like that. But I don't know. When the seatbelt was introduced in the 1950s, that three-point seat belt in the front seat of a car resulted in an overall fatality reduction of 45%, and they feel that AI will be double that. I don't know. I've seen a lot of stuff. I'm not yet convinced that it is even close ready to prime time. And even if it is, still 20 years before it gets to a tipping point in our national privately owned fleet. I'm not voting for it. And I'm really not a fan. They're gonna have to come a lot further for me to be convinced. And right now, between autonomous vehicles, drive advanced driver safety uh systems, eh, we got a ways to go, folks. We still have a ways to go. The cost to install an elevator in North America is three to four times higher than in peer countries. Trouble with elevators is next. We are the Tech Mobility Show.

SPEAKER_02 31:04

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SPEAKER_03 31:37

To learn more about the Tech Mobility Show, start by visiting our website. Hi, I'm Ken Chester, host of the Tech Mobility Show. The website is a treasure trove of information about me and the show, as well as where to find it on the radio across the country. Keep up with the happenings at the Tech Mobility Show by visiting Techmobility.show. That's Techmobility.show. You can also drop us a line at talk at Techmobility.show.

SPEAKER_01 32:07

In business, opportunity doesn't wait, and neither should you. At Playbook Investors Network, we connect visionary entrepreneurs with the strategies, resources, and capital they need to win. Whether you're launching, scaling, or reimagining your business, our network turns ambition into measurable success. Your vision deserves more than a plan. It deserves a playbook that works. Playbook Investors Network, where bold ideas meet bold results. Visit pincommunity.org today.

The Hidden Cost of Elevators

SPEAKER_03 32:39

Did you know that Tech Mobility has a YouTube channel? Hi, I'm Ken Chester, host of the Tech Mobility Show. Each week, I upload a few short videos of some of the hot topics that I cover during my weekly radio program. I've designed these videos to be informative and entertaining. It's another way to keep up on current mobility and technology news and information. Be sure to watch, like, and subscribe to my channel. That's the Tech Mobility Show on YouTube. Check it out. According to a report by Stephen Smith of the Center for Building in North America, elevator purchase and installation costs in North America are three to four times higher than in peer countries. The result is a scarcity of elevators in smaller, mid-rise buildings hindering the accessibility and driving up construction costs. Yikes! This is topic C. This report was issued in May of 2024, and they talked about why this is predominantly that these prices are driven because it creates a scarcity of elevators, hindering accessibility, driving up extraction costs, but key factors include the uniquely large cabin-sized regulations, we'll talk about that in a minute, specialized labor markets, and fragmented technical codes. The United States and Canada represent just five percent of the elevator market in the world. Five percent. Do you realize that there is a standard code for North America and a separate code for the rest of the world? If you're an elevator company, are you going to spend money, talent, and time to meet a market that is only 5% and spend the thousands, if not maybe millions, of dollars? Uh-uh. Not to break into it. Let me give you the key findings and then we'll get into this a little bit more. High cost, low supply. If you're in a multi multi-residential unit, typically if it's a building with less than 50 apartments, there won't be an elevator in it. Regulatory barriers. North American codes often require larger cabin sizes specifically to fit a seven-foot stretcher, and for the ability of somebody in a wheelchair to turn around in the elevator, meaning that these elevators have to be larger. That increased construction costs. Labor market issues. A highly specialized insular market for elevator technicians and a lack of international standardization contribute to the crisis. Let me jump, I'm gonna put a pin in that. There are four elevator companies in North America. Otis, Schindler, Thyssencrop, and Cone. Because of all of the stuff going on. Let me start with the Union. Elevator technicians are heavily unionized. The International Union of Elevator Constructors is one of the most powerful construction unions in North America, and it resists trends like pre-assembly, prefabrication, creating more work and causing tightening in the labor market. In contrast, many high-income countries across Europe have government-sponsored schools of technical education that provide a steady supply of elevator workers. What does that mean? It means that in the United States, the union handles recruitment into the industry and makes a strong and successful effort to limit entry into the field and limit the ability of firms to use technology and factory production to streamline the installation and maintenance of elevators in North America. The result? Higher compensation, more work for citizens, little opportunity for immigrants, and less efficient work overall, contributing to high final costs. The labor shortage is paradoxically somewhat of a reinforcing mechanism strengthening the hand of the union at the marketing table to create more work through prohibitions on efficiencies in the installation process in particular. The big four elevator companies I just mentioned, they have no reason to advocate for big changes in the market. They actually have incentives to advocate for more rules. Why? They're the only four. They set the prices, they control the supply. I happen to live in a building that has an elevator. When that elevator went out, it took six weeks to get a repairment out. Six weeks. In Little O'Altoona, Iowa, and an elevator that's only six years old. It took six weeks to get a repairment out there. In Europe, where they don't have these standards, they do have standards, by the way. I mean, they're not just building willy-milly, but the elevators aren't as big. There's way more competition. There are more elevator companies, there's more technicians. Meaning the chances of you being able to find an elevator in a smaller dwelling in Europe is more likely. And here's the irony the building that we live in, my wife and I, I picked that building because it had an elevator. My wife and stairs, not so much. The fact we had an elevator gave me two things. One, I'm nervous about being on the first floor anyway. So being one floor up gives me some safety that makes me comfortable. Having an elevator means that my wife doesn't have to climb the stairs, which made it a done deal for us. But imagine in some of these others. When I was a kid, my grandparents lived on the fourth floor. It was a fourth floor walk-up. And those are some long flights of stairs. Four stories high. You walked all four stories. Well, if you're a kid or eight and nine, it's no big deal. I'm not so sure I'd be willing to do it now. Didn't know why. Now I know why that building should add an elevator, but it didn't. The global trend in elevator regulation has been for countries outside of Europe to adopt European elevator safety norms, a trend which North America has so far resisted. Here's the irony. There are not significant differences between the European and North American elevator safety rules, but the mere existence of separate codes and standards, which are not interchangeable when it comes to manufacture certification, drives up costs. The cost consequences, these variations in codes and standards, come in two forms. Cost driven by different certification processes and separate markets for parts and cost driven by actual differences in products. Basically, it is cheaper to have the elevator company that installed it repair it because of the differences. There's no motivation for these companies to be more efficient. There's no motivation for the union to increase the number of technicians available. They get paid by artificially holding up prices in repair, installation. So it's sort of a racket between the union and the companies. And the American citizen pays for that. Plus our regulations. Because no one's going to chase 5% market when you can get the other 95% as a medium-sized company. You're going to try to break this monopoly? You ain't got the money, you ain't got the time, and you ain't got the reward for it. Because the market just ain't there.

SPEAKER_01 41:36

That's where Playbook Investors Network comes in. We're your strategic partner for accelerating growth, navigating challenges, and capturing market opportunities before your competition does. Your business is more than an idea. Let's make it an impact. Playbook Investors Network. Your future starts here. Learn more at pincommunity.org.

SPEAKER_03 42:00

To learn more about the Tech Mobility Show, start by visiting our website. I'm Ken Chester, host of the Tech Mobility Show. The website is a treasure trove of information about me and the show, as well as where to find it on the radio across the country. Keep up with the happenings at the Tech Mobility Show by visiting TechMobility.show. You can also drop us a line at the talk at TechMobility.show.

SPEAKER_02 42:26

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SPEAKER_01 42:59

You've got the drive. You've got the vision. Now you need a way partner to make it happen. At Playbook Investors Network, weep our ambitious leaders with the tools, insight, and investment connections to move faster, grow stronger, and lead markets. With more than advice, we'll see success. Because in business, standing skill is Playbook Investors Network.