[Disclaimer: I am an employee of Google, but have no connections or special knowledge about WayMo]
In addition to sources for part 1, Benedict Evans has excellent
slides, also about cars (from # 61).
(Shared) (Self-Driving) (Electric) Vehicles.
Car Business
Manufacturing vehicles is generally not considered to be a great business. It is capital intensive, buyers are generally price-sensitive (as cars are big ticket items), but research and development costs are high while product cycles are relatively short and seemingly accelerating. On top of that, the business is highly-cyclical. All of this causes carmakers to generally trade at depressed valuations.
Premium and luxury carmakers can typically operate at higher margins, but this is a relatively small niche. I also think this niche will shrink with younger generations using car as a status symbol to a smaller extent and the advent of self-driving (more on this below).
Electric Vehicles
While EVs are expensive now, they are much simpler to develop and build. There will be little differentiation in electric motor performance, and batteries are and will continue to be a commodity, with price being the primary factor. There could be a break-through in battery storage technology and if some company will own the better technology, it can be a great competitive advantage, but it is unlikely that it will be an existing car company. Given Tesla's focus and investment in Li-Ion technology it will most likely suffer heavily from such a break-through.
Once EVs start to be competitive with ICE car on Total Cost of Ownership (TOC) basis (w/o subsidies and penalties for ICE), I foresee Chinese competitors going after the mass-market segment in developed countries. The barrier of entry caused by stringent emission regulations in Europe and US will no longer be a problem for them, and the low cost of materials, labor and battery will be a durable advantage.
Self-Driving
I was an enthusiast and optimist with regards to self-driving cars, for a few years already. It is great to see so much new entrants into the field, but I think it also clouds the picture as it is hard to distinguish hype from actual carmakers' capabilities.
SAE automation levels 2/3, marketed as partial self-driving, where driver in theory needs to be alert at all times are dangerous. It might still be safer than human driving, but I doubt it will withstand regulator's scrutiny when deployed and used widely. Inevitably, humans will stop to pay attention, crashes will start happening and public outcry will follow.
I think full self-driving is an achievable, yet very hard problem, with intense R&D still needed.
Many relatively new entrants roll out tests or even on-demand services, but (thankfully) there is always a human fallback. I have not seen yet a convincing evidence that any one of them (incl. most recent
Tesla video or Uber's claims to DMV that their cars are merely Tesla-like) is further down the self-driving path than WayMo (then Google) was in
March 2012. Most likely they are less advanced now than WayMo was back then. But with the emergence of deep neural networks and better/cheaper computing and sensors the pace of advancement should accelerate for everyone.
I think that the sensors Tesla now puts into their cars will not be sufficient for full self-driving capabilities within foreseeable future. They are putting just a few more cameras than most automakers already are putting into their today driver-assist packages. And forward-facing radar and ultrasonic sensors were already present in my $20k 2015 Skoda Superb. Consequently, the "3.5 billion miles" driven mean relatively little, especially that they could not possibly transfer, store and process such amounts of data from cars into their data centers (of which there is no public information AFAIK).
There is one application where Tesla could possibly beat others to market. I have in mind SEA level 3/4 (i.e. when human needs to take over control, but with long advance warning and sufficient transition period, and with safe fallback strategy (e.g. pulling back car safely to the side of the road). In relatively safe and confined environments (e.g. long stretches of highways in US), the system can soon be good enough to be both useful and safe. The beginning and end of the journey will still be handled by a human. This could possibly be brought to market already, and automakers (including Tesla) are much better positioned to do that than outsiders (WayMo, Uber, nuTonomy, etc.). Quite obviously, driverless "ride-sharing" services will only be possible with Level 4/5 capabilities.
Selling such partially self-driving car can be good for Tesla financially, but I doubt it will materially help it to develop a fully self-driving car, given how different the needs are between unchanging highway stretches and dynamic urban environment. In the latter, I think there is no place for any level below 4. But I do not see how this can be a sustainable advantage for Tesla, with Mobileye and others perfecting their driver assist technology and enabling other automakers to roll out the same level 3/4 capabilities for highways.
On a cynical note, I see Tesla's boldness about their alleged full self-driving progress merely as a way to convince potential car buyers and stockholders that they are making a far-sighted, good investment by putting their money into Tesla.
Shared cars
Ride-sharing (which is mostly a misnomer) is an increasingly important phenomenon, but I wonder how big it would be without
generous Silicon Valley investors. While taxis were always necessary, the cost of car depreciation and fuel tends to decrease compared to human labor over time. Therefore, in developed countries human-operated taxis (however called) are necessarily a niche market.
Therefore, the real and sustainable surge of car-sharing market can only be possible with the advent of self-driving cars. Once these capabilities are there, the transition of majority of users will be surprisingly fast, as using self-driving car sharing platform will be much cheaper and more convenient for most. There will be also other applications, such as trucking and package/food delivery that will reinforce the profitability of the business model.
With 1 billion cars to be eventually replaced with self-driving shared car network, there are a few ingredients necessary to succeed. The obvious one is technology, where I think WayMo has a lead, but others are getting closer by a minute. Another one is mapping technology, where WayMo, Apple and HERE are probably most advanced, but everyone will likely need to step up the level of mapping details to accommodate self-driving needs. Another one is existing ride-hailing network, with Uber, Lyft and Waze/Alphabet/WayMo having an advantage, in that order. Last but not least, the amount of capital necessary to deploy self-driving cars at scale will be huge.
Assuming Uber does 3 million rides a day (1B a year) nowadays, and that a self-driving car can make 20 of them a day (that's perhaps generous - 10h utilization at 30 minutes per ride) one would need 150k cars to achieve the current scale of Uber. At 30k a pop, it makes a minimum of $4.5B, quite quickly depreciating. Should we drop utilization to 10 rides a day and make the new car cost 100k, we suddenly look at $30B capex. On revenue side, Uber's gross bookings will probably in the ballpark of $20B this year. Given that's below human-operated cost, and that fuel (esp. electricity) will be a minor cost, the ROIC can be very good. Overall, the self-driving business model should work out very well, unlike the current one. To sanity-check these numbers for a single car, we can look at 10-20 rides a day, $20 each. This would make $300 a day or $100k per year - 2-3 times more than reportedly an Uber driver. To replace all 1B cars on a planet, we would perhaps need roughly 100M self-driving cars, which at $20k/car would work out to a mind-blowing $100 billion dollars of capex annually for 20 years, but still, that's only a fraction of the current ~$1'200B global car market.
Some of it can be financed, with cars and/or future revenue being the collateral, but with rapid technological progress, declining self-driving car prices and multiple competitors the leverage digestible by debt investors will be limited. Apple and Alphabet are best positioned from capital standpoint, but Uber, Lyft and Tesla can perhaps also raise equity capital for the network, if they are not obviously late to the game.
To summarize, I think WayMo/Alphabet is uniquely positioned to deliver self-driving capabilities, but they need to act fast.
The Chinese exception
People's Republic of China is a unique market, ruled by different rules. Didi Chuxing, BYD or Baidu might well be the first ones to deploy self-driving at scale - it is hard for me to judge their capabilities. If they do, it will make it easier for them to expand into developed markets, as the branding/reputation will not matter as much for a service, compared to buying a car.
But I think that they will not be the first ones to deploy this at scale in the developed world.
Investment thesis
One of the takeaways for me is that Tesla has little chances of becoming the ride-hailing platform with self-driving cars (or Transportation as a Service - TaaS), where the real business potential is. In EVs, they might keep their niche, but it will be hard for them to profitably grow. I am inclined to short Tesla using long-dated options to limit my downside, but with relatively small amounts.
Writing all of this, makes me reconsider GM and F investments. I will perhaps want to redo my DCF assuming that rapidly growing TaaS enters service in 2017, with large chunk of consumers delaying or abandoning purchases of new cars in anticipation of using it.
Finally, I am as bullish as ever about Alphabet, but the sober realization that the moonshots outside the online services model were never really successful. Hopefully WayMo can disprove this.
But I accept the possibility that others (Uber? Chinese?) will succeed over WayMo on the TaaS market (I doubt these will be car companies, though).