 Welcome, everybody, back to the Independent Investor channel here. My name is Ryan for the weekly Hylian update. I think what we need to question is that over the next, let's say, years in 2023, what type of catalyst could Hylian incur to perhaps move the needle a little bit and give us some insight on some of the looming questions that we have now at the end of this month will prove interesting. Perhaps maybe there will be some insight shared at the investor conference. I am signed up for that. I will not be in attendance. There's just been way too much happened over the last three years, but with so much looming on the horizon, so much critical information that needs to be forthcoming from Hylian, I'm not sure how much they're prepared to actually share on an investor conference now. I believe over the six months, those looming catalysts will in time be rolled out to provide some level of support for the stock. When I say that, I think we could have a potential movement north. The stock's up 30% right now from its lows, and I don't think that anybody in their right mind could have caught it. I say that tongue-in-cheek. I joke all the time about buying in the face of utter despair, and I was buying the stock in the low 120s. It's 52-week low. Is it $1.22? I was buying it around the $1.25 level, and I'm not going to suggest that I bought thinking that I was buying the bottom, because I think that this stock could go anywhere from here. I don't think that it is healthy to come on to social media and talk about where I think the stock is going. My point is this. The stock is up 30% as we discussed now. That is a fact. If you were one of those people that thought potentially that you were just going to buy this company at the perfect time, there is a potential for that time to have come and gone. Now, the further question is how much longer would you suspect that you're going to wait to perhaps maybe buy into the stock at that 52-week low and or buy the stock even lower than where it is now? My philosophy on this company and a much greater philosophy on how I approach stock market investing to not engage in such futile activity anyway. There's enough going on with the company now that attracts me to the risk reward opportunity here as the company sits. I would say in the short term, if stock investors and Hylian are looking for a potential catalyst to be at a time where it is the most ripe to realize said catalyst in the next six months. In other words, we should have much more color on the 30 orders and who those 30 orders are going to go to where we don't know where they're going to go. The Q1 call for 2023 shook all that up. The unknown is just about as exciting as it is intriguing in that what additional fleet reach is going to be created by taking those initial 30 and spreading those out strategically as John Panzer discussed on the Q1 call to maximize penetration amongst the fleets, to give them the data collection information going from zero to let's say one or two units maximum. I think they're going to be really smart with the rollout. Hylian has given me no indication that they're going to be irresponsible with getting the maximum reach out of these original 30 units. What type of conversation could be garnered from those original units when they're turned to the fleet? What fleets are going to take on those units and then to track those extended fleet trials? Now, we know that there's going to be some fleets out there that have just been on board since the beginning. Green path logistics and debt mar come to my mind as far as being really some of the sticky customers that have been with them for a long time and you go back and you look at all the hybrid customers as well potentially augmenting and having that be the introduction to Hylian and I've heard zero negative feedback on the hybrid unit thus far I've heard negative and perhaps maybe you can correct me if I'm wrong. There is some fuel savings there to be had. There is some greater horsepower to be had depending on what application it is augmenting whether it be diesel or the liquefied natural gas, the compressed natural gas application. I've heard nothing in way of complaints on that. Remember the last couple of years of sales, the bulk of the revenue has come by way of hybrid sales. Is it safe to suggest that those could lend itself an opportunity to upsell into the hyper truck ERX? Bears would say absolutely not. It'll fall and there will be no follow-on sales. I think it'll be somewhere in the middle in that if they are really excited about the EX product that there could be potential there to augment some of those established customers that have taken on the hybrid EX to get them in the order backlog for hyper truck ERX. When you talk about fleet penetration here, Hylian by far and away has the highest level of fleet interest or association. Let's just call it to be fair. When I go across the landscape and I look at the Wegmans and the Schneiders and the Rouen and the Monet and the Greenpath and the Wholesome, I can go right down the list. Anheuser-Busch is one that we have not heard anything from, but there are many, many others how they are going to have a hand in connecting the dots and making sure that the greatest amount of penetration is happening amongst the 30 units. I think we can all agree as a community that the 30 units are kind of a foregone conclusion at this time. I can't think of a more golden or neon green 30 that are going to lend itself to be the most important units that the company ever turns out. I foresee the company taking on hundreds of orders as we roll out this product and really start to realize the benefits of and the uniqueness of Hylian, how they separate themselves from especially a Nicola Motors company, but also the Hyzon Motors as well in that their rollout is being potentially pursued on a business lean model. I'm going to talk about how important that is when you talk about loyalty and invested dollars to let's say a Hylian as opposed to another company that's looking to roll out technology right now does Hylian have the best solution? I believe they do and I believe it's far and away. I don't really even think there's a cross comparison. I'd invite you to Thomas Healy's comparison of BEV efficiencies. It's one of the most telling videos as to really the misconception within the BEV fleets as to what they profess in way of performance and efficiency and what is actually necessary in the BEV application. Thomas in about a seven minute video walks through the very, very simple and anticipated and variable demands over the BEV application and merely points out that while some of those effects will actually affect the Hylian battery itself, the way that they roll out their solution through the ERX almost minimizes or eliminates everything that exists in way of concern for the battery electric vehicle application and those concerns are very, very real from the fleets, not only from a full BEV perspective but also if technology is looking to improve on the BEV side of the house, you still have the looming infrastructure issue and the disconnect between what you actually need to run these routes. Thomas Healy talks about a 100 mile route from let's say Boston to Providence as the example that he uses and really points out that the disconnect between the knowledge now to realize that route is economically inefficient and fleets know this. Now the first thing I want to talk about in this video is the looming mandates and incentive problem that fleets are having, all right? The ACF and the ACT mandates that are coming online, Thomas Healy announced the full approval for the credit and I just want you to think about that for a second in short order, these companies are going to be faced with a decision. More importantly, OEMs are going to be faced with a decision to augment their fleets with electric vehicle solutions. Healy unqualifies for said mandates and incentives that are coming down the pipeline on both the OEMs and the fleets. It is important for us to truly understand what type of demand this could generate over the OEMs to produce these products so that they can both augment the solution as well as have the opportunity to identify what type of total cost of ownership benefits they could have. Now those are looming in the future. I digress. I bring you back to the current time that we are in right now and over the six to 12 months we have 30 units that will be going out to multiple fleets to provide that very validation to fleets. We have two opposing forces at work right now. The move to electrification is going to happen. How that's going to happen is anybody's guess because as I sit across from a YouTube audience right now and declare this a very fact, we are in a diesel dominated present. I will say it again. We are in a diesel dominated presence. We are not even beginning the game of pursuing electric vehicle, range extender vehicles like Healy unoffers, hydrogen fuel cell. It is nonexistent now. If this project and initiative falls on deaf ears and in 10 years we are talking about an industry that is dominated by a diesel presence. These companies will fail to exist whether or not they get bought up for their technology, whether or not a new administration changes and comes and says, hey, the environment is not important. This is not a focus. We need to focus on other things like artificial intelligence or whatever it might be. If the movement toward an electrified future and transportation somehow falls, then your thesis, your bare thesis would prove correct in understanding that these are dead on arrival. Nikola will cease to exist. Tesla, with all they're doing to destroy the BEV reputation, will be dead on arrival. Now I'm talking about the class eight space because I do believe there's enough lemmings out there that have to own a Tesla at all cost. For the life of me, I can't understand that. Again, most people like to follow and rather just think for themselves about what they're actually opting for. I've heard some people talk about Teslas and friends of mine that know the industry and the technology is really something to be desired. I think a lot of people buy a Tesla for the discretionary aspect of it. They think they're somehow saving the planet as opposed to it really just does perform and you can go out there and beat a Ferrari on the highway. But as much as what's going on right now, I want you guys to consider that this is the very beginning. If not, we haven't even started yet with the integration and with regard to the company that I own, I will track that as being a start. I don't think Hylian has even started yet. I think the industry as a whole has not begun its implementation in any capacity whatsoever. We talk about later this quarter Q2 as being the start of controlled fleet trials. I think that's going to be every single day spent on that integration is going to be a day toward and a better understanding of how the Hylian product can perform under the rigor of Class 8 electrified transportation. I think every single day is going to provide those fleets with more and more answers as to Hylian's boasted claim of a thousand miles of range. Do you think they're going to try to push that? I do. Can Hylian perform at a high rate of efficiency with 80,000 pounds of payload? Every day that goes by, we're going to have those trickles of data as those 30 units on the onset are released to the fleet. Now, do not expect that those 30 units are going to turn back profit. Do not expect that those 30 units are going to turn back top end revenue that is going to lend itself to favorable margins and to the end of potential profit. We will realize the revenue, but I think there's a deeper understanding of what those 30 units mean when they are turned out to the fleets and it starts with the data crunching and hopefully Hylian is right along the way of really extrapolating that data as it's generated in the field and making sure that the fleets truly realize how good those products or how bad in all fairness are performing for them. We need the ERX to stand on its own. We need the ERX to perform with the parameters that have been set and declared along this entire road to say, this is what you're actually getting and this is what we projected and this is what you're actually getting along these specific routes. Then that data can be taken and show how much cost savings are falling to the bottom line times the amount of potential units that could go to the fleet in the future. That's why I think the payoff for these 30 units is not to be misconstrued with the revenues that will be generated by the initial 30. What we need to pay attention to as a share owner base is the information via performance that is turned back by these original 30 units and we will have much more data at that time as that information probably slowly rolls out. I don't expect that it's going to be a firestorm of information. I do believe that there's a potential for Hylian to really generate some real buzz. I think they're an undiscovered company. They are listed on the ACT website. I checked it before filming this video. There's a whole section on Hylian and I think the who's who in the industry absolutely knows who this company is. I think as that data is collected over time, I think that it is going to pay incremental dividends when the mandates come online and the OEMs are looking at a fleet that have enjoyed the product or not. Guys, don't think for a second that I'm being presumptuous to believe that the fleet is going to accept the ERX and it's just going to be all roses. Do I think based on what I've evaluated over the last three years, there's a potential of that very end? Yes, I do. Yes, I do. If the ERX is declared at 425 miles of range, that's going to be a big issue against the credibility of a company that has boasted over double that at 1,000 miles of range. Do I think that's going to happen? I don't. And my conviction lies in what we know about Hylian and what they've boasted with regard to their performance specs on the truck itself. And I do believe that the truck is going to perform fairly close to, if not surpass some of those original projections for specifications over the truck. I really do. The reason why I say that is because that the idea is so phenomenal. When Thomas Healy was talking about the range extender vehicle as compared to the BEV solution, the hyper truck ERX allows them to eliminate or drastically reduce the effects over the battery. That is what we're talking about here. Without the heart of the operation, BEV does not go. Without the heart of the operation, Hylian does not go. At its very true core in essence, but does Hylian need to carry a battery the size of a room? No, it doesn't. It gets to reduce the size of the battery based on their approach to this through the range extender, as opposed to just relying on the filling and the degradation of battery systems, the filling and degradation of the battery systems. Thomas Healy talked about a couple of things during his address and I highly recommend you go over there and watch that seven minute video on the four effects of battery installations. It is fascinating when he talks about the guaranteed impacts versus the variable impacts. Now all four of those impacts, how they affect the battery over the life was fascinating to me and it was a real tell and a real validation on how far away Hylian has separated itself. I think the idea is so good. My concern isn't necessarily for Hylian separating itself from how good it is to traditional BEV applications, rather questioning the patent protection over Hylian's technology and how well moded they are against other companies stepping in and saying, Hylian does have the best idea. Let's just go ahead and throw our own generator and their source the Cummins e-axle and just do this thing ourselves. That would be a pivot away from the solution. I don't know enough about the Hylian patents to know whether or not they have enough protection over that. I know they hold the patent protection over the e-axle and the regenerative braking on trailers, but I'm not sure how protected they are as far as their idea here and thus far I have yet to see another company attempt to enter the space in the way that Hylian has by bringing an onboard generator powered by an X-factor fuel source hydrogen fuel cell, compressed natural gas, renewable natural gas, the Carnot application of course, it doesn't really matter the ammonia, whatever they're fueling to charge their batteries along its route to realize and really circumvent a lot of the concerns with traditional BEV applications. I'll get to that in a moment when I talk about that video because I thought it was really, really important in understanding how far separated Hylian is and how unknown they are and how secretively they've breathed 30% of value from its low into the shareholder base that owns the company and nobody's talking about it. This is what happens when a stock has been so oversold and so shorted. Do you think the shorts understand the intimate details that we as share owners understand about the company? Of course not. A short seller's specific motive is money and that's it. So when they see a target in the environment, the stock environment, Hylian has been a target for ever since it's been turned out. Ever since it reached its high of $58, it's been a target because it could not supplement with the sheer market cap and market dominant position that it was in because it had a lot of work to do to get up to this point. It has been a target, but short sellers don't do the amount of rigor that is necessary to do the fundamental analysis to understand how far and away they are from the BEV solutions that are being brought to bear. I do want to also add this layer of understanding in Hylian's lean business model to augment with existing, where I'm going to talk about the limitations of BEV and a company like Nikola and Tesla and some of the others working so diligently to push out a solution without a command over the statistics. I don't understand what this sleight of hand that's going on right now in that Tesla not so much because they have the capital to do whatever they want. Really, they can push out a turd semi and people will buy it just because of the name recognition. But companies like Nikola that have such a high capital intensive business model in that they're not only trying to build the unit itself, but also trying to sell them on this very idea. When you want to talk about another aspect that just further separates Hylian from the crowd, it is absolutely going to be necessary for Peterbilt to be more in the open on how they are going to augment the Hylian solution. And we have not started that. We have had grumblings about a mod center. We have had grumblings about collaboration. We have had grumblings about this relationship that they're supposed to have with Peterbilt. But I would consider right now to be a very, very beginning stages of realizing that relationship. What is it going to look like as it grows? If it can't grow, Hylian ceases to exist. They are not their own OEM. They must have the collaboration of existing industry to make this thing go. It is going to be an absolute no go if they cannot augment with existing industry. So I think when we talk about the cross comparison between these companies, it is important to realize that if there is some acceleration on this front with the OEM integration, they are going to far surpass and realize how important it was to preserve capital, to not dilute shareholders, to go about this in more of a collaborative fashion, rather than a take it or leave it type of approach that Nikola and Tesla is bringing to bear here. Peterbilt could turn another way. They could go another way. Hell, they could just do their own solution. They could buy Hylian. There's been discussions of that. Do you think I would be surprised if that happened? No, because if the stars are aligning the way that I think they're aligning, what benefit or incentive does Peterbilt have to augment the Hylian solution without the maximum amount of benefit coming back to Peterbilt? It is in Peterbilt's best interest to sit back, identify how and in what capacity Hylian is able to succeed on their fleet trials throughout this coming, I would say three to six month period where we're going to know a lot more data about how the Hylian product is performing in the field. Why would it not be in their best interest to just go ahead and acquire Hylian? Would I be surprised if that happened? Absolutely not. I wouldn't be surprised a bit. I would take down the tent and I would fold up this project altogether and we would own a small share of a much bigger company and that would be Peterbilt, PACCAR. Because I think this solution is that good. And for solutions like Hylian, I don't mean to bust your bubble as a bull on the company. For a company like Hylian, and this is something that I've realized for a long, long time owning this company, which I believed in from the very, very beginning, to actually go from inception to something in way of a five to ten billion dollar company on their own is going to be a diamond in the rough. It doesn't happen. Companies around the two to three billion, one to three billion, I would probably stand the most chance of getting acquired by the bigger companies out there with the looming mandates, with the novel idea that they need to collaborate, et cetera. But for PACCAR and Hylian to symbiotically exist independently, but symbiotically, it's a far stretch for me. I hope it happens as a share owner in the company. But I do think that that is something that bullish shareholders need to be aware of as a possibility when all of this positive data comes out and those discussions are absolutely happening for a company like Hylian that is probably looking at some other more interesting bearish factors as the cash burn starts to accelerate and perhaps the fleet integration and the sales of the ERX product, which I presume are going to lag, become more persistent in Hylian's business. In other words, I mean, we're talking about an anemic revenue stream to augment the current cash burn. There's a long way to go. I think I figured it less than a quarter percent right now of total daily revenue is actually going toward the cash burn. That leaves 99.25 to .75 percent of current revenue that has to be realized to get close to that breakeven point for Hylian. So where I do suggest the excitement on the product side of the house, I do also present a case where we're playing a game of tug-of-war right now between Hylian's cash burn and their ability to generate some potential top-ins and maybe even declare some margin expansion rather than contraction or even margin loss right now. Margins don't exist in the negative, but you understand what I mean. John Panzer talked about the potential for a negative 10 percent right off on these original units that are turned out to the fleet. That's 30 units that go out to the fleet without realizing any type of profit potential. That has to change. So how they're able to go from that negative 10 percent to a positive 10, 20, and eventually a potential 30 percent margins, which is where the original estimates went to, then we will see. And how the cost of products is actually going to affect that margin base is anybody's guess at this point. Guys, we need to operate between 15 and 30 percent of margin to realize the potential profit on each unit sold, whether or not they can get to that mark is far off down the line. There's a lot of catalysts that have to be circumvented, has to be navigated before we can even start to discuss that. I think the stock will improve once we start having those discussions. But for right now, it is absolutely presumptuous and we're looking to make a good assessment on where Hylian the company is now as we sit and we enter into chunking up the short term to medium term goal set with Hylian. Thomas Healy talked about the simple 100 mile route. I want you guys to kick over there, but I want to bring a couple of things to your attention. They talked about a 220 kilowatt estimate on the baseline. I think this is the sleight of hand that's going on in BEV. The sleight of hand is that you have estimates of 2.2 necessary kilowatt hours per mile that are being thrown around. Thomas Healy dispels this in a big, big way by discussing that there are factors when a battery is installed brand new. And those factors have everything to do with charging limits. We'll start there with a potential increase of battery potential increased from the 220 of 20% to actually realize that only 80% of the battery is utilized in that range and that the top 90 to 100% and the bottom 0 to 10% will degrade the battery faster if you deplete it all the way down into that 10%. And or you overcharge the battery into that 90 to 100%. So you want to operate in that optimal range. And I just want to come back to the Hylian solution having Leon board interlock system to make sure that they're asking the battery to charge and the generator to kick on at the most efficient time. This extends battery life when you're talking about charging limits and being able to throttle through that, not the battery management system necessarily, but the data that can be put over the generating unit as it speaks to the battery and making sure that they're getting the most efficiency out of that battery before they ask that generator to kick on. So those two systems working in harmony with each other are constantly working. It is a passively monitored system that is constantly being monitored rather than this charge to 90% and deplete to, let's say, 10% or 20% or 30% before you start to get the indication that a Nikola BEV product needs to be charged up, then it requires you to actually pull the vehicle physically over and grab that charge from infrastructure that doesn't currently exist right now. That is the key. So that is one of the guaranteed impacts that Thomas Haley talks about. The next one is the end of life perspective that suggests that if you're going to operate at year six with the same rigor that you operate on during year one that you would have to increase the battery size again from the original 220 kilowatt projection up an additional 30%. We're already increasing 20% to account for the charging limits and range that you're losing to operate officially within that range and then adding the end of life perspective of an additional 30% staggering, absolutely staggering and those two are guaranteed impacts. They are not negotiable and these are things that over the course of even covering a Nikola and this is what the Nikola bears do not want to talk about. They just want to imagine that this battery is going to magically operate without these demands on it that all of a sudden they're going to be able to put these trucks into the rigor of 80,000 pound payloads and they're just going to operate without taking demand without taking the rigor of environmental impacts or taking any type of rigor of degradation over time and I just don't see it and perhaps maybe it's my deficiency in application but this is what I see. This is what I see when I compare this company right here when we're looking at the potential end of life, end of life for the hyper truck ERX if you're optimally charging the battery smaller I might add on the highly on application does it not beg the question that they could extend the life because they have the ability to use that battery at maximum efficiency so when a modular change out is required on the highly on unit that it would be much farther in its life than a bev unit that's been depleted and charged at different frequencies based on availability through infrastructure to charge said unit it just makes rational sense to me to deliberate over these two guaranteed impacts over the battery itself which I explained at the top of this week's offering as being the very heart of the units the battery packs are the hearts of the units no matter what unit you're talking about all right the variable units that Thomas Healy talked about the variable units are the ones that beg the idea that if it's operating in 72 degree weather flat road conditions all the time that there could be some expected demand and rigor over the degradation of the battery okay but weather conditions as we all know are not always like that okay these expects trucks are expected to perform under rigor in below zero temperatures they are expected to perform under rigor in temperatures that exceed 100 degrees Fahrenheit okay the whole movement toward an electrified class eight truck is because of the potential impacts of global warming as we know it okay so the very solution that we are presenting needs to be able to perform under the rigor of both extreme cold and extreme warm temperatures all right the weight of it is a variable condition as well as the weather conditions so the weather conditions is expected to add an additional 20% on top of the subsequent 20 and 30% respectively so we're at 20% increase 30% increase 20% increase and a final 33% increase for the anticipated weight of payload that will be carried and the necessary battery that will be necessary to carry said weight now you might have to play back the deliberation that I just just articulated for you or you could go watch the thomas heli's video a couple of times I had to roll up back a couple of times because there was a few things and in true highly unfashioned they just give you the information okay it's your job to interpret understand get hyped up about discredit excuse me whatever you want it's your job to do that what I gleaned from it is that bevs are a sleight of hand in the projections that are being made right now will not be will not be what is realized in the field and the final calculations as they came through for just the guaranteed impacts the first two charging limits and end of life will require the not a 220 kilowatt battery rather a 392 kilowatt battery and a battery that can realize 179 miles not 100 miles with the ranges and and and everything that I talked about within the first two guaranteed impacts only the first two will require not a 220 kilowatt battery rather a 392 kilowatt battery when we add the two additional variable aspects for the four conditions that thomas heli talks about affecting the bev application we are talking about a battery the size of three 732 kilowatts that can achieve a 330 mile range to accomplish a 100 mile range does anybody out there when you talk about needing a combination of guaranteed impacts versus variable impacts to realize a route from boston to providence and going and sitting down and knowing this information i think a lot of fleets will know this information but i think the allure of bev is so strong that i think there is an absolute sleight of hand in that they say you need 202.2 kilowatt hours per mile that's a fallacy it's not right it is absolutely false and it is a sleight of hand to sell industry on this idea that you're not going to need a bigger battery that you're not going to need a bigger battery to make sure that in year six the truck that you're looking to purchase performs at the same rigor as year one it is unfair to put a standard battery into a class eight truck and expect it to perform over the rigor when we know that driver tendencies and weather and payload are going to change am i the only one that this makes sense to thomas healy gets it but i think highly on at this particular juncture is an unknown diamond in the rough for this very reason it has been something that has been discussed over the last three years it has been something that has been challenged it has been something that has been deliberated upon amongst the highly on bulls and the nicola bowls and the tesla bowls out there that fail to understand that by charging and drawing and charging and drawing independently of an onboard generator is absolutely futile in nature to realize 100 miles 100 a 100 mile trip you need to accommodate with a battery that can actually achieve a 330 mile range not a 220 kilowatt hours as the industry as tesla and nicola will have you believe rather a 732 kilowatt battery now what happens my friends if we take that range and we i don't know increase it what companies out there can operate on trucks that can only go 100 miles what if we increase it to 200 what if we increase it to 500 half of the range that the hyper truck erx when i break down the numbers like that it seems that highly on doesn't only have a first mover advantage but rather stands on an island with its solution that they are looking to bear bring to bear in the class eight space in just a short three to six months we will know we will know if these performance factors hold true but when you compare it to what bev brings to the table i think we can all agree that there is a lot of work on the bev technology which thomas healy says is forthcoming i think he says that tongue in cheek i really do i think whether or not we are there in 10 years or 20 or 50 is yet to be determined but what we have right now with the current technology that is being commonly used in the industry is 2.2 kilowatt hours per mile traveled under the bev application and there are real headwinds against this so when i tie everything together and i talk about the business lean model in looking to augment this solution and we and meet top end specifications and doing so at such a low cost we look at the opportunity with a different lens here with what highly on brings to bear and i i think it really does stand apart from itself and i think it's going to be fun to monitor over the coming three to six months i will patiently be waiting and i will award highly on as much time as they need to actually follow along this business plan because in summary there has been no indication to me whatsoever that highly on's plan for commercialization has been changed in any way to allow the maximum penetration to the fleets to allow the fleets to come with an educated decision before these looming mandates come and start forcing the fleets to integrate all right we'll highly on standalone or will they be acquired will there be enough pressure from the fleets who have the mandates on them as well to the oems to actually start to augment highly on on their line as promised these are the looming questions my friends and is going to be an exciting time and i tell you now while nobody is talking about this company nobody is talking about this company i am going to be your advocate when things start to heat up and my friends i'm giving you four warning things will start to heat up they are going to start to heat up emotions will run high this stock will go up there will be fleet integration we have the best chance of actually doubling down on the specifications that have been shared openly through the investor presentations through the investor days that are just 30 days away here coming in about three and a half weeks down at highly on headquarters i would expect that everybody go down there and ask those questions focus on oem integration focus on the specifications focus on the msrp of the rig as silent alert has talked about many times in his short videos we need to demand these answers now but i think these answers and many many more are going to be forthcoming as highly on continues to differentiate themselves from the class eight space in the product offers that are looking to meet these incentives and mandates that are looming on the horizon guys i appreciate you tune in to this weekly highly on update you enjoy the content man subscribe to the channel hit the notification bell most importantly leave your comments at the bottom if you think i've missed something or you think the statistics that are rolled out here uh as declared by thomas healy on the highly on a website are in error please i'd like to hear that deliberation in the comments section below guys thank you so much for tuning into the totality of this video and good luck in your investment future