Tesla
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Here’s some unexpected fun, courtesy of the man himself. Elon Musk announced via Twitter today that Teslas will be getting a handful of classic Atari titles in the next four weeks, courtesy of a software update.
Along with already announced self-driving features, Version 9.0 of the electric vehicles’ software update will include “some of the best” old games as an “Easter Egg.” The eccentric CEO appears to be soliciting suggestions via social media at the moment, including Pole Position, Tempest and Missile command, among others.
Tesla has relied pretty heavily on software updates to help push features. Sure, this one is in good fun, but an update arriving late last year brought the fairly necessary addition of FM radio and a tripometer to the Model 3 — both pretty glaring omissions.
Some of best classic @Atari games coming as Easter eggs in Tesla V9.0 release in about 4 weeks. Thanks @Atari!
— Elon Musk (@elonmusk) August 1, 2018
The games will likely be playable on the cars’ massive center display tablet, which is positioned in portrait mode on the Model S and X and in landscape on the Model 3. One presumes that the titles will only be playable when the vehicle is parked, so as to avoid having to explain to the officer that you crashed your car because you were playing Frogger.
Speaking of not going anywhere, Pole Position will apparently use the steering wheel as an input — again, when the vehicle is fully parked. Indeed, $49,000 is an admittedly steep starting price for a new Atari console, but at least you can drive the thing around when you’re done with Missile Command.
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For the last decade, the largest technology companies have increasingly looked outside of tech to grow their operations. From automotive to retail to groceries, these companies use massive competitive advantages in the form of data, consumer relationships and software engineers to fundamentally change markets.
Now, companies like Apple and Google and Amazon are eyeing innovation across the insurance landscape. For example, Amazon is teaming with JPMorgan and Berkshire Hathaway to create a new way to approach health insurance, focusing first on the group’s own employees. On the retail side, Amazon is selling product insurance and extended warranties at the point of sale and investing in insurtech startups. Meanwhile, Tesla is developing an insurance product specific to the Model S. Waymo, Uber and Lyft are certainly having similar conversations internally.
Obviously, these are all preliminary steps. Insurance is a complex, multifaceted and, yes, risky business. In the end, whether or not companies like Amazon become insurers themselves depends on their appetite for risk, their ability to innovate and the potential pay off.
To start, let’s look at the reasons why tech giants are well-suited to upend the space.
Like many businesses, a large aspect of a successful insurance business is distribution. Just look at brokers, which are a major means of distribution for insurers today — their cut can be up to 30 percent of the cost of an insurance policy. Brokers also see better margins than insurers themselves, usually around 10 percent net margins. Facebook, Amazon, Apple, Microsoft and Google (FAAMG) possess direct relationship with billions of consumers and could, over time, disrupt the broker business.
The big secret in insurance is that insurers are actually terrible at using their data. Different departments (marketing, underwriting, claims) rarely work together, and their data tends to be siloed. FAAMG, on the other hand, has put data at the core of their offering; they know how to leverage analytics and AI to create better products.
Tech giants may be tempted to use their troves of data to compete with insurers directly.
They also have access to data that insurers can only dream of having: global geospatial imagery of homes, infrastructure and buildings; location, browsing and advertising data; even real-world behavioral data from smartphones and IoT devices. Combining all these signals can create a very complete picture of human behavior, interests and risk profile.
Tech innovation has long been a challenge for insurance incumbents. Old systems are difficult to displace in any industry, but the complexity of insurance, tradition of relying on the past to predict the future and silos of data can make it a Herculean effort. Tech giants, on the other hand, regularly cannibalize their own revenue with new products and can enlist tens of thousands of engineers to develop fantastic digital customer experiences and bring large-scale efficiencies to back-end insurance systems through better software and AI.
So, yes, FAAMG has a number of major advantages over insurance incumbents. But for tech giants, new verticals and initiatives are also longer-term decisions around margins and market scope. It’s an obvious point, but if FAAMG wants to jump into insurance, they’ll want a decent return. Can they find that in insurance?
There are a number of reasons why it might be a tough sell.
Average insurance net margins are 3-8 percent, and 25-30 percent gross margins, which are meager for tech standards. Software companies average around 80 percent gross margins and around 15 percent net margins. Even consumer hardware like the iPhone — a costly endeavor by software standards — sees 55-60 percent gross margins.
Within insurance, health tends to have the highest margins, followed by property and casualty (i.e. home and auto insurance), followed by life insurance. So if anything, healthcare is probably the closest thing to “low-hanging fruit” — but it’s not exactly attractive to most companies outside insurance.
Such low margin also means that one major event can destroy a company’s balance sheet for an entire fiscal year (think disasters like hurricanes, fire, flood, etc.). In addition, tech companies don’t have the historical data and actuarial scientists that insurers have spent decades building up, so they might be more prone to misjudging their overall risk exposure.
For insurers, evaluating and underwriting policies is an expensive endeavor. Claims, customer support and back-end are costly and complex. That said, most insurance companies are already outsourcing the development of core administration software to companies like GuideWire and Duck Creek, and then customizing the software to meet their specific needs at the last mile. So it’s not as huge of a leap as it once was to think that the likes of Amazon or Google could develop similar infrastructure in-house to rival incumbent systems. Or, they could easily buy one of the development companies outright and subsume that expertise.
Still, the creation and underwriting of policies is something tech giants have avoided to date. Amazon has been working on warranties for certain products as an add-on to their margins — but these were backed and administered by The Warranty Group rather than Amazon itself. Before that, Amazon acted as a sales channel for SquareTrade and built up an understanding of the warranty business before diving in deeper. Tesla, as another example, announced it was selling Tesla-branded tailor-made policies for its vehicle owners, but those policies were backed by Liberty Mutual.
What role will tech giants in the U.S. play in the insurance landscape?
Then, in January, Amazon made a well-publicized announcement, in tandem with Berkshire Hathaway and JPMorgan, around its intention to create a private healthcare option for their workers. We don’t know much about the initiative, but Amazon has been working on a healthcare technology project codenamed 1492 for some time. Rumors point to a “platform for electronic medical record data, telemedicine, and health apps.” Amazon’s technology paired with Berkshire Hathaway’s insurance knowledge and JPMorgan’s financial expertise makes the creation of a new health insurance entity more likely. If so, this would be a significant shot across the bow of U.S. healthcare insurers.
Of all the tech giants, it would not be a surprise if Amazon were the first to jump into insurance. Amazon has mastered the art of building massive businesses off of razor-thin margins. They’re also targeting health insurance, which presents the best margin opportunity. They can test their offering within the company first and then scale across their massive consumer base. Finally, they have a history of building out complex back-end services for their own purposes before offering it to their customers — just look at AWS.
Signs point to yes. Recently, Google’s sister company, Verily, “has been in talks with insurers about jointly bidding for contracts that would involve taking on risk for hundreds of thousands of patients.” In addition, Apple will be opening a network of medical clinics for its employees.
It may not stop at health insurance. There’s no question technology is changing human behavior and society, and as the developers of much of this new tech, FAAMG will inevitably be pushed closer to other sectors of insurance, as well, including home and auto.
Autonomous vehicle fleets will make companies like Tesla, Google and Uber the owners of tens of thousands of cars, subjecting them to the risk that comes with that. Meanwhile, IoT hardware and accompanying services are bringing tech giants into the living room. That’s a literal statement when it comes to Amazon Key. Nest, Google Home and Amazon Echo are more innocuous, but provide all sorts of data about what’s going on inside the home and could, someday, help inform the creation of real-time home insurance policies.
It also can be instructive to look at markets outside the U.S. In East Asia, businesses are taking a more aggressive posture vis-à-vis insurance. Baidu, Alibaba, Rakuten, Tencent and LINE have all shown some level of appetite for offering their own insurance products. These companies can verify identities, enforce trust and access the behavioral and financial data necessary to provide better policies than many insurance incumbents in those countries.
They also are exploring new ways of looking at risk and changing user behavior: Tencent’s WeSure is paying users to stay healthy by walking more, while Yongqianbao, a lending company, tracks unconventional digital data to determine credit risk, such as phone brand (iPhone users are less likely to default) and whether they let their phone batteries run down.
Still, the question remains: What role will tech giants in the U.S. play in the insurance landscape? Will they act as a channel for existing insurers, as a provider of data and analytics to those insurers or even as a provider of direct insurance themselves?
Insurance may not be lucrative-enough for tech giants in the short-term, but as real-time data and analytics are used to create insurance policies, tech giants may be tempted to use their troves of data to compete with insurers directly. Until then, we can expect insurers and tech giants to form alliances, as they have in East Asia, with tech companies using insurance and warranties as a value-add for their customers, and insurers using tech companies as a sales channel. Regardless, the story of FAAMG (and others) in insurance is undoubtedly just getting started, and we’ll have to check back in as the landscape develops.
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At some point in the future, while riding along in a car, a kid may ask their parent about a distant time in the past when people used steering wheels and pedals to control an automobile. Of course, the full realization of the “auto” part of the word — in the form of fully autonomous automobiles — is a long way off, but there are nonetheless companies trying to build that future today.
However, changing the face of transportation is a costly business, one that typically requires corporate backing or a lot of venture funding to realize such an ambitious goal. A recent funding round, some $128 million raised in a Series A round by Shenzhen-based Roadstar.ai, got us at Crunchbase News asking a question: Just how many independent, well-funded autonomous vehicles startups are out there?
In short, not as many as you’d think. To investigate further, we took a look at the set of independent companies in Crunchbase’s “autonomous vehicle” category that have raised $50 million or more in venture funding. After a little bit of hand filtering, we found that the companies mostly shook out into two broad categories: those working on sensor technologies, which are integral to any self-driving system, and more “full-stack” hardware and software companies, which incorporate sensors, machine-learned software models and control mechanics into more integrated autonomous systems.
Let’s start with full-stack companies first. The table below shows the set of independent full-stack autonomous vehicle companies operating in the market today, as well as their focus areas, headquarter’s location and the total amount of venture funding raised:

Note the breakdown in focus area between the companies listed above. In general, these companies are focused on building more generalized technology platforms — perhaps to sell or license to major automakers in the future — whereas others intend to own not just the autonomous car technology, but deploy it in a fleet of on-demand taxi and other transportation services.
On the sensor side, there is also a trend, one that’s decidedly more concentrated on one area of focus, as you’ll be able to discern from the table below:

Some of the most well-funded startups in the sensing field are developing light detection and ranging (LiDAR) technologies, which basically serve as the depth-perceiving “eyes” of autonomous vehicle systems. CYNGN integrates a number of different sensors, LiDAR included, into its hardware arrays and software tools, which is one heck of a pivot for the mobile phone OS-maker formerly known as Cyanogen.
But there are other problem spaces for these sensor companies, including Nauto’s smart dashcam, which gathers location data and detects distracted driving, or Autotalks’s DSRC technology for vehicle-to-vehicle communication. (Back in April, Crunchbase News covered the $5 million Series A round closed by Comma, which released an open-source dashcam app.)
And unlike some of the full-stack providers mentioned earlier, many of these sensor companies have established vendor relationships with the automotive industry. Quanergy Systems, for example, counts components giant Delphi, luxury carmakers Jaguar and Mercedes-Benz and automakers like Hyundai and Renault-Nissan as partners and investors. Innoviz supplies its solid-state LiDAR technology to the BMW Group, according to its website.
Although radar and even LiDAR are old hat by now, there continues to be innovation in sensors. According to a profile of Oryx Vision’s technology in IEEE Spectrum, its “coherent optical radar” system is kind of like a hybrid of radar and LiDAR technology in that “it uses a laser to illuminate the road ahead [with infrared light], but like a radar it treats the reflected signal as a wave rather than a particle.” Its technology is able to deliver higher-resolution sensing over a longer distance than traditional radar or newer LiDAR technologies.
There are plenty of autonomous vehicle initiatives backed by deep corporate pockets. There’s Waymo, a subsidiary of Alphabet, which is subsidized by the huge amount of search profit flung off by Google . Uber has an autonomous vehicles initiative too, although it has encountered a whole host of legal and safety issues, including holding the unfortunate distinction of being the first to kill a pedestrian earlier this year.
Tesla, too, has invested considerable resources into developing assistive technologies for its vehicles, but it too has encountered some roadblocks as its head of Autopilot (its in-house autonomy solution) left in April. The company also deals with a rash of safety concerns of its own. And although Apple’s self-driving car program has been less publicized than others, it continues to roll on in the background. Chinese companies like Baidu and Didi Chuxing have also launched fill-stack R&D facilities in Silicon Valley.
Traditional automakers have also jumped into the fray. Back in 2016, for the price of a cool $1 billion, General Motors folded Cruise Automation into its R&D efforts in a widely publicized buyout. And, not to be left behind, Ford acquired a majority stake in Argo AI, also for $1 billion.
That leaves us with a question: Do even the well-funded startups mentioned earlier stand a chance of either usurping market dominance from corporate incumbents or at least joining their ranks? Perhaps.
The reason why so much investor cash is going to these companies is because the market opportunity presented by autonomous vehicle technology is almost comically enormous. It’s not just a matter of the car market itself — projected to be over 80 million car sales globally in 2018 alone — but how we’ll spend all the time and mental bandwidth freed up by letting computers take the wheel. It’s no wonder that so many companies, and their backers, want even a tiny piece of that pie.
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General Motors is spinning up its electrification plans and today announced the stunning, poorly named Buick Enspire concept at Auto China 2018. As a concepts go, this one looks great and rather feasible.
GM says it’s powered by Buick’s eMotion powertrain that can produce a maximum output of 410 kW (roughly 550 hp). This should make it good for a 4-second sprint to 60 mph. Range is clocked at 370 miles and the battery can be recharged to 80 percent within 40 minutes. It supports both fast and wireless charging.
The 2018 Buick Enspire all-electric concept SUV
Inside is an augmented reality windshield, OLED display and wood center console. And because this is just a concept and nothing is real, the Enspire features a 5G connection.
GM made a big promise in 2017 to release 20 electric vehicles within the next five years. The company is going all-in on electric vehicles, and something like this Buick would fit nicely in the world of crossovers and mild SUVs. I think it looks better than the Tesla Model X, but of course, the Model X is real and this is just a concept.
The Envision was announced in China, where the Buick nameplate is well-loved. It will be interesting to see if GM releases this sharp SUV under a different brand though. To me, throw a new grill on it, drop the dumb name and that SUV could be the future of Chevy.
Pricing and availability were not announced.
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Tesla is one of the more interesting companies for Wall Street that had an interesting couple of months this year — and it seems even tweets from Elon Musk, who said that the company will be profitable in the back half of the year, may be enough to swing its stock.
The Tesla and SpaceX founder sent a tweet very early this morning that the company would be profitable and cash-flow positive in the third and fourth quarter this year. Tesla is known for setting ambitious targets and forecasts, especially as it looks to ramp up Model 3 production to around 2,500 vehicles per week. Musk said he took direct control of Model 3 production earlier this month in a note to employees, also sent out at around 3 a.m. pacific time. Tesla’s shares were up slightly, gaining around 2% in trading today.
The Economist used to be boring, but smart with a wicked dry wit. Now it’s just boring (sigh). Tesla will be profitable & cash flow+ in Q3 & Q4, so obv no need to raise money.
— Elon Musk (@elonmusk) April 13, 2018
Tesla saw a small bump in its stock throughout the day. While it could be for a variety of reasons, Musk’s data point may have offered a small amount of clarity (and optimism) around whether the company will be able to eventually turn a profit. The tweet was fired off as a response to a story by The Economist that said the company may have to raise additional capital at some point, according to banking firm Jeffries. (It was also quite snarky.)
On Tesla’s last call to discuss the company’s quarterly results with Wall Street analysts, Musk said that the company would begin generating “positive quarterly operating income on a sustained basis,” and said he was “cautiously optimistic” that the company would be GAAP profitable. Musk said the company wanted to hit a production target of 5,000 Model 3 vehicles per week at some point in 2018, though did not give a specific time frame. The tweet, while fired off as a response to a story by The Economist, appears to offer another small data point as to when it might happen.
Earlier this month, Tesla fell back behind Ford in terms of its market cap as some pressure has hit the stock. Tesla has had to address a fatal crash involving its autopilot, in addition to a voluntary recall of 123,000 Model S vehicles. There is some skepticism around whether Tesla will hit its production targets from Wall Street (making cars is hard, it seems).
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Geely’s Lynk & Co is one of the more interesting young automotive brands, with an approach to sales and marketing that more closely resembles modern gadget and lifestyle brand go-to-market strategy than traditional automaker sales. The Lynk & Co 01 SUV, designed to sit somewhere between Geely’s line on one end and Volvo’s vehicles on the other, debuted last year; now the company is revealing its 02, a more compact crossover SUV, again designed with mobility, connectivity, and the potential for shared use in mind.
The 02 was designed and engineered in Sweden, Lynk & Co says, by a team of international talent. It has a sportier look and feel when compared to the 01, but also clearly shares design traits with the original Lynk & CO. vehicle. The car is intended to capitalize on the rapidly growing crossover SUV model, which is particularly strong in Europe, where Lynk & Co is also finally revealing its market rollout plans after initially kicking off sales in China in 2017.
Lynk & Co will aim to start European sales of its vehicles in 2020, and will skip the traditional dealer model to launch what it’s calling “Offline Stores,” which sound in practice a lot like Tesla’s global showrooms: “Small, sociable brand boutiques in urban districts.” The automaker will also sell online via its Lynkco.com site, which is a trademark of its conception (again something seemingly derived from the Tesla playbook) and it’ll also have a rolling pop-up shop that can make visits to spots that won’t have a permanent Offline Store boutique.
Another bit of news from Lynk & Co this morning: They’re creating a design collaboration with online commerce platform Tictail . This will be a line of both clothing and home good that will be designed by Tictail’s designer community and sold via its platform, and it’s going to be called “The City Dweller Series.” It’s a bit heavyhanded, but it fits overall with Lynk & Co’s strategy of positioning itself as the brand of connected young professionals.
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Owning a Tesla comes with plenty of perks, but there is still one major pain point for most Tesla owners: navigation.
Even though these cars feel like they’re from the future, the navigation systems on board look like any old navigation system you might have seen in a car or on a smartphone, with some of the information in desperate need of an update.
But after promising a navigation update last year, Elon Musk seems to be prepping for its release. Early this morning the Tesla CEO tweeted:
New nav starts rolling out this weekend. Should be considered a mature beta at first, so won’t be perfect, but will improve rapidly. With the old system, we were stuck with legacy 3rd party black box code and stale data. No way to improve.
— Elon Musk (@elonmusk) March 26, 2018
Back in December, Musk said that the new system will be “light-years ahead of current system.”
Musk’s comments on the new nav system suggest that this will go beyond map updates and will instead rethink navigation from top to bottom within Tesla vehicles.
Tesla Maps, as the nav system is called, will roll out this upcoming weekend.
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Tesla is putting its new electric Semi to work, with its first run as a “production” vehicle — for a familiar client. Tesla itself is the customer, as the trucks were equipped with trailers loaded up with battery packs fresh from the Gigafactory assembly line, heading to the Tesla Fremont car factory in California. Read More
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Volvo turned its race-tuning sub brand Polestar into its own company with a focus on electric performance last year, and at the Geneva Motor Show this week it revealed the Polestar 1 GT, a hybrid electric car that’s designed to go toe-to-toe with Tesla for performance-loving customers eager for alternative powertrain options. In person, the Polestar 1 is quite fetching, especially in… Read More
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Volkswagen’s big centerpiece for this year’s Geneva Motor Show is the I.D. Vizzion, the latest in its I.D. EV lineup and the car that’s designed to lead the pack as a premium offering. Volkswagen talked a lot about the Vizzion’s future-focused design and features yesterday during a special pre-show press unveiling, but on Tuesday it also detailed some more realistic… Read More
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