The race to dominate Europe’s emerging autonomous vehicle market has taken an unexpected turn, with Chinese driverless cars poised to become a common sight on roads in Germany and the UK by 2026. While European markets have largely expected American firms like Waymo to lead the rollout of autonomous vehicles, Lyft has partnered with Beijing-based tech giant Baidu to deploy thousands of Apollo Go vehicles in European cities.

The cross-Pacific collaboration represents a corporate partnership and signals the first incursion of Chinese autonomous vehicle technology into Western markets, potentially disrupting established players and challenging European perceptions about the global leadership in self-driving.

The deployment will begin in Germany and the United Kingdom, where Baidu’s sixth-generation Apollo Go vehicles will integrate into Lyft’s ride-hailing platform, pending regulatory approval. Both companies project scaling to “thousands of vehicles” in multiple European markets in a few years of the initial launch.

Strategic timing and market entry

The announcement comes alongside Lyft’s recent acquisition of European ride-hailing app FREENOW from BMW and Mercedes-Benz for approximately $200 million. The acquisition provided Lyft with immediate access to operations in 180 cities in nine European countries, creating the infrastructure necessary for the robotaxi deployment.

Lyft, which has had very little presence in Europe so far, said it will prioritise Germany and the UK due in part to FREENOW’s existing presence in these countries, and keep “deep relationships with local regulators and taxi operators,” according to the company’s press release.

The timing aligns with regulatory developments in Europe. The UK has already enacted legislation that could allow autonomous vehicles on public roads by 2026, while Germany’s autonomous vehicle framework targets commercial operations in the same timeframe.

Germany’s roadmap includes plans for autonomous public transport services by 2027 and fully integrated autonomous mobility systems by 2030.

Chinese driverless cars enter European markets

For Beijing-based Baidu, the Lyft partnership represents the latest phase in bringing Chinese driverless cars to international markets through an aggressive global expansion strategy. Last month, Baidu partnered with Uber to deploy its autonomous cars on the ride-hailing giant’s platform outside the US and mainland China, with a focus on the Middle East and Asia.

Baidu’s Apollo Go platform brings operational experience to the partnership. In the fourth quarter of 2024, Apollo Go completed 1.1 million rides, a 36% increase from the previous year, and covering 130 million autonomous kilometres in multiple Chinese cities.

The technology foundation appears robust for international deployment. Baidu’s sixth-generation Chinese driverless cars, specifically the RT6 model, cost less than US$30,000 to manufacture – letting Baidu scale operations and maintain cost efficiency. The cost structure could prove important for competitive pricing in European markets.

Operational scale and technical capabilities

Baidu’s domestic operations demonstrate the scale potential for European deployment. The fleet of 500 vehicles operating in the city belongs to Apollo Go, a unit of Chinese tech giant Baidu. They serve an area that covers roughly half of Wuhan’s population, showcasing the service’s ability to handle large metropolitan areas.

The pricing strategy has proven effective in Chinese markets, where base fares start as low as 4 yuan (55 cents), compared with 18 yuan ($2.48) for a taxi driven by a human. However, European pricing strategies remain undisclosed as regulatory frameworks and market conditions differ significantly from China.

Baidu’s Apollo Go platform currently operates over 1,000 autonomous vehicles in 15 cities in China, having completed more than 11 million rides.

Competitive landscape and industry context

The Lyft-Baidu partnership enters an evolving competitive landscape in Europe. Uber has formed partnerships with companies like Waymo, Pony.ai, WeRide, and Momenta to prepare for robotaxi deployment in Europe, with its services expected to launch around the same time in 2026.

The autonomous vehicle market represents substantial economic potential. Analysts project that by 2030, Europe’s autonomous vehicle market could reach $50 billion in value, according to industry consulting estimates. The projected growth has attracted significant investment and partnership activity in the sector.

For Lyft specifically, the partnership addresses a gap in autonomous vehicle technology. Lyft hasn’t had the same pace of deals as Uber, but has made several partnerships in the past year, including a plan to add autonomous shuttles made by Austrian manufacturer Benteler Group to its network in late 2026.

Technical implementation and safety considerations

The deployment will use Baidu’s advanced autonomous driving technology stack developed for Chinese driverless cars. Baidu’s Apollo platform integrates lidar, radar, and cameras for urban navigation, complemented by Lyft’s app ecosystem for user booking and payments.

Safety protocols developed through Chinese operations will inform the European deployment. Baidu also received permits to test autonomous vehicles in Hong Kong in November 2024, marking its first entry into a right-hand drive market.

The partnership structure allocates responsibilities strategically. Lyft will retain ownership of the operational marketplace, and Baidu will provide vehicle supply, technology validation and technical support, according to company statements.

Regulatory hurdles and market challenges

Despite the ambitious timeline, regulatory challenges remain. European authorities maintain stringent standards for data privacy and vehicle safety that could impact deployment schedules. The regulatory approval process in both Germany and the UK will likely require extensive documentation of safety protocols and operational procedures.

Operational challenges specific to European markets may also emerge. Previous analysis has highlighted how English country lanes, cobbled Paris streets, or the chaos of Neapolitan traffic will present similar challenges to those faced by autonomous vehicle operators in complex Asian urban environments.

The partnership could also reshape urban transportation economics in Europe. The alliance could disrupt urban transport with lower costs and enhanced efficiency, potentially affecting traditional taxi services and public transport use.

For both companies, the collaboration represents a strategic response to market pressures. Baidu faces increasing domestic competition and seeks international revenue diversification, while Lyft requires autonomous technology to compete with Uber’s expanding autonomous vehicle partnerships.

The deployment timeline of 2026 places both companies in direct competition with other major autonomous vehicle initiatives in Europe, setting the stage for what industry observers expect to be a transformative period for urban mobility.

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There’s no driver in front. A passenger taps an app, steps into a sleek Jaguar I‑Pace, and glides off through city streets. In Phoenix, San Francisco, Los Angeles, and Austin, that’s a growing reality. Waymo now logs over 250,000 paid rides each week, covering roughly 250 square miles of service area. That’s up from just 10,000 weekly rides in 2023, and 200,000 by February 2025. Meanwhile, the global robotaxi market, valued at just over US $4 billion in 2025, is on pace to hit $40 billion by 2030, growing at more than 60% per year.

But are people actually taking these driverless cars – and is it worth it?

Waymo gains ground while Tesla enters the race

Waymo’s autonomous vehicles are now a regular sight in parts of Phoenix, Los Angeles, San Francisco, and Austin. The company says it’s logging more than 250,000 paid rides each week, spread in a service area of around 250 square miles. Its fleet of Jaguar I-Pace vehicles is fully driverless, with no safety driver in the front seat. The service is public, though new users often need to sign up for a waiting list.

Tesla entered the robotaxi space in June 2025 with a small pilot in Austin. Unlike Waymo, Tesla’s service uses regular Model Y vehicles and keeps a safety operator on board. Rides cost a flat $4.20. The programme is currently invite-only and limited to select zones around downtown Austin. Tesla says it will grow the fleet and launch a new custom-built vehicle by next year.

Zoox, Amazon’s self-driving car division, is also preparing to enter the market. The company has built a factory in Hayward, California, and plans to produce up to 10,000 vehicles a year. The cars have no steering wheels or pedals and are designed to be fully autonomous. Zoox expects to launch its service in Las Vegas later this year, followed by San Francisco in 2026.

Ride costs still higher than Uber and Lyft

Robotaxis aren’t the cheapest ride option – at least not in the US. Waymo rides in San Francisco cost about $20.43 on average, according to a June 2025 comparison. That’s around $5 more than a similar UberX ride and $6 more than a Lyft. During peak hours, the price gap widens to $9 – $11.

The same comparison found that most Waymo riders were happy with the experience, especially the smooth ride and lack of small talk. Still, more than half said they wouldn’t pay more than $10 above the price of a regular e-hailing trip.

Tesla’s pricing in Austin is more aggressive. A $4.20 flat fare makes it competitive with most human-driven options in the city. But the service is still limited and operates under close regulatory watch.

China’s robotaxis are cheaper and more available

In China, robotaxis are cheaper and used more widely. Baidu’s Apollo Go service, for example, operates over 400 driverless cars in Wuhan. A ride costs around 4 yuan – less than a dollar – compared to the average human-driven fare of 18 yuan.

WeRide, another Chinese company, is running driverless services in multiple cities in China. It also has pilot programmes in Paris, Zurich, the UAE, and Singapore. In many cases, these robotaxis are being used in zones with fewer transport options, which helps fill gaps rather than compete with human drivers.

The scale of robotaxi operations in China suggests a more aggressive approach to deployment. With fewer restrictions in some areas and more public-private partnerships, robotaxis are becoming part of everyday transport, especially in second-tier cities.

Safety stats suggest a real advantage

Robotaxis may not be cheaper, but Waymo claims they are safer. It released data in October 2024 stating autonomous system causes fewer crashes compared to human drivers.

In another review, Waymo vehicles were linked to 86% fewer claims for bodily injury and 92% fewer property damage claims when compared to human drivers in similar areas.

The safety record plays a big role in winning over hesitant passengers. For families or elderly riders, the lower crash risk may outweigh concerns about price or unfamiliar technology.

New markets, limited access

Robotaxi services are growing but still limited. Tesla’s Austin rollout is small and doesn’t use dedicated vehicles yet. Waymo has bigger numbers, but access remains restricted. Some users have to join a waitlist, and services only work in geofenced areas.

Waymo is expanding into Tokyo and Atlanta next. It also has future plans for Washington, D.C., and is conducting early tests in New York City. In most cases, launches are slow, and progress depends heavily on local regulators.

Zoox’s planned rollout in Las Vegas adds to the mix, but it too is starting small. While interest in robotaxis is high, actual ride availability remains narrow.

Robotaxis still aren’t for everyone

Robotaxis have made real progress, but they still have limits. Most services run in specific zones. Many require an invite or app signup. Some use human monitors, which means they aren’t truly driverless yet. And while fares may come down over time, they’re still higher than human rides in many cities.

Tesla’s small-scale launch shows how difficult it is to roll out this type of service, especially without dedicated support teams. It’s also unclear how regulators will respond. In Texas, officials are watching Tesla’s programme closely, and questions have come up about whether it meets the same safety standards as others.

There’s also the matter of trust. Some riders are still hesitant to get into a car with no driver. That hesitation slows adoption, even when the ride is available and affordable.

Is it worth it? It depends on what you value

If safety is the top concern, robotaxis make a good case. Waymo’s crash data looks strong. The rider experience is quiet and consistent. There’s also a novelty factor that some users enjoy.

But if you’re looking for the fastest, cheapest ride, Uber or Lyft may still be the better option – at least for now. Robotaxis aren’t available in most places, and where they are, service can be limited.

Long term, the picture could shift. Analysts expect robotaxi fares to fall as fleets grow. Some forecasts put future per-mile costs at $0.30 to $0.50, which would make them cheaper than most ride-hailing apps today.

As the tech improves and public trust builds, more people may be willing to give robotaxis a try. And once prices come down and waitlists go away, they could become a regular part of city life.

Are people using robotaxis? Yes – but mostly in test markets or under special access rules. Are they worth it? That depends on what you’re comparing against. They’re not for everyone yet, but the direction is clear: more routes, more riders, and eventually, better prices.

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As Tesla robotaxi plans accelerate amid declining vehicle sales, Elon Musk’s latest autonomous driving timeline has created enthusiasm and deep scepticism among investors. With Tesla’s core automotive business struggling—vehicle sales dropped 13% in the first quarter of 2025—the company appears to be doubling down on its autonomous driving ambitions as a potential lifeline. 

Recent testing has intensified, with the South China Morning Post (SCMP) reporting that Tesla has “expanded its testing of a ride-share app to employees in Austin, Texas” as it pushes toward a summer launch. The timing is hardly coincidental. 

Tesla’s recent earnings call, which reported its “worst quarter in years,” was peppered with autonomous driving promises and punctuated by Musk’s bold declaration that robotaxis would “move the financial needle in a significant way” by late 2026. 

According to SCMP, Musk even stated he would “pull back significantly from his work with the US government to refocus on Tesla,” highlighting the urgency behind this strategic pivot toward autonomous technology as the company’s traditional business model shows clear signs of weakness.

For Tesla bulls, this represents the long-awaited “fundamental inflexion” that could transform the company from a struggling automaker into a revolutionary mobility provider. “This is happening, this is coming soon. 

They have the miles, the safety record and the technology they need,” said Brian Mulberry, client portfolio manager at Tesla investor Zacks Investment Management, as reported by Reuters.

But for sceptics and industry analysts, the robotaxi timeline raises serious questions about feasibility, regulatory approval, and Musk’s track record of missed deadlines.

The robotaxi roadmap

Tesla’s current timeline includes launching a paid robotaxi service in Austin, Texas, by June, initially with just 10-20 Model Y vehicles equipped with self-driving software. The company plans to expand to other US markets later this year, with a dedicated autonomous “Cybercab” entering production in 2026.

SCMP reports that Tesla has already completed “more than 1,500 trips and 15,000 miles (24,140km) of driving” in its employee testing program. The company has posted glimpses of this testing on social media, prompting Musk to comment that they’re “getting ready for unsupervised self-driving.” 

Notably, the current testing still requires “a safety driver present to intervene as needed,” despite Tesla marketing the technology as “full self-driving.”

Musk claims these autonomous vehicles will begin to “affect the bottom line of the company, and start to be fundamental” by the second half of 2026. He further predicted “millions of Teslas operating fully autonomously in the second half of next year” during the company’s recent earnings call.

This optimistic timeline comes from the same CEO who famously predicted in 2019 that “next year [2020], for sure, we’ll have over one million robotaxis on the road.” That prediction, like many others, failed to materialize.

Investor enthusiasm vs. Industry scepticism

The robotaxi announcement has created a striking divide between Tesla’s most enthusiastic backers and more cautious industry observers.

“Now is the time for the fundamental inflexion that we’re all hoping for,” said Blake Anderson, associate portfolio manager at Carson Group, a Tesla investor. “Most bullish investors and analysts tie the bulk of Tesla’s stock value to its plans for a massive robotaxi and autonomous-driving subscription business,” Reuters reports.

However, Seth Goldstein, equity strategist at Morningstar, characterized Musk’s timeline as “a very quick pace” for a technology that has taken competitors such as Alphabet’s Waymo “nearly a decade to work out.” Goldstein believes Tesla can fine-tune its technology by late 2026 but likely won’t have a Waymo-competitive system until 2028.

The hard questions ahead

As Tesla transitions from promises to implementation, investors will seek concrete evidence of viability. Anderson wants to see specifics on pricing per mile, profitability models, and—crucially—safety metrics showing how often Tesla vehicles must disengage from autonomous mode.

“Safety is the thing they control the most, so I want proof that what they do control is ironed out,” Anderson told Reuters. “Then I have a much greater line of sight into the national rollout.”

Safety remains a central concern. On the earnings call, Musk claimed Tesla’s current self-driving technology would require driving 10,000 miles on average “before you get in an accident or an intervention.” 

Yet, Reuters notes that “Tesla as of last year had not submitted data on interventions to regulators in California like other autonomous vehicle companies such as Waymo and Amazon’s Zoox.”

The regulatory gauntlet

Even if the technology proves viable, Tesla faces significant regulatory hurdles. The company has received preliminary permits in California but “needs several more permits from state agencies before it can launch a paid robotaxi service,” according to Reuters. 

Notably, while Musk previously mentioned a California launch by year-end during January and October earnings calls, California wasn’t mentioned during Tuesday’s call.

According to SCMP, Tesla “has been in talks with the city of Austin about safety expectations” and recently “was granted approval in California to begin carrying passengers.” However, the company “will need further approvals to give fully autonomous rides.” 

This regulatory gauntlet is particularly challenging as “the approvals needed for widespread launch could be years away,” while competitors like Waymo have “already deployed driverless cars on public roads in select cities, including Austin.”

A defining moment for Tesla

Tesla’s pivot toward robotaxis represents a potential turning point for the company—either the beginning of a remarkable second act or another in a series of unfulfilled promises. With its traditional business model under pressure, the company appears to be gambling its future on autonomous technology.

“Now that they’ve guided to an actual timeline for revenue, that’s a point they’ll be held to,” Goldstein told Reuters, underscoring the high stakes for Tesla as it transitions from ambitious projections to execution.

Whether this technological gambit represents Musk’s last stand or a visionary pivot that will reshape transportation remains to be seen. What’s clear is that with declining vehicle sales and increasing competition in the EV market, Tesla’s future may hinge on its ability to deliver on these ambitious autonomous driving promises—and deliver soon.

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As EV sales surge 25% to 17 million in 2024, battery demand crossed the 1 terawatt-hour mark for the first time. At the same time, the average cost of a battery pack for electric cars fell below $100 per kilowatt-hour – a level many have long seen as the tipping point for cost competitiveness with gas-powered models.

Lower mineral prices have played a big role in this shift. Lithium, in particular, has dropped in price more than 85% from its peak in 2022. However, broader changes in the battery sector are also contributing.

Years of investment have pushed global battery manufacturing capacity to 3 TWh in 2024, and that number could triple in the next five years if current project plans hold. The changes reflect a battery industry that’s scaling up and maturing. What used to be a fragmented, regionally-focused sector is becoming a global system where mass production and standardisation are starting to take hold.

Competitive pressure is more closely aimed at manufacturing efficiency, fast deployment of new technologies, and supply chain partnerships. Industry consolidation is also picking up as governments push to diversify where batteries – and their raw materials – come from.

China continues to dominate the space, now producing more than three-quarters of the world’s batteries. In 2024, battery prices there dropped nearly 30%, making them significantly cheaper than those in Europe and North America. That price gap – over 30% cheaper compared to Europe and more than 20% than the US – is a major reason why many EVs sold in China now undercut combustion-engine cars on price.

Four factors help explain this price advantage. First, China has deep manufacturing experience. The country has produced more than 70% of all EV batteries, allowing major players like CATL and BYD to scale up quickly and maximise their processes.

Second, the country’s battery ecosystem is vertically integrated, from mining and refining to manufacturing equipment and battery assembly, supporting faster development and lower costs. Third, Chinese producers have embraced lithium iron phosphate (LFP) batteries, which are currently roughly 30% cheaper than other mainstream chemistries.

Lastly, fierce competition has kept margins low, forcing manufacturers to reduce prices lower to maintain market share.

But competitive price pressure may not last forever. With margins shrinking, the number of battery manufacturers in China is expected to decline. Larger players will most certainly gain more pricing power, though China is still expected to remain the dominant force in the medium term.

In Europe, high production costs and a less-developed supply chain have led some firms to delay or cancel expansion plans. Battery production in the region is estimated to cost 50% more than in China. Northvolt’s recent bankruptcy has highlighted the problems that smaller firms confront in scaling operations.

However, some Korean manufacturers are beginning to invest in LFP battery production in Europe, aiming to adapt to changing market dynamics and compete with Chinese imports. Meanwhile, Chinese companies are expanding their presence in Europe through joint ventures and local partnerships.

Stellantis’s collaboration with CATL is one example of how LFP battery adoption could be boosted while also reducing the price gap with Chinese competitors. In the middle of all this, CATL has stepped up the pace with a new version of its Shenxing battery. The company says it can deliver over 300 miles of driving range after just five minutes of charging. It’s also designed to handle cold temperatures – a common hurdle for EVs – charging from 5% to 80% in 15 minutes at minus 10 degrees Celsius.

CATL isn’t the only one pushing ultra-fast charging. BYD recently unveiled a system that can deliver 250 miles of range in five minutes, while Tesla’s Superchargers currently offer about 200 miles in 15 minutes. The race for faster charging is seen as important to reducing range anxiety and encouraging more drivers to go electric.

On the other side of the supply chain, South Korea’s LG Energy Solution has pulled out of a major battery investment project in Indonesia. The $8.45 billion venture was originally signed in 2020 as part of the Indonesia Grand Package, aimed at building out the local EV battery supply chain. LG cited market conditions and the investment climate as factors in the decision. While the company will remain involved in an existing joint venture, its broader exit signals a shift in regional investment priorities.

Indonesia, which has some of the world’s richest nickel reserves, remains focused on attracting international investors to help build its battery sector. Local firms have expressed continued interest in collaborating with new partners to meet production goals.

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• Autonomous streetsweeping vehicles appear on Singapore streets.
• Level 4 automation licences mean no drivers behind the wheel.
• WeRide’s stock market listing will drive investment and expansion.

The promise of the big headlines in the technology world is that breakthroughs and their ongoing development will, in time, mean that we humans have to work less, and can play more.

Autonomous transport is one of those developments that’s been slow in coming as a widespread game-changer, at least outside specific urban areas. Most people would consider the act of driving a vehicle in rush hour traffic as work, and definitely could be something that tech might take over from reluctant commuters. But tales of un-piloted cars and trucks crashing and generally malfunctioning are usually well-reported, and can be enough to make the general public wary of the technology. Perhaps the tendency to focus on the black marks on a technology’s name is uncalled-for – or perhaps not.

But there are certainly uses for autonomous vehicles that make very good sense, outside the obvious driverless taxis, removing the drudgery of the daily commute, and self-driving parcel delivery trucks. In Singapore, for instance, visitors may catch a glimpse of so-called robobuses, and more recently, those wandering the streets close to the Marina Coastal Drive and Esplanade might spot street-sweeping vehicles that seem to have no one behind the wheel.

The Robosweeper S6 and S1 are the epitome of technology deployed to do the work that few others want to – keeping the streets clean and free of litter. Additionally, their presence will, no doubt, go a long way to further Singapore’s reputation for being technologically forward-thinking.

The street-cleaning vehicles are part of a project run by WeRide and environmental service company, Chye Thiam Maintenance. As detailed in a press release from WeRide, the driverless vehicles represent “Singapore’s first commercialized autonomous sanitation project,” which sounds like management-speak, despite WeRide referring to itself as a (publicly-listed) “Robotaxi company.” It’s probably safe to assume that internally, at least, WeRide refers to commercialised autonomous sanitation vehicles by the tradename Robosweeper.

Autonomous vehicles under licence

The vehicles received the go-ahead after WeRide were granted M1 and T1 licences for the vehicles from the Land Transport Authority (LTA) of Singapore, licences which allow autonomous vehicles to operate on public roads (M1) and pedestrian paths (T1).

The LTA approved the trial operation of the driverless cleaning vehicles just a week before the sweepers made their public debut on the streets of the city state, and WeRide claim the process of conception, development, licensing, and real-world deployment took less than six months from start to finish.

WeRide specialises in autonomous transport systems that operate at Levels 2, 3, and 4, categorisations which describe the degree of automatic control wielded by the onboard and/or remote technologies. Level 2 is ‘partial driving automation,’ (keeping a car in a motorway lane, for example), Level 3 is ‘conditional automation,’ which relies on a driver being able to take over in the event of system failure, and Level 4 being ‘high automation,’ in which the driver, if there is one, can kick back and watch the world go by (or, on occasion, watch as the world hurtles through the windscreen). Level 4 is the category Robosweepers and Robotaxis fall into, one that also applies to Waymo’s driverless cars operating currently in four cities in the US.

WeRide’s public listing on Nasdaq brought investment into the company (including from Uber which intends to include WeRide’s Robotaxis in its fleets), and the company has plans for projects in France and the UAE.

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Germany has long been known as Europe’s car capital, with slogans such as Vorsprung durch Technik (progress through technology) reflectiong the country’s industrial strategy. However, Volkswagen is now faces significant challenges as trade unions battle potential layoffs and factory closures. This isn’t simply a Volkswagen issue; it raises larger concerns about the future of Europe’s car industry.

A big part of the concern is the emergence of China’s electric vehicles, which are cheaper and are quickly gaining traction in Europe. In addition, the traditional combustion engine is slowly becoming a thing of the past, with EU legislation in place designed to phase out oil-burning engines within the next few decades.

In response, the EU, US, and Canada intend to impose tariffs on Chinese-made electric vehicles. However, the plan is not supported by all. Some European carmakers are afraid that new tariffs may hasten the closure of car plants, particularly in Germany.

The Paris Motor Show made it clear that the European car sector is under pressure. Chinese carmakers were represented in full force, eager to break into the European market – the biggest market left to them after the US slapped heavy tariffs on Chinese vehicles.

Reactions to the tariffs have been the epitome of different. As The Guardian reported, Carlos Tavares, the CEO of Stellantis (which owns brands like Citroën, Fiat, and Jeep), warned that the EU’s tariffs could do more harm than good. He pointed out that Chinese manufacturers, like BYD, are already planning to sidestep the tariffs by setting up shop in Europe by building manufacturing facilities on the continent.

Tavares predicted that Chinese carmakers would not be building in Germany, France, or Italy (the traditional bases for Europe’s car industry). Instead, they will favour countries like Hungary, where labour costs are lower. And this shift, he claims, will simply hasten plant closures across the rest of Europe, defeating the purpose of the tariffs.

His concerns also expose deeper disagreements in the EU. France, led by President Emmanuel Macron, is in favour of the tariffs, while Germany was one of the few countries that voted against them. In the past, Germany would have had enough influence to be able to unite other EU nations, but that’s not happening under Chancellor Olaf Scholz.

With no clear leadership, the European car industry has to fight for its future. Faced with economic challenges and weak demand for electric vehicles, industry leaders such as Stellantis are advocating for more time to adjust to the new world of electric vehicles rather than relying on tariffs to protect them.

BMW’s CEO, Oliver Zipse, has called for pushing back the EU’s 2035 deadline for ending the production of new combustion engine cars. The European Commission has said it’s open to discussions, but for now, the deadline remains, giving the industry 11 years to make the transition.

Meanwhile, China’s BYD is not wasting time. The company plans to build all of the cars it sells in Europe in the European economic zone, and to manufacture battery packs—the most expensive component of an EV—in Hungary and Turkey. Other Chinese carmakers, such as Geely (which owns Volvo and Lotus), are aiming to establish a greater presence in Europe, while emerging players like Dongfeng and Seres are anxious to broaden their footprint.

Interestingly, some European carmakers now collaborate with the very Chinese competitors that are threatening their future.

Tariff debate: Free market vs. protectionism

While the EU, US, and Canada push for tariffs to protect their industries, it raises a big question: Are we truly committed to free-market competition, or are we drifting toward protectionism?

Governments typically support open competition and minimal intervention, but tariffs seem to contradict that liberal approach. Some argue that by shielding European carmakers from their Chinese rivals, the EU is limiting competition, which could stifle innovation and hurt consumers in the long term. It’s a difficult balance to find, and the debate emphasises the conflict between protectionist policies and the free-market values.

As Europe’s car industry tries to navigate the rise of Chinese electric vehicles and the impact of new tariffs, the question of protectionism versus free competition will continue to shape its future. Whether the industry can hold on to its global leadership position or whether China will its decline is still to be seen. But one thing’s for sure—the road ahead is full of both challenges and opportunities.

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The electric vehicles (EV) industry in India continues to experience significant growth, with investments coming in from both local and foreign EV manufacturers. While India may not be the biggest EV market in the world right now, the country has the potential to become a major EV hub in years to come.

According to a report by Bain, the EV market in India is at an inflection point. In terms of sales, EVs accounted for about 5% of total vehicles sold between October 2022 and September 2023. But it’s estimated these figures could grow to encompass more than 40% of India’s automotive market by 2030, generating over US$100 billion in revenue.

To achieve this, Bain’s report says the country needs concerted strategies that include new product development, go-to-market and distribution, customer segment prioritization, software development, and charging infrastructure. Several of these interventions will require category-specific stakeholder action.

The Indian government has already introduced several initiatives to boost EVs in India. These include schemes and policies launched to support the manufacturing and adoption of EVs in India, such as:

• Faster Adoption and Manufacturing of Electric Vehicles (FAME)-I & II: This scheme provides subsidies to buyers of electric vehicles, especially those used for public transportation or commercial use. The subsidy is linked to the battery capacity of the vehicle.
• Phased Manufacturing Programme (PMP): This program aims to create a local supply chain for EV components and batteries, and to reduce the import dependence of the EV industry. It provides incentives and tax benefits to domestic manufacturers of EV parts and cells.
• National Mission on Transformative Mobility and Storage: This mission focuses on creating a roadmap for the development and deployment of advanced battery technologies and storage solutions for EVs and other applications. It also supports the establishment of large-scale battery manufacturing plants in India.
• Production Linked Incentive (PLI) Scheme for Advanced Chemistry Cells (ACC) Battery Storage: This scheme offers financial incentives to boost domestic production of ACC batteries, which are essential for EVs and renewable energy integration. The scheme envisages establishing a cumulative ACC battery manufacturing capacity of 50 GWh in India.
• Production Linked Incentive (PLI) Scheme for Automobile and Auto Component Industry: This scheme provides financial incentives to promote the manufacturing of advanced automotive technologies, including EVs and their components.

Foreign EV manufacturers in India

Currently, the biggest EV manufacturer in India is Tata Motors, which is a well-known car maker in India and the largest EV producer in the country. Tata Motors has launched several EV models, such as the Nexon EV, the Tigor EV, and the Tiago EV, and has also developed its own Ziptron technology for battery and motor performance.

India is also home to several foreign EV manufacturers that have set up plants in the country. The foreign EVs manufactured in India are both for local markets as well as to be exported to other countries as well.

Currently, some of the foreign EVs in India include:

• Hyundai – The South Korean automaker already has a presence in India with its conventional and hybrid vehicles. The company is planning to start producing EVs at its Talegaon factory in Maharashtra from 2025, with an annual capacity of 100,000 units.
• MG Motor – The British-owned, Chinese-backed automaker that launched its first EV model, the ZS EV, in India in 2020. The company has a manufacturing facility in Halol, Gujarat, where it plans to increase its EV production capacity from 3,000 units per year to 10,000 units per year by 2022.
• BYD: The Chinese EV maker has partnered with India’s Olectra Greentech to produce electric buses and vans in India. The company has a manufacturing facility in Hyderabad, Telangana, where it can produce up to 5,000 electric buses per year.

Tesla is also expected to announce manufacturing plans in India this year. In fact, Tesla has been exploring the possibility of entering the Indian market for several years. However, the company has faced some challenges and delays due to the high import duties, regulatory hurdles, and infrastructure issues in India.

Last year, Indian Prime Minister Narendra Modi met up with Elon Musk and was able to convince him to invest in the country. As such, there have been reports that Tesla is inching closer to an agreement with the Indian government to start importing and selling its EVs in India in 2024. The company is also reportedly considering the states of Gujarat, Maharashtra, and Tamil Nadu for setting up its first-ever manufacturing facility in India, which could be operational by 2025.

VinFast invests in India

Following its global success, Vietnamese EV manufacturer VinFast has announced a partnership with the Tamil Nadu State Government in India to charge the development of green transportation in the country. VinFast and the state government will work towards a total investment of up to US$2 billion, with an initial commitment of US$500 million in the first phase of the project.

The investment includes the establishment of VinFast’s integrated electric vehicle facility in Tamil Nadu. It is anticipated to generate approximately 3,000 – 3,500 employment opportunities locally. Situated in Thoothukudi, the VinFast Tamil Nadu project aims to evolve into a first-class electric vehicle production hub in the region, with an annual capacity of up to 150,000 units. Construction of the plant is anticipated to begin in 2024.

Besides the economic benefits, the project will also pave the way for green transportation development, targeting 30% of newly registered private cars to be electric. This aligns with the state government’s initiatives to minimize carbon emissions in the transportation sector.

“The MoU demonstrates VinFast’s strong commitment to the sustainable development and vision of a zero-emission transportation future. We believe that investing in Tamil Nadu will not only bring considerable economic benefits to both parties but will also help accelerate the green energy transition in India and the region,” commented Tran Mai Hoa, deputy CEO of sales and marketing at VinFast Global.

Dr. TRB Rajaa, Minister of Industries of the Government of Tamil Nadu, stated, “EV manufacturing companies are not only important economic drivers but also powerful accelerators to the State’s green vision. We are delighted that VinFast has chosen to invest in Tamil Nadu to establish its integrated EV facility. Possessing robust capabilities and unwavering commitment to a sustainable future, I believe that VinFast will emerge as a reliable economic partner and substantial contributor to Tamil Nadu’s long-term development.”

The green mobility project by VinFast is its biggest investment. The project will create many positive impacts on the economy and society. Both sides will also work together and explore options for setting up charging stations to promote a sustainable transportation future.

The post VinFast makes huge EV investments in India    appeared first on TechWire Asia.

The transport and logistics industry is the fundamental cog that holds society together. From the food on your plate to the impulse-buy online purchase, without the transport and logistics industry, nothing works.

The industry was heavily disrupted during the pandemic, but investments in technology, perhaps perversely, did not slow down. In fact, most transport and logistic companies started looking to automate their operations.

In fact, according to a report by Gartner, with an estimated revenue of US$20.24 billion in 2022, supply chain management (SCM) is the fastest-growing market sector. Over half of businesses have adopted logistics and SCM software in the past two years to remain competitive in the rapidly changing market.

Without transport and logistics, the supply chain would cease to function and businesses would end up facing huge losses. Given the need to meet customer demand and improve efficiency in the industry, AI and automation, in particular, are becoming essential.

For Sockalingam Muthiah, head of professional services, Asia Pacific at HERE Technologies, 2024 promises to be a pivotal chapter in the evolving landscape of the automotive and transport & logistics industries. The speed at which technological advancements are transforming the way people and goods move is, he believes, nothing short of astonishing.

Muthiah holds that the Asia Pacific region boasts remarkable diversity and each of its sub-regions is grappling with its own distinctive challenges. Speaking to Tech Wire Asia, Muthiah dispelled the notion of generalized trends and explored the nuanced and distinct dynamics shaping the automotive and logistics industries of this multifaceted region.

“Yet, amidst this diversity, one thing remains certain: these trends collectively hold the power to redefine our relationship with mobility, transportation and logistics in the year to come,” he said.

Making or breaking the vehicle with software

Autonomous and electric vehicles are now considered “software-defined entities,” where innovation is driven not by raw engine power, but by lines of code and advanced algorithms. A recent report has projected the global software-defined vehicle (SDV) market to grow by a CAGR of 9.1% between 2023 and 2028, to about US$419.7 billion in five years.

“Technologies such as Advanced Driver Assistance Systems (ADAS) and highly automated driving solutions have become intrinsic to the driving experience. ADAS enhances safety, providing drivers with features like lane-keeping assistance and adaptive cruise control. It also powers automated driving. Beyond safety, automated driving requires a high-precision map that offers connectivity, which will open doors to a host of services, apps, and updates that can be delivered over the air.

“Major automotive original equipment manufacturers (OEMs) have taken steps to accelerate the move to SDVs. For instance, Hyundai Motor Company and Kia Corporation are set to form the Hyundai Motor Group Model-Based Development (MBD) Consortium to accelerate the SDV transition through standardization and an open development ecosystem,” explained Muthiah.

He believes that in the pursuit of a better connected driving experience, the allure of these software advancements entices consumers with more than raw horsepower. By 2024, he predicts, software will make or break a vehicle’s success and will be a core business model for automotive manufacturers.

Reshaping the relationship with personal vehicle ownership

Mobility-as-a-Service (MaaS) is set to gain more ground in 2024. MaaS is about recognizing transportation is not confined to a single mode or a solitary means of getting from A to B. For Muthiah, it’s an acknowledgment that the modern commuter values flexibility and variety, seeking the most efficient, cost-effective, and sustainable means of travel for each journey.

“From car-sharing and carpooling to rental cars and shared bicycles, the scope of MaaS is expanding, offering commuters greater flexibility and efficiency without the burdens of ownership. Not only are there more shared mobility options, but we can also expect new hybrid mobility services to blend traditional transportation options with new technologies like electric vehicles (EVs) and autonomous cars,” he explained.

For instance, in India, Muthiah said Tata Power EV Charging Solutions is collaborating with car-sharing platform Zoomcar to promote EV adoption and to drive sustainable mobility growth. Mobility operators with electric fleets may find themselves an attractive alternative in cities that are pursuing emissions-cutting goals to address the climate crisis.

“MaaS reflects the evolving needs and priorities of consumers in an urbanized, tech-savvy world. It compels automakers to redefine their role within the mobility ecosystem as they need to adapt to offer more than just cars; they now need to offer mobility solutions,” he added.

Transport and logistics: A revolution powered by e-commerce

As the logistics revolution continues in Asia Pacific, more consumers have a keen appetite for flexible delivery options, with 82% of e-commerce shoppers in the region expressing their desire to have end-to-end tracking of all their shipments, regardless of value or origin. Many also expect free returns when they shop online.

According to HERE Technologies’ inaugural APAC on the Move report, 45% of logistics companies in the region are motivated to invest in logistics assets tracking solutions, with the main goal to improve customer satisfaction. 33% of logistics companies are planning to buy drones to improve their services – a promised solution that navigates heavy traffic congestion and narrow streets with a minimal carbon footprint. Since launching in 2022, China’s e-commerce food delivery platform Meituan has completed more than 184,000 orders via drones and has established 17 delivery drone routes across the country.

Greater China presents a unique logistics landscape. Muthiah said that the countrys logistics industry has experienced such a remarkable boom since the pandemic, thanks to the country’s extensive logistics infrastructure, including a vast network of warehouses and advanced IT services. That has made it increasingly challenging for foreign operators to compete effectively in the region.

Muthiah believes that China’s logistics success accentuates the need for adaptability and knowledge of local dynamics when designing strategies to meet localized needs.

Transport and logistics: tackling truck driver shortage

Driver shortage was a big problem during the pandemic, not just in APAC but globally. Many might think the problem solved post-pandemic. However, driver shortage is still a global problem disrupting the industry.

In Japan, a shortage of truck drivers exists despite the growing popularity of e-commerce. Starting April 2024, truck drivers across Japan will have an annual limit of 960 working hours as part of the government’s work-style reforms. The impact this rule has on the logistics sector has been dubbed the “2024 Problem,” as this is expected to disrupt delivery services amid an inability to attract younger workers into the industry.

Muthiah said that Japan has begun to adopt countermeasures that involve automation and technologies to address the shortage of truck drivers. Amazon has introduced around 2,600 self-propelled robots at its logistics base in China, where each will fetch parcels from shelves and deliver them automatically to employees to process. It is also reported that Japan has the highest number of logistics firms compared to the rest of Asia Pacific using technology to track assets in real time without manual input.

The same issue of driver shortages can be seen in Australia. There the average age of a truck driver is 47 and there are over 21,000 advertised vacancies. The Australian logistics industry is turning to robotics and drones to help alleviate the pressure from the shortfall between demand and driver supply.

“These trends represent just a fraction of the multifaceted shifts currently unfolding in the automotive and transport and logistics sectors in the Asia Pacific region. The year ahead promises continuous transformation, which will bring about challenges and opportunities that are nothing short of exhilarating. The dynamic interplay of these trends serves as a catalyst for innovation and transformation, and it is in this environment that we have the opportunity to redefine the very nature of mobility with technology,” Muthiah concluded.

The post On the horizon: transport and logistics in 2024 appeared first on TechWire Asia.

Modern society is driven by advancements in technology, including software, electronics, robotics, and more. Every day, we see technology developing, changing the ways we work and do business. At the forefront of current technological progress is arguably the double-act of AI technology and autonomous robots. There is little doubt that mobile, self-governing robots will play key roles in the future.

In just 50 years, the market for industrial robots has evolved significantly. Today, that evolution has delivered “cobots,” otherwise known as collaborative robots that work alongside humans. Whether autonomous robots will continue to work side-by-side with organic people, or take over their roles completely, is a debate that rages on.

Artificial intelligence technology has accelerated at an astounding pace over the last two years, affecting many sectors across the globe. AI has become a part of everyday life for so many, with intelligent assistants on hand to support us as we work. They are now at our beck and call, answering queries, and even performing repetitive dull tasks in various industries.

Hasn’t that always been the point of technological advancements, though? To help us complete physical tasks quicker, or even to do them instead of us, freeing human beings up to do more intellectually demanding tasks? If recent decades are anything to go by, we are relying on automation more than ever before.

Emerging as a key competitive factor for manufacturing operations worldwide, the number of industrial robots being used in the workplace has grown exponentially since the 1970s. For instance, only 200 industrial robots were being used in the US in 1970 compared to 4,000 in 1980. By 2015, that number had risen to 1.6 million. Today, there are an estimated 3 million or more autonomous robots in use.

Robots in industry through time

To understand the impact of robots on different industries, we need to go back to their origin in the 1940s and 1950s. British neurophysiologist, W. Grey Walter, was the man who started it all, developing Elmer and Elsie, two robots in the late 1940s. Inspired by biological systems, Grey Walter’s “Tortoises” (as they were also affectionately known as) exhibited fundamental autonomous actions. Using basic sensors, the robots could navigate their surroundings and even respond to stimuli, mirroring lifelike behavior.

During the 1950s, the progression of autonomous technology continued with George Devol, “the Grandfather of Robotics,” creating Unimate. Beginning with basic devices for moving objects autonomously, Devol is credited with inventing the first industrial robot as we understand the term today.

Over time, advancements in electronics, sensors, and software expanded autonomous robot capabilities to include complex tasks like painting, welding, and precision work.

These early examples of robots began being used commercially on assembly lines by the early 1960s, primarily performing heavy lifting tasks – establishing the notion that robots were for tasks that would have been physically difficult for individual average humans to accomplish. But the robots didn’t stay locked into heavy lifting tasks for long. It soon became evident that the robots were significantly increasing manufacturing productivity.

During the late 1960s and early 1970s, demand for automation increased. So industrial robots shifted from mostly heavy lifting to more precision tasks, prompting the development of smaller, electric models equipped with advanced controls and motors that were ideal for assembly work like tightening bolts and nuts. Robots added dull, repetitive work to heavy, difficult work and broadened their repertoire significantly.

Fast-forward to the late 1970s, and robots had expanded their capabilities even further. This included tasks like arc welding, intricate painting, and hazardous environment operations, allowing humans to work on other, less risk-intensive areas of production, while simultaneously raising safety in robot-friendly industries.

This enhancement of workplace safety allowed robots to handle dangerous conditions in environments such as steel mills, freeing skilled laborers to focus on more critical manufacturing operations and ultimately boosting productivity.

Enthusiasm for robotics continued into the mid-1980s. Engineers started to innovate with a view to progressing the industrial landscape faster than ever before. This was the era that sparked the evolution of modern industrial robots, integrating advanced sensors and basic machine vision systems.

As technology continued to advance and computer hardware costs decreased, robotic capabilities took a substantial leap. Engineers were able to install precision force sensors and lasers on robots, allowing them to detect and track components on assembly lines, providing a human-like sense of sight and touch that feels familiar when we look at Amazon’s new robotic solutions, Sequoia and Digit. Like Amazon’s “humanoid” robots, the 1980s’ engineering marvels elevated robots from repetitive task performers to machines that exhibited “limited intelligence.”

While 1980s autonomous robots, otherwise known as autonomous guided vehicles (AGVs), could transport goods and materials from one workstation to another, they still lacked the flexibility and adaptability of the autonomous mobile robots we know today. But, as we stepped into the 1990s and 2000s, there was a rejuvenated interest in the development of true autonomous mobile robots.

That resurgence of interest brought progress in the development of artificial intelligence, sensor technology, and machine learning. Piece by piece, autonomous robots were able to perceive their surroundings more attentively than ever before thanks to advanced sensors. The robots could also learn from their experiences and adapt to changes via newly updated AI algorithms. This was the genuine dawning of the age of autonomous robots.

As the 2000s rolled on, independent robotic system technology began to genuinely excel. Over the last decade or so, mobile autonomous robots have been adopted by numerous industries across the world, including software, manufacturing, retail, and healthcare. While most still work alongside a human workforce, these robots have streamlined warehouse operations and revolutionized the way products and materials are handled.

Yes, these robots have replaced human workers in many environments; something that holds many ethical conundrums for another day. It’s the fact that these robots can augment a human’s capabilities that make them a priceless commodity in various industries. Although there are a host of drawbacks associated with the use of this technology, there is little doubt that autonomous robotic systems have helped improve safety, increase productivity, and introduced new, exciting possibilities in the world of innovative machine learning technology.

The present and future of autonomous robotics

Today, mobile autonomous technology is widely used in the industrial sector, as well as sectors like agriculture, health, logistics, and property maintenance. Although adoption on a full scale may still be years away, mobile robots maintain their potential to completely change the way business is done in the future. Even in the modern age, autonomous mobile robots are evolving. That just leaves us with the question of the future of robots in industry.

Today, machine learning and AI has empowered industrial robots to make autonomous decisions without the need for human guidance. Modern robots are able to analyze extensive sets of data, improving their performance via varying mechanical motions. Engineers now prioritize instilling “real intelligence” in robots for increased complexity and efficiency, cultivating a safe collaboration with humans in manufacturing settings.

In recent years, there has been a rise of collaborative robots (cobots). This marks a shift towards robots that are designed to operate alongside humans safely. Using force-limited joints and computer vision, cobots can interact directly with humans. But, being smaller and lighter, they are trained to complete specific tasks, freeing up human workers to focus on other jobs.

Initially passive, the development of cobots has been incredibly swift. They now have independent power sources, enabling them to add precise object manipulation and environmental awareness to their bag of capabilities. Their seamless operation alongside human workers has already resulted in mass changes in the manufacturing world, as shown by the nearly $1 billion cobot market and 40,000 operational machines worldwide.

The future of autonomous robots includes a much wider adoption of cobots, particularly ones that will drive efficiency. As costs come down, their wider adoption will make autonomous robots a fact of life across industrial sectors all around the world.

The post The evolving robot: Past, present and future roles appeared first on TechWire Asia.

After going through an “optimization of the workforce” in September 2022, Malaysia’s only tech unicorn, Carsome, appears to be gearing up for additional layoffs in the coming months. According to several reports, the move comes as the Southeast Asian used-car online marketplace accelerates its efforts to break even by the end of this year and reach full-year profit in 2024.

The company employs approximately 4,000 people across Malaysia, Indonesia, Thailand, Singapore, and, most recently, the Philippines. The first layoffs in late September 2022 only impacted its Malaysian workforce. Now, according to a Bloomberg report, the Temasek-backed unicorn is contemplating job cuts throughout Southeast Asia, with Indonesia and Thailand being the most affected.

Quoting individuals familiar with the situation, Bloomberg reported that Carsome has scaled down its operations significantly in those two markets it entered in 2017. The company had earlier outlined intentions for an initial public offering (IPO) and stock market listings in Singapore and the United States (US) in 2023. Still, some concerns exist that deteriorating macroeconomic conditions could dent its valuation.

In an interview with Nikkei Asia earlier this month, CEO Eric Cheng explained that Carsome is considering an IPO as one of the potential avenues for the future, and that timing considerations and favorable market conditions will influence the decision.

How is Carsome doing financially amid recent layoffs? 

The driving force behind Carsome’s profitability is its retail arm, which provides refurbished cars and ancillary services like auto financing, insurance, and post-sale services. Launched approximately three years ago, the retail business (Carsome Certified) contributed 35% of Carsome’s US$1.5 billion revenue in 2022.

In an interview with Forbes, Cheng noted that the trade margin, representing the transaction profit after subtracting associated operating costs, stands at 13% – twice that of the core wholesale business. According to Cheng, Carsome, which claims to be the region’s largest online used-car platform by revenue and transaction volume, sold more than 150,000 vehicles last year, equivalent to a 3% market share of Southeast Asia’s used-car e-commerce market.

By the first three months of 2023 (1Q23), the group achieved its operational profitability milestone for the first time, primarily driven by a significant growth of trade margin, which doubled compared to the same period last year. “Notably, more than 80% of the trade margin came from high-quality transaction margins, far ahead of most of its global peers,” Carsome noted in a blog post. 

In terms of funding, in September 2023, Carsome secured US$170 million in Series D2 round funding, elevating the company’s valuation to US$1.3 billion. That funding round marked Carsome’s most significant equity investment, with participation from international investors such as Catcha Group, MediaTek, Penjana Kapital, and Emissary Capital, alongside existing partners like Asia Partners, Gobi Partners, 500 Southeast Asia, Ondine Capital, MUFG Innovation Partners, and Daiwa PI Partners.

The company also secured new credit facilities of US$30 million, bringing its total liquidity to approximately US$200 million, enabling the company to pursue various growth initiatives. These initiatives encompass extending auto financing, insurance, and after-sale services beyond Malaysia to other markets where Carsome operates. 

Cheng expressed to Forbes the company’s goal for the upcoming year: sustaining growth, increasing market share from 3% to 5%, and aiming for 10% in subsequent years while maintaining profitability amidst pursuing diverse opportunities. 

But should the workforce of 4,000 employees be trimmed further to achieve the company’s goals? Carsome “makes adjustments to its workforce where necessary,” the company said in an emailed response to Bloomberg, declining to comment on specific numbers. “We remain committed to investing in all of our current markets and plan to accelerate profitable growth in 2024,” it added.

Are layoffs a prerequisite to the stock market listing?

While layoffs might indicate a company’s readiness to go public, it’s not a definitive signal. Other factors, like financial challenges or shifts in business strategy, could also prompt layoffs. However, it is crucial to understand that a decision to go public doesn’t automatically signify financial stability or success for a company.

Nonetheless, it’s conceivable for companies to trim their workforce to enhance their financials before undergoing an IPO. Following the first round of layoffs last year, some avid Carsome followers expressed dissatisfaction with the startup’s direction. “Over the next quarter, we could see more layoffs coming from Carsome, all because the top management doesn’t know what to do with the money from investors,” Crazy Tan argued in a post.

But Carsome has publicly claimed its profitability, leading many to begin questioning the rationale for laying off hundreds of staff to achieve further financial gains. Perhaps Carsome is reversing its efforts after going on a hiring spree until early 2022. Now, workers are bearing the brunt of pullbacks.

The post Is the Carsome unicorn status in Malaysia overhyped amidst recent layoffs? appeared first on TechWire Asia.

While the US is known for the electric vehicle (EV) industry, the growth has now shifted to Asia, with emerging EV markets and technology making it one of the fastest-growing sectors in the world. In fact, Asia is home to some of the largest and most innovative EV markets, such as China, Japan, and South Korea, as well as some of the emerging ones, such as India and the ASEAN region.

According to a report by McKinsey, Asia accounts for the largest share of the battery electric vehicle (BEV) market worldwide, with more than 60% of global BEV sales in 2021. China continues to be the leader in EV production and adoption, with more than 13 million EVs expected to be produced in 2023.

China also owned 40% of the EV market share in 2022 and has the largest number of EV chargers in the region. In terms of manufacturers, Chinese EVs continue to dominate the EV market globally. China has the greatest number of EV startups in the world and while the Tesla Model Y was the most sold EV model in 2022, more Chinese-made EV models were sold globally as well.

Apart from China, Japan and South Korea are also major players in the EV industry, with strong capabilities in battery and vehicle technology. Japan is forecasted to produce more than 2.5 million EVs in 2023 and South Korea more than 1.8 million. Both countries have ambitious targets to increase their EV adoption, with Japan aiming for 50% of new car sales to be EVs by 2030 and South Korea aiming for 33%.

India is also an emerging EV market, despite its late entry. While the EV market share in India is still relatively low compared to the rest of the world, the government is pushing for the adoption of more EVs. This includes offering incentives to vehicle manufacturers to build EVs in India as well as plans to reduce carbon emissions in the country by replacing its diesel-powered public buses with electric ones instead.

EVs in Southeast Asia

In Southeast Asia, EV adoption differs among countries in the region. Singapore currently has the most connected EV ecosystem in the region. There are more than 1,800 public charging points available. The Government of Singapore plans to install 60,000 more charging points by the end of 2030.

A report by Mordor Intelligence estimates that nearly 54% of new car sales and 33% of global car fleets are expected to be electric by 2040. Of that number, more than 50% will be battery-electric, with the ASEAN region being the prominent hotspot for sales of the automotive fleet.

In March 2022, Thailand’s government adopted new government incentives to accelerate the transition to electric vehicles. The incentives are part of the Thai government’s plan to convert half of the country’s total car production to electric vehicles by 2030. Indonesia also plans to electrify 20% of its new vehicles by 2025. Additionally, the country aims for electric vehicles to account for 20% of total vehicle exports by 2025.

According to research from Counterpoint Research, Chinese automakers dominate Southeast Asia’s fast-growing electric vehicle market, selling three out of every four EVs in the first quarter of this year. Thailand, which has the most EVs in the region, also accounts for almost 79% of all EVs sold in Southeast Asia in the first quarter of 2023.

Thailand has offered incentives to consumers to make EVs attractive, and subsidies to automakers to build more EVs locally. That has attracted a wave of investments by Chinese carmakers in local manufacturing, including Great Wall Motor and BYD.

Malaysia and Indonesia have also echoed Thailand in their move to offer incentives and subsidies for EVs. Indonesia in particular is hoping to lure Tesla to set up a manufacturing facility in the country. Tesla recently announced plans to set up a center of excellence in Malaysia.

Currently, the only successful EV manufacturer in the region is in Vietnam. VinFast has become a dominant player in the EV industry, exporting its vehicles to Europe and the US as well as selling them in domestic and regional markets. Despite this success though, Vietnam’s EV adoption is still in its nascent stages.

Toyota, Thailand and EV

While Thailand’s EV market is the biggest in the region, there is still competition on which EV brands sell the most vehicles in the country. Currently, the best-selling EV brand in Thailand is China’s BYD. However, other Chinese EV models have also been growing in popularity in the country.

One carmaker that is hoping to make an impact in Thailand’s EV market is Toyota. The Japanese carmaker is already a household brand in Thailand, with its pickup trucks and sedans among the most popular combustion engine vehicles.

As the world’s tenth largest auto hub, Thailand is known for exporting vehicles by Toyota and Honda. But to convert a third of its annual production of 2.5 million vehicles into EVs by 2030, the right ecosystem is key.

According to a report by Reuters, the Thai government is hoping to work with Toyota to develop EVs in the country. This includes the development of eco-cars and pickup trucks. Thailand’s Prime Minister, Srettha Thavisin, met Toyota’s executives to discuss how they can build the EV ecosystem in the country. Toyota, and its group companies, have invested nearly US$7 billion in Thailand over the last decade.

The announcement comes as Toyota plans to trial its first EV pick-up truck in Thailand in a fresh attempt to boost EV sales in the country. Pras Ganesh, executive vice president of Toyota Daihatsu Engineering & Manufacturing, said that its engineers were working on adapting its electric pickups to local conditions and building up EV R&D capacity in Thailand, one of Toyota’s five global R&D centers.

The world’s top-selling automaker unveiled the electric version of its popular HiLux pickup truck last year, but hasn’t said yet when its commercial sales could begin. Ganesh pointed out that a small batch of battery EV pickups will be trialed in the beach city of Pattaya early next year and tested for use as ‘songthaews,’ pickups that are commonly modified for use as taxis in many Southeast Asian countries.

“We will first start looking at public transit,” he told Reuters, adding that Toyota is also considering testing other EV pickups for deployments including last-mile delivery services.

Thailand’s government also rolled out a 3-year tax break for automakers investing in automation and robotics after scaling down a consumer subsidy for EV purchases.

The post Toyota to help Thailand become EV capital of SEA appeared first on TechWire Asia.

Foxconn’s Smart Manufacturing robots will utilize Nvidia’s Isaac autonomous mobile robot platform, while their Smart City will integrate the Nvidia Metropolis video analytics platform.

When graphics chipmaker Nvidia Corp announced at the beginning of this year that it is partnering with electronics componentmaker Foxconn Technology Group on electric vehicles (EVs), the tech giant’s goal was to continue its push into the booming EV market. Ten months later, both companies announced that they are expanding their decade-long partnership, this time to supercharge the AI industrial revolution.

Alongside Foxconn’s Chairman and CEO, Young Liu, the CEO of Nvidia, Jensen Huang, said that the world is at the beginning of a “new computing revolution, which leads to the eminence of a new type of manufacturing. “The production of intelligence and the data centers that produce it are AI factories,” Huang said during a fireside chat at Foxconn’s Tech Day.

That said, Foxconn, the world’s largest manufacturer, according to Huang, has the expertise and scale to build AI factories globally.

Foxconn will integrate Nvidia technology to develop a new class of data centers, or ‘AI factories’ as Huang put it, powering a wide range of applications — including the digitalization of manufacturing and inspection workflows, development of AI-powered electric vehicles and robotics platforms, and a growing number of language-based generative AI services.

“This factory takes data input and produces intelligence as its output. In the future, every company and industry will have AI factories. What we showed here today is Foxconn building an entire end-to-end system,” Huang explained. What he meant was that the collaboration would start with the creation of AI factories.

The AI factory will utilize an Nvidia GPU computing infrastructure specially built for processing, refining, and transforming vast amounts of data into valuable AI models and tokens — based on the Nvidia accelerated computing platform, including the latest Nvidia GH200 Grace Hopper superchip and Nvidia AI Enterprise software.

Huang shared an example of the collaboration by explaining how the AI factory will build Foxconn’s Model B EV concept car with its AI software. “This car will go through ‘life experience’ and collect more data, then go to the AI factory where the software will be improved to update the entire AI fleet. This entire end-to-end system – on one side AI factory, on the other, AI EV fleet – is what Nvidia and Foxconn are collaborating on,” Nvidia’s CEO said.

“Most importantly, Nvidia and Foxconn are building these factories together. We will be helping the whole industry move much faster into the new AI era,” Liu added. 

AI factories for Foxconn and its customers

Foxconn is expected to build many systems based on Nvidia CPUs, GPUs, and networking for its global customer base. It wants to create and operate its AI factories optimized with Nvidia AI Enterprise software. Among the key Nvidia technologies Foxconn is using to create these custom designs are Nvidia HGX reference designs (featuring eight Nvidia H100 Tensor Core GPUs per system), Nvidia GH200 superchips, Nvidia OVX reference designs and Nvidia networking. 

With these systems, Foxconn customers can leverage Nvidia accelerated computing to deliver generative AI services and use simulation to speed up the training of autonomous machines, including industrial robots and self-driving cars. In addition to equipping its customers with Nvidia technology-powered AI factories, Foxconn is eyeing its own factories that will tap into the Nvidia Omniverse platform and the Isaac and Metropolis frameworks to meet the electronics industry’s strict production and quality standards.

“Advances in edge AI and simulation are enabling the deployment of autonomous mobile robots that can travel several miles a day and industrial robots for assembling components, applying coatings, packaging, and performing quality inspections,” the company explained. An AI factory with these Nvidia platforms will allow Foxconn to accomplish AI training and inference, enhance factory workflows, and run simulations in the virtual world before deployment in the physical world. 

Simulating the entire robotics and automation pipeline from end to end provides Foxconn with a path to operational efficiency gains, saving time and costs.

Foxconn and Nvidia beyond AI factories

Foxconn is also developing other smart solution platforms based on Nvidia technologies. The solutions are listed below:

• Foxconn Smart EV will be built on Nvidia Drive Hyperion 9, a next-generation platform for autonomous automotive fleets, powered by Nvidia Drive Thor, its future automotive systems-on-a-chip.
• Foxconn Smart Manufacturing robotic systems will be built on the Nvidia Isaac autonomous mobile robot platform.
• Foxconn Smart City will incorporate the Nvidia Metropolis intelligent video analytics platform.

Foxconn’s Liu also announced that his company would be delivering a range of Nvidia Drive solutions to global automakers, serving as a tier-one manufacturer of Nvidia Drive Orin-based electronic control units (ECUs) today and scaling to Nvidia Drive Thor-based ECUs in the future.

“As a contract manufacturer, Foxconn will offer highly automated and autonomous, AI-rich EVs featuring the upcoming Nvidia Drive Hyperion 9 platform, which includes Drive Thor and a state-of-the-art sensor architecture. This will enable Foxconn and its automotive customers to realize a new era of functionally safe and secure software-defined cars,” he concluded.

https://www.youtube.com/watch?v=HmT3MAU09tg

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