 So we're here with Kirsteck here, you're showing the twin torque and who are you? Well I'm Lester Ulsten, I'm CEO of Kirsteck. We're based in Beaverton, Oregon and we've developed a new kind of electric motor for electric vehicles which combines hydraulic and electric motors in a single unit. And the reason is that hydraulics are three times more efficient at energy recovery and at energy re-usage than electric motors at lower speeds. So at low speeds we recover electric energy hydraulically to launch the vehicle without using the battery. And if you don't use the battery, you're then preserving battery energy for range. So it says we're here up to 40% extended EV range, is that true? That is correct. But it all depends upon the drive cycle. So our target market are slower moving vehicles with frequent stop and start drive cycles like city buses, refuse trucks, forklift trucks, container trucks, airport tugs. These are slow moving vehicles that stop and start frequently because every stopping event is an energy recovery event. And the more energy you recover, the more energy you're saving for range. And that's done better using hydraulic? Hydraulics are three times more efficient, as I said, than electric motors at energy re-usage. The round-trip energy recovery of kinetic energy from a vehicle is only 25% with electric only systems. With hydraulic systems, it's 75%. Systems are very energy lossy. They lose a lot of energy in engine conversion losses and battery losses whereas hydraulic systems just aren't. This is in a prototype motor system. One of the picture on the left is the internals of our hydraulic motor. And the right is an electric ring motor. And we've combined the two. Our patents cover an electric motor, that's the green section, surrounding a hydraulic motor. And we have international patents based on that. So hydraulic motors by themselves, where are they? Are they in lots of places? Hydraulics are one of the most well-proven established technologies. They're in everything. You'll find them in forklift trucks, which raise and lower the forks. In your garbage truck, where it picks up the garbage. They're in elevators. Hydraulic motors are everywhere. But they are not used to move the cars forward, right? In certain applications they are. There really are a number of diesel hydraulic trucks and buses in operation. And so you have a video here also? What are you showing the video here? Well, in this particular part of the video, we're just showing the components which are currently inside a forklift truck for testing purposes. Those components, as you can see there, are now in the forklift truck and they're being tested as we speak. So would you just go to a forklift truck or a bus and change one module? No. We don't convert vehicles. We sell to original equipment, a vehicle manufacturer. So a bus manufacturer would work with us to develop a motor system for their bus and then they would install our motor system in place of what they currently use. So what's the status right now for your technology? Is this the first time you show it at the trade show? Yes, this is the first time. Outside of Oregon anyway. We've been at a number of trade shows in Oregon. This is the first time outside of Oregon. And what's next? What's going to happen now? What's next? Well, we will be in production for a range of forklift trucks in the next three years. At the same time, we're working with two bus manufacturers to develop a city bus size motor for them. And once we've got that done, we'll look at other markets where we can use the existing motor systems, probably shuttle buses and refuse trucks. So ID TechX, I think they say that the EV market, the biggest potential, the biggest quantity is probably going to be in the bus, right? Absolutely. So you are right there for the bus market, making it the range 40% longer? Exactly. Or... For normal bus rides? Yes, or, which is just as important, if you're quite happy with the bus range, right, you can then use a battery which is 35 to 40% smaller. And then you're saving a lot of money on the bus, on the batteries. Bus batteries are very expensive. A bus battery costs over $100,000 and only lasts seven or eight years. So you'll need two of those big expensive batteries in the life of a bus. Whereas with our system, you can use much smaller batteries and because you're not using the batteries for low-speed launch acceleration, the batteries last longer. They stay stronger for longer. So they last longer than the seven years that other batteries do? Exactly. You can extend the life of the battery. And that's a cost-saving too. So I guess all the bus manufacturers, they're all going crazy about the technology or are you talking to some of them? We're talking to a number of them right now. And more can just contact you. But this is not for consumer cars, right? At this point, no. Because the drive cycle of a consumer car isn't really conducive to getting the best out of our motor system. You need a frequent stop and start drive cycle. And most cars don't stop and start, you know, two or three times a mile. So that's going to be a greener London with all these big buses. They need to get into your technology. Absolutely. Greener Beijing and greener London, greener Paris. Greener, hopefully Los Angeles. Yeah.