By the numbers: It might be hard to wrap your head around it, but the math adds up. Based on current trends, Quote Wizards predicts that the cost of operating a sedan in 2027 will be $7,598 versus $8,469 last year. But, the study claims the cost of using a ride-share app exclusively for transportation will drop from nearly $14,000 a year now to less than 7K in Seattle and under 6K in Denver.
There are, of course, a number of things still standing in the way of the autonomous car takeover. But if the potential for saving millions of human lives doesn’t convince the world to hand their keys to a responsible robot, maybe a financial appeal will do the trick.
Ford Motor Co. is cleaving an additional $11.5 billion from spending plans and dropping several sedans, including the Fusion and Taurus, from its lineup to more quickly reach an elusive profit target.
The automaker is almost doubling a cost-cutting goal to $25.5 billion by 2022, Chief Financial Officer Bob Shanks told reporters Wednesday. By not investing in next generations of any car for North America except the Mustang, the company now anticipates it’ll reach an 8 percent profit margin by 2020, two years ahead of schedule.
Ford is trying to kick-start a turnaround that’s yet to take hold almost a year after the board ousted its chief executive officer. Getting rid of slow-selling, low-margin car models and refocusing the company around more lucrative trucks and SUVs is a crucial element of new CEO Jim Hackett’s rebound bid. By 2020, almost 90 percent of Ford’s North American portfolio will be pickups or sport utility and commercial vehicles.
“We’re going to feed the healthy part of our business and deal decisively with areas that destroy value,” Hackett said on an earnings call Wednesday. “We aren’t just exploring partnerships; we’ve now done them. We aren’t just talking about ideas; we’ve made decisions.”
Hackett, 63, is choosing a route similar to the one Fiat Chrysler Automobiles NV used to pass Ford in North American profitability. Fiat Chrysler CEO Sergio Marchionne killed off the Dodge Dart and Chrysler 200 sedans and retooled the factories that had been making them to build Jeep SUVs and Ram pickups instead. Marchionne now wants to eclipse General Motors Co.’s margins in North America before his retirement in 2019.
They’ll be competing with automakers, most of them luxury brands, that already offer their own subscriptions
Business model will build partnerships rather than compete with dealers
Two Detroit startups are taking the traditional car ownership model and flipping it on its hood.
Startups Condor Mobility LLC, operating as Condor Detroit, and Mobiliti LLC are launching vehicle subscription programs that promise a speedier, more flexible experience for their members, who pay a flat monthly fee — insurance and maintenance included — to drive a new or used car whenever they want, for as long as they want.
It’s not a new idea. Seven automakers, mostly luxury brands, have launched their own vehicle subscription programs, which have cropped up in most major cities and favor function over formality.
But Condor and Mobiliti plan to use the auto dealer network to their advantage to take on their automaker rivals in the still-unproven market.
Condor launched its vehicle subscription service in Southeast Michigan in December, while Mobiliti will launch its services in Austin, Texas, on May 1.
Both startups target younger drivers looking to sidestep the traditional buying or leasing process and offer bundled payment options to customers looking for a more tailored, hassle-free process.
On a bright spring day in Amsterdam, car buffs stepped inside a blacked-out warehouse to nibble on lamb skewers and sip rhubarb cocktails courtesy of Lynk & Co., which was showing off its new hybrid SUV.
What seemed like just another launch of a new vehicle was actually something more: the coming-out party for China’s globally ambitious auto industry. For the first time, a Chinese-branded car will be made in Western Europe for sale there, with the ultimate goal of landing in U.S. showrooms.
Production had been halted for much of last week in Tesla’s car factory in Fremont, California, and its battery factory near Clark, Nevada. In a Tuesday note to employees, CEO Elon Musk said that the pause was necessary to lay the groundwork for higher production levels in the coming weeks. Musk said he wants all parts of the company ready to prepare 6,000 Model 3 cars per week by the end of June, triple the rate Tesla has achieved in the recent weeks.
The announcement caps a nine-month period of turmoil that Musk has described as “production hell” as Tesla has struggled to ramp up production of the Model 3.
Tesla had high hopes for its Model 3 production efforts. In 2016, Musk hired Audi executive Peter Hochholdinger to plan the manufacturing process, and Business Insider described his plans in late 2016: “Hochholdinger’s view is that robots could be a much bigger factor in auto production than they are currently, largely because many components are designed to be assembled by humans, not machines.”
A year later, Musk himself was touting Tesla’s advanced robotics expertise. “We are pushing robots to the limit in terms of the speed that they can operate at, and asking our suppliers to make robots go way faster, and they are shocked because nobody has ever asked them that question,” Musk said on a conference call last November. “It’s like if you can see the robot move, it’s too slow.”
The camera is a small, white, curvilinear monolith on a pedestal. Inside its smooth casing are a microphone, a speaker, and an eye-like lens. After I set it up on a shelf, it tells me to look straight at it and to be sure to smile! The light blinks and then the camera flashes. A head-to-toe picture appears on my phone of a view I’m only used to seeing in large mirrors: me, standing awkwardly in my apartment, wearing a very average weekday outfit. The background is blurred like evidence from a crime scene. It is not a flattering image.
Amazon’s Echo Look, currently available by invitation only but also on eBay, allows you to take hands-free selfies and evaluate your fashion choices. “Now Alexa helps you look your best,” the product description promises. Stand in front of the camera, take photos of two different outfits with the Echo Look, and then select the best ones on your phone’s Echo Look app. Within about a minute, Alexa will tell you which set of clothes looks better, processed by style-analyzing algorithms and some assistance from humans. So I try to find my most stylish outfit, swapping out shirts and pants and then posing stiffly for the camera. I shout, “Alexa, judge me!” but apparently that’s unnecessary.
What I discover from the Style Check™ function is as follows: All-black is better than all-gray. Rolled-up sleeves are better than buttoned at the wrist. Blue jeans are best. Popping your collar is actually good. Each outfit in the comparison receives a percentage out of 100: black clothes score 73 percent against gray clothes at 27 percent, for example. But the explanations given for the scores are indecipherable. “The way you styled those pieces looks better,” the app tells me. “Sizing is better.” How did I style them? Should they be bigger or smaller?
Last week, Mark Zuckerberg testified in front of the US Congress. He answered more than 500 questions and promised that we would get back on the 40 or so questions he couldn’t answer at the time. We’re following up with Congress on these directly but we also wanted to take the opportunity to explain more about the information we get from other websites and apps, how we use the data they send to us, and the controls you have. I lead a team focused on privacy and data use, including GDPR compliance and the tools people can use to control and download their information.
When does Facebook get data about people from other websites and apps?
Many websites and apps use Facebook services to make their content and ads more engaging and relevant. These services include:
Social plugins, such as our Like and Share buttons, which make other sites more social and help you share content on Facebook;
Facebook Login, which lets you use your Facebook account to log into another website or app;
Facebook Analytics, which helps websites and apps better understand how people use their services; and
Facebook ads and measurement tools, which enable websites and apps to show ads from Facebook advertisers, to run their own ads on Facebook or elsewhere, and to understand the effectiveness of their ads.
When you visit a site or app that uses our services, we receive information even if you’re logged out or don’t have a Facebook account. This is because other apps and sites don’t know who is using Facebook.
More recently, platform businesses like Alibaba and Amazon have made the buying process far more efficient in many categories, leading to major market share gains and the demise (or teetering on the brink) of many brands that could not keep pace. But let’s be clear: Amazon is not “the everything store.” It is, however, quickly becoming the anything you want to ‘buy’ store. Absent a far greater brick & mortar presence, Amazon will continue to struggle in its quest to dominate shopping.
Innovation and growth in ‘buying’ has occurred outside of the purely digital world. Brands such as Aldi, Lidl, Dollar General, Ross, TJX and others have re-worked and expanded their business model by delivering ever greater ‘buying’ value. If there is a retail apocalypse someone needs to tell these brands, as they will collectively add thousands of new stores this year alone.
The same is true in the ‘shopping’ world. Sephora, Ulta, Apple and many others that continue to offer a remarkable shopping experience are growing both online and offline. Moreover, many high profile pure-play e-commerce players have basically started to run out of customers that would approach their brands in ‘buying’ mode and thus they needed to go seek out ‘shoppers’ with brick & mortar locations In fact, several once stated that they would never open stores. This is because they didn’t understand how the buying vs. shopping dynamic would inevitably play out over time. It now turns out that Warby Parker, Peloton and Bonobos are seeing the majority of their incremental growth come from their physical locations.
The world’s first electrified road that recharges the batteries of cars and trucks driving on it has been opened in Sweden.
About 2km (1.2 miles) of electric rail has been embedded in a public road near Stockholm, but the government’s roads agency has already drafted a national map for future expansion.
Sweden’s target of achieving independence from fossil fuel by 2030 requires a 70% reduction in the transport sector.
The technology behind the electrification of the road linking Stockholm Arlanda airport to a logistics site outside the capital city aims to solve the thorny problems of keeping electric vehicles charged, and the manufacture of their batteries affordable.
The acquisition of Terrafugia last fall by privately held Zhejiang Geely Holding Group, a Fortune 500 company with assets “that span the automotive chain,” provided Terrafugia with resources for the expansion, Woburn, Massachusetts-based Terrafugia said in an April 10 news release.
“Technology and innovation are at the core of Terrafugia, drawing in unique talent across departments. The recent jump in staff shows our commitment to breaking ground in the emerging flying car market,” said CEO Chris Jaran, noting that a year ago, Terrafugia had fewer than 20 employees.
As with regular vehicles, owners will generally be liable for accidents that occur while their cars operate autonomously and will be covered by government-mandated automobile insurance. Automakers will only be responsible if there is a clear flaw in the vehicle’s system. Insurers are also expected to develop optional plans now that compulsory coverage requirements are settled.
To help clarify the cause of accidents, self-driving cars will be required to have devices that record such information as location, steering and the operational status of autonomous driving systems.
How did Uber’s ratings become more inflated than grades at Harvard? That’s the topic of a new paper, “Reputation Inflation,” from NYU’s John Horton and Apostolos Filippas, and Collage.com CEO Joseph Golden. The paper argues that online platforms, especially peer-to-peer ones like Uber and Airbnb, are highly susceptible to ratings inflation because, well, it’s uncomfortable for one person to leave another a bad review.
The somewhat more technical way to say this is that there’s a “cost” to leaving negative feedback. That cost can take different forms: It might be that the reviewer fears retaliation, or that he feels guilty doing something that might harm the underperforming worker. If this “cost” increases over time—i.e., the fear or guilt associated with leaving a bad review increases—then the platform is likely to experience ratings inflation.
The paper focuses on an unnamed gig economy platform where people (“employers”) can hire other people (“workers”) to do specific tasks. After a job is completed, employers can leave two different kinds of feedback: “public” feedback that the worker sees, and “private” reviews and ratings that aren’t shown to the worker or other people on the platform. Over the history of the platform, 82% of people have chosen to leave reviews, including a numerical rating on a scale from one to five stars.
The global automotive industry is gradually shifting from a manufacturing focus to a more customer-oriented services approach. China is not only leading in new mobility options but has probably moved the furthest in phasing out traditional internal combustion engine (ICE) ownership. Motivated by serious pollution issues, the Chinese government has set aggressive targets on xEV, and more generally on what it calls “New Energy Vehicles” (NEV), with further supportive policies expected. This – combined with the fact that owning a car was never as common as in Western countries – has turned China into an exciting playing field for new mobility solutions, whether from pure players (such as Didi) or traditional OEMs.
John Lippert and Jamie Butters:
The American consumers who were stretching themselves to buy or lease a new car are starting to go missing from showrooms.
Rising interest rates and new-vehicle prices are squeezing shoppers with shaky credit and tight budgets out of the market. In the first two months of this year, sales were flat among the highest-rated borrowers, while deliveries to those with subprime scores slumped 9 percent, according to J.D. Power.
The researcher’s data highlights what’s happening beneath the surface of a U.S. auto market in its second year of decline after a historic run of gains. Automakers probably will report sales in March slowed to the most sluggish pace since Hurricane Harvey ravaged dealerships across the Texas Gulf Coast in August, according to Bloomberg’s survey of analyst estimates.