A Psychologist Explains How AI and Algorithms Are Changing Our Lives

In an age of ChatGPT, computer algorithms and artificial intelligence are increasingly embedded in our lives, choosing the content we’re shown online, suggesting the music we hear and answering our questions.

These algorithms may be changing our world and behaviour in ways we don’t fully understand, says psychologist and behavioural scientist Gerd Gigerenzer, the director of the Harding Center for Risk Literacy at the University of Potsdam in Germany. Previously director of the Center for Adaptive Behaviour and Cognition at the Max Planck Institute for Human Development, he has conducted research over decades that has helped shape understanding of how people make choices when faced with uncertainty.

In his latest book, “How to Stay Smart in a Smart World,” Dr. Gigerenzer looks at how algorithms are shaping our future—and why it is important to remember they aren’t human. He spoke with the Journal for The Future of Everything podcast.

The term algorithm is thrown around so much these days. What are we talking about when we talk about algorithms?

It is a huge thing, and therefore it is important to distinguish what we are talking about. One of the insights in my research at the Max Planck Institute is that if you have a situation that is stable and well defined, then complex algorithms such as deep neural networks are certainly better than human performance. Examples are [the games] chess and Go, which are stable. But if you have a problem that is not stable—for instance, you want to predict a virus, like a coronavirus—then keep your hands off complex algorithms. [Dealing with] the uncertainty—that is more how the human mind works, to identify the one or two important cues and ignore the rest. In that type of ill-defined problem, complex algorithms don’t work well. I call this the “stable world principle,” and it helps you as a first clue about what AI can do. It also tells you that, in order to get the most out of AI, we have to make the world more predictable.

So after all these decades of computer science, are algorithms really just still calculators at the end of the day, running more and more complex equations?

What else would they be? A deep neural network has many, many layers, but they are still calculating machines. They can do much more than ever before with the help of video technology. They can paint, they can construct text. But that doesn’t mean that they understand text in the sense humans do.

Does being able to understand how these algorithms are making decisions help people?

Transparency is immensely important, and I believe it should be a human right. If it is transparent, you can actually modify that and start thinking [for] yourself again rather than relying on an algorithm that isn’t better than a bunch of badly paid workers. So we need to understand the situation where human judgment is needed and is actually better. And also we need to pay attention that we aren’t running into a situation where tech companies sell black-box algorithms that determine parts of our lives. It is about everything including your social and your political behaviour, and then people lose control to governments and to tech companies.

You write that “digital technology can easily tilt the scales toward autocratic systems.” Why do you say that? And how is this different from past information technologies?

This kind of danger is a real one. Among all the benefits it has, one of the vices is the propensity for surveillance by governments and tech companies. But people don’t read privacy policies anymore, so they don’t know. And also the privacy policies are set up in a way that you can’t really read them. They are too long and complicated. We need to get control back.

So then how should we be smart about something like this?

Think about a coffee house in your hometown that serves free coffee. Everyone goes there because it is free, and all the other coffee houses get bankrupt. So you have no choice anymore, but at least you get your free coffee and enjoy your conversations with your friends. But on the tables are microphones and on the walls are video cameras that record everything you say, every word, and to whom, and send it off to analyze. The coffee house is full of salespeople who interrupt you all the time to offer you personalised products. That is roughly the situation you are in when you are on Facebook, Instagram or other platforms. [Meta Platforms Inc., the parent company of Facebook and Instagram, declined to comment.] In this coffee house, you aren’t the customer. You are the product. So we want to have a coffee house where we are allowed again to pay [for] ourselves, so that we are the customers.

We’ve seen this whole infrastructure around personalised ads be baked into the infrastructure of the internet. And it seems like it would take some pretty serious interventions to make that go away. If you’re being realistic, where do you think we’re going to be headed in the next decade or so with technology and artificial intelligence and surveillance?

In general, I have more hope that people realise that it isn’t a good idea to give your data and your responsibility for your own decisions to tech companies who use it to make money from advertisers. That can’t be our future. We pay everywhere else with our [own] money, and that is why we are the customers and have the control. There is a true danger that more and more people are sleepwalking into surveillance and just accept everything that is more convenient.

But it sounds so hard, when everything is so convenient, to read privacy policies and do research on these algorithms that are affecting my life. How do I push back against that?

The most convenient thing isn’t to think. And the alternative is start thinking. The most important [technology to be aware of] is a mechanism that psychologists call “intermittent reinforcement.” You get a reinforcement, such as a “Like,” but you never know when you will get it. People keep going back to the platform and checking on their Likes. That has really changed the mentality and made people dependent. I think it is very important for everyone to understand these mechanisms and how one gets dependent. So you can get the control back if you want.

This interview has been condensed and edited.

Many people considering an electric vehicle are turned off by their prices or the paucity of public charging stations. But the biggest roadblock often is “range anxiety”—the fear of getting stuck on a desolate road with a dead battery.

All EVs carry window stickers stating how far they should go on a full charge. Yet these range estimates—overseen by the Environmental Protection Agency and touted in carmakers’ ads—can be wrong in either direction: either overstating or understating the distance that can be driven, sometimes by 25% or more.

How can that be? Below are questions and answers about how driving ranges are calculated, what factors affect the range, and things EV owners can do to go farther on a charge.

How far will an electric vehicle go on a full battery?

The distance, according to EPA testing, ranges from 516 miles for the 2023 Lucid Air Grand Touring with 19-inch wheels to 100 miles for the 2023 Mazda MX-30.

Most EVs are in the 200-to-300-mile range. While that is less than the distance that many gasoline-engine cars can go on a full tank, it makes them suitable for most people’s daily driving and medium-size trips. Yet it can complicate longer journeys, especially since public chargers can be far apart, occupied or out of service. Plus, it takes many times longer to charge an EV than to fill a tank with gas.

How accurate are the EPA range estimates?

Testing by Car and Driver magazine found that few vehicles go as far as the EPA stickers say. On average, the distance was 12.5% shorter, according to the peer-reviewed study distributed by SAE International, formerly the Society of Automotive Engineers.

In some cases, the estimates were further off: The driving range of Teslas fell below their EPA estimate by 26% on average, the greatest shortfall of any EV brand the magazine tested. Separately, federal prosecutors have sought information about the driving range of Teslas, The Wall Street Journal reported. Tesla didn’t respond to a request for comment.

The study also said Ford’s F-150 Lightning pickup truck went 230 miles compared with the EPA’s 300-mile estimate, while the Chevrolet Bolt EV went 220 miles versus the EPA’s 259.

A GM spokesman said that “actual range may vary based on several factors, including things like temperature, terrain/road type, battery age, loading, use and maintenance.” Ford said in a statement that “the EPA [figure] is a standard. Real-world range is affected by many factors, including driving style, weather, temperature and if the battery has been preconditioned.”

Meanwhile, testing by the car-shopping site Edmunds found that most vehicles beat their EPA estimates. It said the Ford Lightning went 332 miles on a charge, while the Chevy Bolt went 265 miles.

That is confusing. How can the test results vary so much?

Driving range depends largely on the mixture of highway and city roads used for testing. Unlike gasoline-powered cars, EVs are more efficient in stop-and-go driving because slowing down recharges their batteries through a process called regenerative braking. Conversely, traveling at a high speed can eat up a battery’s power faster, while many gas-engine cars meet or exceed their EPA highway miles-per-gallon figure.

What types of driving situations do the various tests use?

Car and Driver uses only highway driving to see how far an EV will go at a steady 75 mph before running out of juice. Edmunds uses a mix of 60% city driving and 40% highway. The EPA test, performed on a treadmill, simulates a mixture of 55% highway driving and 45% city streets.

What’s the reasoning behind the different testing methods?

Edmunds believes the high proportion of city driving it uses is more representative of typical EV owners, says Jonathan Elfalan, Edmunds’s director of vehicle testing. “Most of the driving [in an EV] isn’t going to be road-tripping but driving around town,” he says.

Car and Driver, conversely, says its all-highway testing is deliberately more taxing than the EPA method. High-speed interstate driving “really isn’t covered by the EPA’s methodology,” says Dave VanderWerp, the magazine’s testing director. “Even for people driving modest highway commutes, we think they’d want to know that their car could get 20%-30% less range than stated on the window sticker.”

What does the EPA say about the accuracy of its range figures?

The agency declined to make a representative available to comment, but said in a statement: “Just like there are variations in EPA’s fuel-economy label [for gas-engine cars] and people’s actual experience on the road for a given make and model of cars/SUVs, BEV [battery electric vehicle] range can exceed or fall short of the label value.”

What should an EV shopper do with these contradictory range estimates?

Pick the one based on the testing method that you think matches how you generally will drive, highway versus city. When shopping for a car, be sure to compare apples to apples—don’t, for instance, compare the EPA range estimate for one vehicle with the Edmunds one for another. And view all these figures with skepticism. The estimates are just that.

Since range is so important to many EV buyers, why don’t carmakers simply add more batteries to provide greater driving distance?

Batteries are heavy and are the most expensive component in an EV, making up some 30% of the overall vehicle cost. Adding more could cut into a vehicle’s profit margin while the added weight means yet more battery power would be used to move the car.

But battery costs have declined over the past 10 years and are expected to continue to fall, while new battery technologies likely will increase their storage capacity. Already, some of the newest EV models can store more power at similar sticker prices to older ones.

What can an EV owner do to increase driving range?

The easiest thing is to slow down. High speeds eat up battery life faster. Traveling at 80 miles an hour instead of 65 can cut the driving range by 17%, according to testing by Geotab, a Canadian transportation-data company. And though a primal appeal of EVs is their zippy takeoff, hard acceleration depletes a battery much quicker than gentle acceleration.

Does cold weather lower the driving range?

It does, and sometimes by a great amount. The batteries are used to heat the car’s interior—there is no engine creating heat as a byproduct as in a gasoline car. And many EVs also use electricity to heat the batteries themselves, since cold can deteriorate the chemical reaction that produces power.

Testing by Consumer Reports found that driving in 15- to-20-degrees Fahrenheit weather at 70 mph can reduce range by about 25% compared to similar-speed driving in 65 degrees.

A series of short cold-weather trips degraded the range even more. Consumer Reports drove two EVs 40 miles each in 20-degree air, then cooled them off before starting again on another 40-mile drive. The cold car interiors were warmed by the heater at the start of each of three such drives. The result: range dropped by about 50%.

Does air conditioning degrade range?

Testing by Consumer Reports and others has found that using the AC has a much lower impact on battery range than cold weather, though that effect seems to increase in heat above 85 degrees.

I don’t want to freeze or bake in my car to get more mileage. What can I do?

“Precondition” your EV before driving off, says Alex Knizek, manager of automotive testing and insights at Consumer Reports. In other words, chill or heat it while it is still plugged in to a charger at home or work rather than using battery power on the road to do so. In the winter, turn on the seat heaters, which many EVs have, so you be comfortable even if you keep the cabin temperature lower. In the summer, try to park in the shade.

What about the impact from driving in a mountainous area?

Going up hills takes more power, so yes, it drains the battery faster, though EVs have an advantage over gas vehicles in that braking on the downside of hills returns juice to the batteries with regenerative braking.

Are there other factors that can affect range?

Tires play a role. Beefy all-terrain tires can eat up more electricity than standard ones, as can larger-diameter ones. And underinflated tires create more rolling resistance, and so help drain the batteries.

Most EVs give the remaining driving range on a dashboard screen. Are these projections accurate?

The meters are supposed to take into account your speed, outside temperature and other factors to keep you apprised in real time of how much farther you can travel. But EV owners and car-magazine testers complain that these “distance to empty” gauges can suddenly drop precipitously if you go from urban driving to a high-speed highway, or enter mountainous territory.

So be careful about overly relying on these gauges and take advantage of opportunities to top off your battery during a multihour trip. These stops could be as short as 10 or 15 minutes during a bathroom or coffee break, if you can find a high-powered DC charger.

Before embarking on a long trip, what should an EV owner do?

Fully charge the car at home before departing. This sounds obvious but can be controversial, since many experts say that routinely charging past 80% of a battery’s capacity can shorten its life. But they also say that charging to 100% occasionally won’t do damage. Moreover, plan your charging stops in advance to ease the I-might-run-out panic.

So battery life is an issue with EVs, just as with smartphones?

Yes, an EV battery’s ability to fully charge will degrade with use and age, likely leading to shorter driving range. Living in a hot area also plays a role. The federal government requires an eight-year/100,000-mile warranty on EV batteries for serious failure, while some EV makers go further and cover degradation of charging capacity. Replacing a bad battery costs many thousands of dollars.

What tools are available to map out charging stations?

Your EV likely provides software on the navigation screen as well as a phone app that show charging stations. Google and Apple maps provide a similar service, as do apps and websites of charging-station networks.

But always have a backup stop in mind—you might arrive at a charging station and find that cars are lined up waiting or that some of the chargers are broken. Damaged or dysfunctional chargers have been a continuing issue for the industry.

Any more tips?

Be sure to carry a portable charger with you—as a last resort you could plug it into any 120-volt outlet to get a dribble of juice.