Four years ago today, I blogged about the difficulty automakers faced in transitioning to electric vehicles, specifically that there were consequences to transitioning too soon or too late. Here we are, four years later, and US automakers are in a tight place. Manufacturers invested heavily in the factories, only for sales to stall right when OEMs need them to soar. EV product discounts are eroding margins. Legacy US automaker losses on EVs have been papered over by strong sales of products in the combustion portfolio. They are deferring investments in PPE and new models.
It’s not just the legacy automakers that are finding the electric vehicle business difficult. Lordstown filed. Fisker filed (different legal entity, same outcome). Rivian - losing money making vehicles - needs VW’s cash lifeline as much as VW needs software to sort out their struggles creating an EV platform.
Regulation requires automakers to make more EVs but do not obligate consumers to buy EVs. Range limitations, inadequate charging infrastructure, power loss in cold weather, higher repair costs, higher insurance costs and the occasional fire are turning out to be disincentives that are overwhelming Treasury’s tax credit incentive.
Four years on, the electric future is still the future.
My point then was that making a one-way, all-in bet is a risky strategy. While the future may be a legislated certainty, the path to that future is not. The best way to deal with transitional uncertainty is to “muddle through” with policies that enable adaptability, attentiveness, and awareness. Toyota’s preference for hybrids over pure electric, and Porsche’s and Mercedes-Benz investment in flexline manufacturing, are examples of maintaining optionality by transitioning product and operations.
With the all-in strategy stalling, automakers are pulling back on electric vehicle production and lobbying congress to ease the timing of electrification mandates. If they are successful, it will buy automakers more time but create more market confusion. How committed are regulators to transition? Will consumers be forced to buy EVs? Will suppliers extend production for parts to keep older model combustion vehicles roadworthy for longer?
Transitory states do not pander to human impatience because they create the appearance of extended transition. But transitory states give OEMs and their suppliers, dealers, lenders, insurance companies, consumers and regulators the opportunity to learn and adjust. And in this case, the counterfactual - that bringing EVs to market in large numbers will result in a rapid transition of the fleet - is known to be untrue.
Smart strategy is transitory and adaptive, not all-in. That is just as true today as it was four years ago, as it has been for all of human existence.
Automobiles are in a multistage transition. Along with electrification, automakers must transition from building human operated to autonomous vehicles.
The theory supporting aggressive investment in electrification by incumbents and new entrants is that the new regulatory regime will create conditions for a financial windfall through share capture during transition. As pointed out above, disjointed public policy has not created those conditions in the US, and an investment frenzy has yielded an abundance of EVs which, in turn, has depressed returns for OEMs. As mentioned previously, any changes (i.e., relaxation) in public policy will only create more uncertainty that further threaten returns.
Autonomy is a much different opportunity. A bet on autonomy is a bet on the belief that autonomy brings entirely new and different use cases into the transportation sector. E.g., airlines stand to lose passenger volume on short haul flights to autonomous vehicles available through transportation-as-a-service. The payoff for autonomy is much, much larger than electrification.
The prize is bigger, the price is bigger. Electrification has gobbled up billions of dollars; autonomy will gobble up even more. The technology is more complex, the liability (for passenger, pedestrian and property) is greater, and the business models that exploit it are as yet unknown and unproven. Not to mention, autonomy will become even more complex once there is critical mass of autonomous vehicles on the road as the fleet can be made to behave collectively, not just individually.
Automakers hope the regulatory clock slows down to give them time to sort out electrification. Meanwhile, the race - a higher stakes race - is on for autonomy. There turned out to be first mover advantage in electrification in the US, as Tesla is still the sales leader by a wide margin. There will be first mover advantage in autonomy if only because being first to offer “free time for all the humans” will capture a lot of unit sales.
But the financial windfall from autonomy won’t come from vehicle sales: it will come from the services built around autonomous transportation. Figuring out those transformative services, everything from design to offer to pricing to availability - will emerge through discovery and thoughtful experimentation, organizational learning, adaptability and attentiveness. They will emerge by muddling through, not grand design.
The race to provide autonomy-based services starts once comprehensive autonomy is in-market. Coming in a distant runner-up in the race for autonomy will be very costly indeed.
