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Ford boosts spending to increase production capacity of its F-150 Lightning electric truck
Ford said Thursday it will invest another $250 million and add 450 jobs to increase production capacity of its upcoming F-150 Lightning to 80,000 all-electric trucks annually. The announcement comes after receiving more than 150,000 pre-orders for the all-electric pickup truck.
The additional funds and jobs will be spread out across its new Rouge Electric Vehicle Center in Dearborn, Michigan, Van Dyke Electric Powertrain Center and Rawsonville Components Plant, Ford said.
The announcement was made during an event at the Rouge Electric Vehicle Center, a 500,000-square-foot facility expansion that was part of Ford’s $700 million investment in its Rouge Complex. Gas-powered F-Series trucks are also assembled at the Rouge Complex.
Ford also announced that it has started pre-production of the Lightning trucks. These prototypes will be used for real-world testing. The truck will be available to customers in spring 2022.
The all-electric pickup truck is a critical piece of the company’s $30 billion investment into electrification and one of a trifecta of Ford EV debuts and launches in the next 18 months, including the Mustang Mach-E. The Lightning may be the most meaningful in terms of the bottom line. The Ford F-150 Lightning follows the introduction of the all-electric Mustang Mach-E and the E-Transit, a configurable all-electric cargo van focused on commercial customers.
The F-150 Lightning will be offered in four trims, which includes the base, XLT, Lariat and Platinum series, and two battery options. The truck, which has an aluminum alloy body, is powered by two in-board electric motors, comes standard with four-wheel drive and has an independent rear suspension. The base version will be priced at $39,974 before any federal or state tax credits, while the midseries XLT model will start at $52,974. All of these prices exclude the destination fees and taxes.
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Squad Mobility eyes shared platforms as target for its compact solar electric quadricycle
Squad Mobility’s vision of the perfect urban vehicle is a low-cost EV equipped with solar panels, swappable batteries and enough zip and range in its diminutive 6.5-foot package to meet the needs of city drivers.
The early-stage Dutch startup, which recently revealed the final design of its quadricycle, is now assembling working prototypes in Breda, the Netherlands. Squad has said the vehicle will have a base price of €5,750 ($6,790), excluding taxes. That price goes up if buyers want to add features like removable doors, air conditioning, heating and extra batteries.
Squad plans to present the prototypes this fall, Robert Hoevers, CEO and co-founder of the company, said in a recent interview. Pre-production is also expected to begin this year with a goal to start delivering the car at the end of 2022.
Squad, like so many other new entrants to the EV car scene, will need more funds to reach its target.
In June, the company raised an undisclosed amount from Bloomit Ventures. To reach its production goals, Hoevers estimates Squad will need an additional €3.5 million ($4.1 million) for its next round, and then another €8 million ($9.6 million) to be able to deliver the first Squads. The company has not yet announced a round publicly, but says it’s in talks with various interested parties.
Interested customers can go on Squad’s website and pay a €5 reserve fee, but where Squad really sees its path to market is with shared mobility companies. The startup says it is in talks with a range of micromobility and car-sharing operators that might be interested in diversifying their fleets with a compact, smart vehicle.
The Squad, which is a combination of the words “solar” and “quadricycle,” seats two, punches up to 30 miles per hour and is fueled by two swappable batteries with a capacity of around 1.6 Kwh each and a collective range of about 62 miles. This is similar to the battery capacity and range of electric mopeds.
For the average European city driver, that should be enough range. Squad also installed a 250-watt solar panel to the vehicle, which the company says adds another 12 miles per day given the amount of sun Europe tends to get.
Rendering of a Squad charging station for swappable batteries that can be used by shared mobility operators. Image Credits: Squad Mobility
Squad is coming onto the scene at the intersection of new mobility categories and EV charging innovation, which could be appealing to shared mobility operators looking to solve more use cases.
Shared micromobility companies are beginning to add electric mopeds to their fleets of e-scooters and e-bikes. The Squad could appeal to operators that want to appeal to a broader demographic, and one specifically more comfortable in a four-wheeled vehicle.
The potential savings from harnessing the power of the sun could attract operators as well. In the micromobility world, the labor costs associated with swapping batteries or charging vehicles represent a roadblock to profitability. A vehicle that’s constantly on a bit of a charge, at least during the daylight hours, might help alleviate that pain point.
“The idea is not to drive directly on solar,” Hoevers told TechCrunch. “The idea is to buffer the batteries with solar and then drive on the batteries. The sun is more or less drip charging the battery throughout the day, which is actually a very healthy way of charging. You don’t want to top off your batteries to 100%. You want to keep them at around 50% to 60% all the time for a longer battery life.”
Hoevers said Squad has been in talks with shared micromobility providers to pitch the quadricycle, and has found that most dockless vehicles see about four to five rides per day and drive about 36 to 38 miles per day, numbers that TechCrunch confirmed with a few micromobility operators and that are well within the range of the Squad car.
Squad also intends to equip its vehicles with cameras, sensors and other smart features like remote diagnostics and maintenance, which will make the company more attractive to shared operators looking for a fleet that can be integrated into its management platforms. Hoevers also says he and his co-founder, Chris Klok, have used their collective 40 years of experience in mobility and shared past at long range solar EV company Lightyear to develop a strong CAN bus and drivetrain upon which new features can be added.
Whether Squad ends up selling fleets to micromobility platforms or car-sharing platforms might depend on the category in which the vehicle ends up. With its current speed and weight, the Squad car will be in the L6e category for light four-wheeled vehicles.
“There are interesting cost and tax benefits in this segment,” said Hoevers. “For example, there is no congestion charge, no road tax, no parking fees, low insurance fees and no car driving license needed in most markets.”
Hoevers said the company is also considering producing a more powerful L7 that can go top speeds of around 45 miles per hour, which might be better for cities with more hills.
The competition
Squad isn’t the only company that has added solar panels to its electric vehicles. Germany-based startup Sono Motors told TechCrunch that it’s on track to begin deliveries of its electric Sion vehicle by 2023. The vehicle’s exterior is composed of hundreds of solar cells that have been integrated into polymer instead of glass and can add up to nearly 22 miles of extra battery life per day.
Although the Sion has not yet been released, the Sono app is already inviting owners of the vehicle to engage in a sort of car sharing that’s reminiscent of Airbnb for Sions in order to make use of vehicles that otherwise sit parked and useless for most of the day. As of Thursday, Sono is expanding this vision to allow any car to be shared via the Sono app.
Aptera Motors, a California company that has promised to roll out the “first mass-produced solar car” this year, raised $4 million in a Series A this February that it is using to pay for fiberglass, carbon fiber and batteries for its spaceship-looking tricycle. Aptera says its vehicle, which is available for pre-order and could cost anywhere between $25,900 and $46,900, will be built with 34 square feet of solar cells that can add an additional 40 miles of battery capacity on a clear day.
Each of the players in the solar-powered EV space have differences in tech, path to market and style, but they’re all potentially finding ways to ease the strain on the electrical grid.
In the Netherlands, new electric cars make up 25% of total market share, and that number will only increase. It might not be feasible in the long run for all of those vehicles to each plug into the grid to power up, especially when industries across sectors are beginning to electrify.
While it’s clear that the technology isn’t there yet for vehicles to run purely on solar, Squad and other companies like it are laying the groundwork for future solar technology.
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UK’s Marshmallow raises $85M on a $1.25B valuation for its more inclusive, big-data take on car insurance
Marshmallow — a U.K.-based car insurance provider that has made a name for itself in the market by providing a new approach to car insurance aimed at using a wider set of data points and clever algorithms to net a more diverse set of customers and provide more competitive rates — is announcing a milestone today in its life as a startup, as well as in the bigger U.K. tech world.
The London company — co-founded by identical twins Oliver and Alexander Kent-Braham and David Goaté — has raised $85 million in a new round of funding. The Series B valuation is significant on two counts: it catapults Marshmallow to a “unicorn” valuation above $1 billion — specifically, $1.25 billion; and Marshmallow itself becomes one of a very small group of U.K. startups founded by Black people — Oliver and Alexander — to reach that figure.
(To be clear, Marshmallow describes itself as “the first UK unicorn to be founded by individuals that are Black or have Black heritage”, although I can think of at least one that preceded it: WorldRemit, which last month rebranded to Zepz, and is currently valued at $5 billion; co-founder and chairman Ismail Ahmed has been described as the most influential Black Briton.)
Regardless of whether Marshmallow is the first or one of the first, given the dearth of diversity in the U.K. technology industry, in particular in the upper ranks of it, it’s a notable detail worth pointing out, even as I hope that one day it will be less of a rarity.
Meanwhile, Marshmallow’s novel, big-data approach and successful traction in the market speak for themselves. When we covered the company’s most recent funding round before this — a $30 million raise in November 2020 — the startup was valued at $310 million. Now less than a year later, Marshmallow’s valuation has nearly quadrupled, and it has passed 100,000 policies sold in its home country, growing 100% over the last six months.
The plan now, Oliver told me in an interview, will be to deepen its relationships with customers, in part by providing more engagement to make them better drivers, but also potentially selling more services to them, too.
In this, the startup will be tapping into a new approach that other insurtech startups are taking as they rethink traditional insurance models, much like YuLife is positioning its life insurance products within a bigger wellness and personal improvement business. Currently, the average age of Marshmallow’s customers is 20 to 40, Oliver said — and there are thoughts of potentially new products aimed at even younger users. That means there is long-term value in improving loyalty and keeping those customers for many years to come.
Alongside that, Marshmallow will also use the funding to inch closer to its plan to expand to markets outside of the U.K. — a strategy that has been in the works for a while. Marshmallow talked up international expansion in its last round but has yet to announce which markets it will seek to tackle first.
Insurance — and in particular insurance startups — are often thought of together with fintech startups, not least because the two industries have a lot in common: they both operate in areas of assessing and mitigating risk and fraud; they are in many cases discretionary investments on the part of the customers; and they are both highly regulated and require watertight data protection for their users.
Perhaps because so much of the hard work is the same for both, it’s not uncommon to see services built to serve both sectors (FintechOS and Shift Technology being two examples), for fintech companies to dabble in insurance services, and so on.
But in reality, insurance — and specifically car insurance — has seen a massive impact from COVID-19 unique to that industry. Separate reports from EY and the Association of British Insurers noted that 2020 actually saw a lift for many car insurance companies: lockdowns meant that fewer people were driving, and therefore fewer were getting into accidents and making fewer claims.
2021, however, has been a different story: new pricing rules being put into place will likely see a number of providers tip into the red for the year. And the Chartered Insurance Institute points out that it will also be worth watching to see how the low use of cars in one year will impact use going forward: some car owners, especially in urban areas where keeping a car is expensive, will inevitably start to question whether they need to own and insure a car at all.
All of this, ironically, actually plays into the hand of a company like Marshmallow, which is providing a more flexible approach to customers who might otherwise be rejected by more traditional companies, or might be priced out of offerings from them. Interestingly, while neobanks have definitely spurred more traditional institutions to try to update their products to compete, the same hasn’t really happened in insurance — not yet, at least.
“We started with the idea of the power of data and using a wider range of resources [than incumbents], and using that in our pricing led us to be able to offer better rates to more people,” Oliver said, but that hasn’t led to Marshmallow seeing sharper competition from older incumbents. “They are big companies and stuck in their ways. These companies have been around for decades, some for centuries. Change is not happening quickly.”
That leaves a big opportunity for companies like Marshmallow and other newer players like Lemonade, Hippo and Jerry (not an insurance startup per se but also dabbling in the space), and a big opening for investors to back new ideas in an industry estimated to be worth $5 trillion.
“The traction the team has achieved demonstrates the demand for a new kind of insurance provider, one that focuses more on consumer experience and uses the latest technology and data to give fair prices,” said Eileen Burbidge, a partner at Passion Capital, in a statement. “We’ve been proud to support the team’s ambitions since the start, and now look forward to its next chapter in Europe as it continues its mission to change the industry for the better.”
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Electric vehicle company Rivian has confidentially filed for an IPO
Rivian, the electric vehicle startup backed by a host of institutional and strategic investors, including Ford and Amazon, has confidentially filed paperwork with the U.S. Securities and Exchange Commission to go public.
The size and price range for the proposed offering have yet to be determined. The initial public offering is expected to take place after the SEC completes its review process, subject to market and other conditions, the brief statement said.
The confidential filing comes less than two months since Rivian announced it had closed a $2.5 billion private funding round led by Amazon’s Climate Pledge Fund, D1 Capital Partners, Ford Motor and funds and accounts advised by T. Rowe Price Associates Inc. Third Point, Fidelity Management and Research Company, Dragoneer Investment Group and Coatue also participated in that round.
The company did not share a post-money valuation at the time of the July 2021 announcement.
The electric automaker, which now employs 7,000 people, is preparing to deliver its R1T pickup truck in September. The road to produce the R1T and an accompanying SUV requires capital, which Rivian has had little trouble raising.
Rivian has raised roughly $10.5 billion to date. In January, the company brought in $2.65 billion from existing investors T. Rowe Price Associates Inc., Fidelity Management and Research Company, Amazon’s Climate Pledge Fund, Coatue and D1 Capital Partners. New investors also participated in that round, which pushed Rivian’s valuation to $27.6 billion, a source familiar with the investment round told TechCrunch at the time.
Developing….
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Cruise is buying solar energy from California farmers to power its electric, self-driving fleet
Cruise, the self-driving car company under General Motors, has launched a new initiative called Farm to Fleet that will allow the company to source solar power from farms in California’s Central Valley. The San Francisco Chronicle was the first to report the news that Cruise is directly purchasing renewable energy credits from Sundale Vineyards and Moonlight Companies to help power its fleet of all-electric autonomous vehicles in San Francisco.
Cruise recently secured a permit to shuttle passengers in its test vehicles in San Francisco without a human safety operator behind the wheel. The company is also ramping up its march to commercialization with a recent $5 billion line of credit from GM Financial to pay for hundreds of electric and autonomous Origin vehicles. While this partnership with California farmers is undoubtedly a boon to the state’s work in progressing renewable energies while also providing jobs and financial opportunities to local businesses, Cruise isn’t running a charity here.
The California Independent System Operator has been soliciting power producers across the western United States to sell more megawatts to the state this summer in anticipation of heat waves that will boost electricity demand and potentially cause blackouts. Power supplies are lower than expected already due to droughts, outages and delays in bringing new energy generation sources to the grid, causing reduced hydroelectric generation. To ensure California’s grid can handle the massive increase in fleet size Cruise is planning, it seems that the company has no choice but to find creative ways to bolster the grid. Cruise, however, is holding firm that it’s got loftier goals than securing the energy from whatever sources are available.
“This is entirely about us doing the right thing for our cities and communities and fundamentally transforming transportation for the better,” Ray Wert, a Cruise spokesperson, told TechCrunch.
With droughts continuing to plague California farmers, converting farmland to solar farms is a potential way to help the state meet its climate change targets, according to a report from environmental nonprofit Nature Conservancy. Which is why Cruise saw the logic in approaching Central Valley farmers now.
“Farm to Fleet is a vehicle to rapidly reduce urban transportation emissions while generating new revenue for California’s farmers leading in renewable energy,” said Rob Grant, Cruise’s vice president of social affairs and global impact, in a blog post.
Cruise is paying negotiated contract rates with the farms through its clean energy partner, BTR Energy. The company isn’t disclosing costs, but says it’s paying no more or less than what it would pay for using other forms of renewable energy credits (RECs). RECs are produced when a renewable energy source generates one megawatt-hour of electricity and passes it on to the grid. According to Cruise, Sundale has installed 2 megawatts of solar capacity to power their 200,000 square footage of cold storage, and Moonlight has installed a combined 3.9 MW of solar arrays and two-battery storage system for its sorting and storage facilities. So when Cruise buys credits from these farms, it’s able to say that a specific amount of its electricity use came from a renewable source. RECs are unique and tracked, so it’s clear where they came from, what kind of energy they used and where they went. Cruise did not share how many RECs it plans to purchase from the farms, but says it will be enough to power its San Francisco fleet.
“While the solar power still flows through the same grid, Cruise purchases and then ultimately ‘retires’ the renewable energy credits generated by the solar panels at the farms,” said Wert. “Through data that we submit to the California Air Resources Board quarterly, we retire a number of RECs equivalent to the amount of electricity we used to charge our vehicles.”
Cruise is also working with BTR Energy to finalize a supply of RECs for its operations in Arizona, including its delivery pilot with Walmart.
Wert says using fully renewable power is actually profitable for Cruise in California due to the Low Carbon Fuel Standard, which is designed to decrease the carbon intensity of transportation fuels in the state and provide more low-carbon alternatives. Cruise owns and operates all of its own EV charging ports, so it’s able to generate credits based on the carbon intensity score of the electricity and amount of energy delivered. Cruise can then sell its credits to other companies seeking to reduce their footprints and comply with regulations.
Aside from practicalities, Cruise is aiming to set a standard for the industry and create demand for renewable energy, thus incentivizing more people and businesses to create it.
Aram Shumavon, CEO of grid analytics startup Kevala, says Cruise should be applauded for this partnership.
“What Cruise seems to be trying to acknowledge is that there is carbon intensity associated with the electricity that they’re consuming, and they’re offsetting that in some way,” Shumavon told TechCrunch. “There’s a whole category of carbon accounting, that’s referred to as Scope 3, which is trying to understand how much carbon the supply chain that you use to provide your service actually involves, and Cruise is probably, as a very deliberate decision, getting out in front of their Scope 3 requirements.”
Shumavon said that by quantifying the total carbon intensity of commercial activity, companies become more accountable to it and can then drive change by asking providers for their supply to source from renewables. For example, an automaker might ask their aluminum provider to source only from an area with hydroelectric power instead of coal power, which would ultimately bring the automaker’s carbon intensity down.
“Transportation is responsible for over 40% of greenhouse gas emissions, which is why we announced our Clean Mile Challenge in February, where we challenged the rest of the AV industry to report how many miles they’re driving on renewable energy every year,” said Wert. “We’re hoping that others follow our lead.”
This article has been updated to reflect new information provided by Cruise, as well as expert commentary from Aram Shumavon, CEO of Kevala.
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Jolla hits profitability ahead of turning 10, eyes growth beyond mobile
Jolla, the Finnish startup behind the Sailfish OS, which formed almost a decade ago when a band of Nokia staffers left to keep the torch burning for a mobile Linux-based alternative to Google’s Android, announced today it’s hitting profitability.
The mobile OS licensing startup describes 2020 as a “turning point” for the business — reporting revenues that grew 53% YoY, and EBITDA (which provides a snapshot of operational efficiency) standing at 34%.
It has a new iron in the fire too now — having recently started offering a new licensing product (called AppSupport for Linux Platforms) which, as the name suggests, can provide Linux platforms with standalone compatibility with general Android applications — without a customer needing to licence the full Sailfish OS (the latter has of course baked-in Android app compatibility since 2013).
Jolla says AppSupport has had some “strong” early interest from automotive companies looking for solutions to develop their in-house infotainment systems — as it offers a way for embedded Linux-compatible platforms the capability to run Android apps without needing to opt for Google’s automotive offerings. And while plenty of car makers have opted for Android, there are still players Jolla could net for its “Google-free” alternative.
Embedded Linux systems also run in plenty of other places, too, so it’s hopeful of wider demand. The software could be used to enable an IoT device to run a particularly popular app, for example, as a value-add for customers.
“Jolla is doing fine,” says CEO and co-founder Sami Pienimäki. “I’m happy to see the company turning profitable last year officially.
“In general it’s the overall maturity of the asset and the company that we start to have customers here and there — and it’s been honestly a while that we’ve been pushing this,” he goes, fleshing out the reasons behind the positive numbers with trademark understatement. “The company is turning 10 years [old] in October so it’s been a long journey. And because of that we’ve been steadily improving our efficiency and our revenue.
“Our revenue grew over 50% since 2019 to 2020 and we made €5.4 million revenue. At the same time the cost base of the operation has stabilized quite well so the sum of those resulted to nice profitability.”
While the consumer mobile OS market has — for years — been almost entirely sewn up by Google’s Android and Apple’s iOS, Jolla licenses its open source Sailfish OS to governments and business as an alternative platform they can shape to their needs — without requiring any involvement of Google.
Perhaps unsurprisingly, Russia was one of the early markets that tapped in.
The case for digital sovereignty in general — and an independent (non-U.S.-based) mobile OS platform provider, specifically — has been strengthened in recent years as geopolitical tensions have played out via the medium of tech platforms; leading to, in some cases, infamous bans on foreign companies being able to access U.S.-based technologies.
In a related development this summer, China’s Huawei launched its own Android alternative for smartphones, which it’s called HarmonyOS.
Pienimäki is welcoming of that specific development — couching it as a validation of the market in which Sailfish plays.
“I wouldn’t necessarily see Huawei coming out with the HarmonyOS value proposition and the technology as a competitor to us — I think it’s more proving the point that there is appetite in the market for something else than Android itself,” he says when we ask whether HarmonyOS risks eating Sailfish’s lunch.
“They are tapping into that market and we are tapping into that market. And I think both of our strategies and messages support each other very firmly.”
Jolla has been working on selling Sailfish into the Chinese market for several years — and that sought-for business remains a work in progress at this stage. But, again, Pienimäki says Jolla doesn’t see Huawei’s move as any kind of blocker to its ambitions of licensing its Android alternative in the Far East.
“The way we see the Chinese market in general is that it’s been always open to healthy competition and there is always competing solutions — actually heavily competing solutions — in the Chinese market. And Huawei’s offering one and we are happy to offer Sailfish OS for this very big, challenging market as well.”
“We do have good relationships there and we are building a case together with our local partners also to access the China market,” he adds. “I think in general it’s also very good that big corporations like Huawei really recognize this opportunity in general — and this shapes the overall industry so that you don’t need to, by default, opt into Android always. There are other alternatives around.”
On AppSupport, Jolla says the automative sector is “actively looking for such solutions,” noting that the “digital cockpit is a key differentiator for car markers — and arguing that makes it a strategically important piece for them to own and control.
“There’s been a lot of, let’s say, positive vibes in that sector in the past few years — newcomers on the block like Tesla have really shaken the industry so that the traditional vendors need to think differently about how and what kind of user experience they provide in the cockpit,” he suggests.
“That’s been heavily invested and rapidly developing in the past years but I’m going to emphasize that at the same time, with our limited resources, we’re just learning where the opportunities for this technology are. Automotive seems to have a lot of appetite but then [we also see potential in] other sectors — IoT … heavy industry as well … we are openly exploring opportunities … but as we know automotive is very hot at the moment.”
“There is plenty of general Linux OS base in the world for which we are offering a good additional piece of technology so that those operating solutions can actually also tap into — for example — selected applications. You can think of like running the likes of Spotify or Netflix or some communications solutions specific for a certain sector,” he goes on.
“Most of those applications are naturally available both for iOS and Android platforms. And those applications as they simply exist … the capability to run those applications independently on top of a Linux platform — that creates a lot of interest.”
In another development, Jolla is in the process of raising a new growth financing round — it’s targeting €20 million — to support its push to market AppSupport and also to put toward further growing its Sailfish licensing business.
It sees growth potential for Sailfish in Europe, which remains the biggest market for licensing the mobile OS. Pienimäki also says it’s seeing “good development” in certain parts of Africa. Nor has it given up on its ambitions to crack into China.
The growth round was opened to investors in the summer and hasn’t yet closed — but Jolla is confident of nailing the raise.
“We are really turning a next chapter in the Jolla story so exploring new emerging opportunities — that requires capital and that’s what are looking for. There’s plenty of money available these days, in the investor front, and we are seeing good traction there together with the investment bank with whom we are working,” says Pienimäki.
“There’s definitely an appetite for this and that will definitely put us in a better position to invest further — both to Sailfish OS and the AppSupport technology. And in particular the go-to market operation — to make this technology available for more people out there in the market.”
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Zūm CEO Ritu Narayan explains why equity and accessibility works for mobility services
Getting children to school safely and reliably is a challenge as old as public education itself. But rarely have any entrepreneurs tackled the problem of updating and optimizing one of the nation’s largest legacy transit systems, now nearly a century old. It’s still common to find people at U.S. student transportation hubs speaking into walkie-talkies and wrangling clipboards as they sort passengers into gas-guzzling yellow buses.
Ritu Narayan was working as a product executive at eBay when her two children began attending school. Finding safe and reliable options for getting them to campus was sometimes so difficult that anytime those options would fall out, she would be on the verge of leaving her job.
“We had the minimum viable product, which we expanded upon, built the entire platform, and we kept on going to better places with our solutions.”
Bearing in mind that her mother in India had set aside a career to raise Narayan and her three siblings, she founded Zūm in 2016 with brothers Abhishek and Vivek Garg to optimize routes, create transparency and make school commutes greener; since then, Zūm has operated in several California districts (including San Francisco), as well as in Seattle, Chicago and Dallas. In Oakland, Zūm has optimized routes to reduce the previous bus requirement by 29 percent, with the balance being serviced by midsized vehicles.
Zūm also plans to have a fleet of 10,000 electric school buses by 2025 and is partnering with AutoGrid to transform that fleet into a virtual power plant with the potential capacity to route 1 GW of energy back to the grid.
To get a deeper look into the startup’s plans and hear what Narayan has learned from its journey so far, we discussed the pandemic’s impacts on Zūm’s development, where she thinks the company will be a year from now, and how she convinced investors to back a business model that embraces accessibility and equity.
(Editor’s note: This interview has been edited for clarity and length.)
How did COVID-19 affect your business? What percentage of your business is back now?
It’s funny, because we used to say that student transportation is a recession-proof business, and no matter what, kids are still going to go to school, but the pandemic was the first time in probably the last 100 years when kids across the globe did not go to school. It was an interesting time for us, because overnight, all the rides were closed and we had to focus on what was needed immediately to support our districts and students.
We realized that the school is such an important physical infrastructure that’s not just for education, but students get meals there as well as physical and emotional help. So we helped the school districts with reverse logistics, taking the meals or laptops from the school districts and delivering them to homes, because our software could handle that kind of thing. That was just an interim to make sure the communities settled. Starting last year, rides started coming back around 30%, and this year starting in April, it has been 100% back in the business.
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Y Combinator, 500 Startups, Plug and Play invest in Odiggo’s $2.2M seed round
Servicing one’s car personally is a time-consuming, expensive and painstaking process. It’s a cycle that can lead to more expensive repairs and safety issues down the line, and no car owner likes that.
Egypt and Dubai-based auto tech startup Odiggo is a platform addressing this problem. It allows car owners to get the help they need by finding car services and parts suppliers from providers around them. Then for the suppliers, it increases their sales and reaches more customers without necessarily spending on marketing.
Odiggo is part of the current YC Summer batch and has secured a $2.2 million seed round before Demo Day. The rosters of existing investors participating in the round are Y Combinator, 500 Startups, and Plug and Play Ventures. Regional VCs like Seedra Ventures, LoftyInc Capital, and Essa Al-Saleh (CEO of Volta-Tucks) also took part.
Ahmed Omar and Ahmed Nasser launched Odiggo in December 2019. The company operates a marketplace that connects car owners with service providers who can solve their problems, from servicing and repair to washing and maintenance. A commission-based model is used and Odiggo charges the car suppliers 20% commission on every transaction.
Over 50,000 car owners across three markets — Egypt, the UAE and Saudi Arabia — use Odiggo. The company also works directly with over 300 merchants. It claims merchant numbers have grown 40% month-on-month while its user base has increased 200% since the start of the pandemic.
“We believe we are at a watershed moment. It is incredible that since COVID hit, Odiggo has experienced over 10 times growth in the last year,” said co-founder Omar.
CEO Omar said with this new round, Odiggo’s priority will be to attain consistent growth while expanding its team across the UEA, Saudi Arabia and Egypt.
L-R: Ahmed Nassir (co-founder) & Ahmed Omar (co-founder and CEO)
He adds that since Odiggo taps into a mix of data sources — including car metrics and internal software, it will use that same information to provide more product offerings.
Odiggo will use part of the funding to continue developing its tech and dashboard software, he said.
“For example, the platform would be hooked up to the car owner’s vehicle and link the vehicle to the marketplace and provide frequent updates of your vehicle condition so you’ll be informed if the tires are low, the oil needs changing, or if a service is required.”
The pandemic has upended the mobility and logistics sectors, especially in MENA, making players like Odiggo gain much visibility from investors. In an industry today worth over $61 billion in the Middle East and Africa alone, Odiggo is looking to become a market leader. It has even more lofty plans to go public in the next three years.
“We are also aiming to be fully focused on spending more on our product and technology, as building an ecosystem to monetize requires more capital. Our target is to go for IPO by 2024 and achieve one billion services booked, and this requires a lot of network effects, infrastructure and technology,” the CEO said.
“We aim to be the first $100 billion company coming out of the region,” added Nasser.
Some of its investors, Idris Ayodeji Bello, managing partner at LoftyInc, and Essa Al-Saleh, are onboard with the startup’s plan despite early days.
“We are excited to back Odiggo through our Afropreneurs Funds in its quest to transform the automotive parts market and provide superior service to clients, starting from MENA. The leadership team of Omar and Nasser, supported by the rest of the employees, have been a joy to work with and we are on a countdown to the IPO,” said Bello in a statement.
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Jerry raises $75M at a $450M valuation to build a car ownership ‘super app’
Just months after raising $28 million, Jerry announced today that it has raised $75 million in a Series C round that values the company at $450 million.
Existing backer Goodwater Capital doubled down on its investment in Jerry, leading the “oversubscribed” round. Bow Capital, Kamerra, Highland Capital Partners and Park West Asset Management also participated in the financing, which brings Jerry’s total raised to $132 million since its 2017 inception. Goodwater Capital also led the startup’s Series B earlier this year. Jerry’s new valuation is about “4x” that of the company at its Series B round, according to co-founder and CEO Art Agrawal.
“What factored into the current valuation is our annual recurring revenue, growing customer base and total addressable market,” he told TechCrunch, declining to be more specific about ARR other than to say it is growing “at a very fast rate.” He also said the company “continues to meet and exceed growth and revenue targets” with its first product, a service for comparing and buying car insurance. At the time of the company’s last raise, Agrawal said Jerry saw its revenue surge by “10x” in 2020 compared to 2019.
Jerry, which says it has evolved its model to a mobile-first car ownership “super app,” aims to save its customers time and money on car expenses. The Palo Alto-based startup launched its car insurance comparison service using artificial intelligence and machine learning in January 2019. It has quietly since amassed nearly 1 million customers across the United States as a licensed insurance broker.
“Today as a consumer, you have to go to multiple different places to deal with different things,” Agrawal said at the time of the company’s last raise. “Jerry is out to change that.”
The new funding round fuels the launch of the company’s “compare-and-buy” marketplaces in new verticals, including financing, repair, warranties, parking, maintenance and “additional money-saving services.” Although Jerry also offers a similar product for home insurance, its focus is on car ownership.
Agrawal told TechCrunch that the company is on track to triple last year’s policy sales, and that its policy sales volume makes Jerry the number one broker for a few of the top 10 insurance carriers.
“The U.S. auto insurance industry is an at least $250 billion market,” he added. “The market opportunity for our first auto financing service is $260 billion. As we enter more car expense categories, our total addressable market continues to grow.”
Image Credits: Jerry
“Access to reliable and affordable transportation is critical to economic empowerment,” said Rafi Syed, Jerry board member and general partner at Bow Capital, which also doubled down on its investment in the company. “Jerry is helping car owners make the most of every dollar they earn. While we see Jerry as an excellent technology investment showcasing the power of data in financial services, it’s also a high-performing investment in terms of the financial inclusion it supports.”
Goodwater Capital Partner Chi-Hua Chien said the firm’s recurring revenue model makes it stand out from lead generation-based car insurance comparison sites.
CEO Agrawal agrees, noting that Jerry’s high-performing annual recurring revenue model has made the company “attractive to investors” in addition to the fact that the startup “straddles” the auto, e-commerce, fintech and insurtech industries.
“We recognized those investment opportunities could drive our business faster and led to raising the round earlier than expected,” he told TechCrunch. “We’re eager to launch new categories to save customers time and money on auto expenses and the new investment shortens our time to market.”
Agrawal also believes Jerry is different from other auto-related marketplaces out there in that it aims to help consumers with various aspects of car ownership (from repair to maintenance to insurance to warranties), rather than just one. The company also believes it is set apart from competitors in that it doesn’t refer a consumer to an insurance carrier’s site so that they still have to do the work of signing up with them separately, for example. Rather, Jerry uses automation to give consumers customized quotes from more than 45 insurance carriers “in 45 seconds.” The consumers can then sign on to the new carrier via Jerry, which can then cancel former policies on their behalf.
Jerry makes recurring revenue from earning a percentage of the premium when a consumer purchases a policy on its site from carriers such as Progressive.
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Car-sharing startup Turo has filed confidentially for an IPO
Turo, the peer-to-peer car-sharing startup, has initiated the confidential process of filing for an initial public offering with the U.S. Securities Exchange Commission.
The number of shares to be offered in the IPO and the price range have not yet been determined, the company said in a statement. Turo declined to provide additional information to TechCrunch.
The eleven-year-old Turo’s marketplace is analogous to Airbnb, letting car owners post an ad to rent out their vehicle on its app and website. Cars are available to rent in more than 5,500 cities across three countries. Turo was in Germany after taking over Daimler AG’s car-sharing subsidiary Croove alongside an investment deal. The company is no longer in Germany.
The company had a $250 million Series E in July 2019, which pushed the company into unicorn status and “past the billion-dollar valuation mark,” CEO Andre Haddad said in a blog post. Turo followed that up with a $30 million extension round the following February, bringing its total funding to date to over $500 million.
Turo did not have a completely smooth ride during the pandemic; like other transportation startups Bird and Getaround, Turo laid off 30% of its workforce, or 108 employees, in March 2020 according to data tracker Layoffs.fyi.
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