Tesla’s head of self-driving admits ‘lagging a couple years’ behind Waymo
Tesla’s head of self-driving has admitted that the automaker’s autonomous program is lagging “a couple years” behind Waymo, but he believes the cost advantage will enable it to scale faster.
In a rare candid interview, Tesla’s head of AI and self-driving, Ashok Elluswamy, has admitted that Tesla is a couple of years behind Waymo on the autonomous driving front.
The interview can be hard to follow for English speakers as both Elluswamy and the host switch from English to Tamil frequently, but you can clearly hear the Tesla VP says that Tesla is lagging behind Waymo when talking about Waymo’s different approach:
When asked about the difference between Tesla and Waymo on self-driving, Elluswamy says that Tesla’s approach is much cheaper. The host asked if he means it is less expensive but “equal quality” and the Tesla VP answers:
Equal quality. Technically, Waymo is already performing. We are maybe lagging by a couple years.
This should be obvious to anyone following closely since Tesla has yet to be able to do what Waymo has been doing for years: provide customers with level 4 autonomous driving rides.
Tesla has been limited to a level 2 advanced driver assist system (ADAS), which requires constant supervision from the driver.
Nonetheless, it is a rare admission from Tesla as its CEO, Elon Musk, has been minimizing Waymo’s achievements for years and claimed that he doesn’t see anyone close to Tesla on autonomy.
That’s even though Tesla only plans to finally start offering level 4 autonomous rides to customers next month in Austin, while Waymo has been doing that for years, including in Austin specifically, since earlier this year.
It’s true that Tesla’s vehicles are much cheaper than Waymo’s, but there are many reasons for that.
The cost of lidar sensors has been one of the top suspects. Costs have come down quite a bit, and it is not really a problem anymore, but they are more power hungry than Tesla’s sensors, which are just cameras.
The real difference in the cost of the vehicles is the fact that Tesla produces over a million cars a year, versus Waymo producing a few hundred units now and a few thousand units soon. Waymo also buys the vehicles from other manufacturers and simply integrates its sensor suite and hardware.
Tesla benefits from economies of scale, but that’s because it sells those vehicles to customers who, in the vast majority, do not buy Tesla’s Full Self-Driving package since it doesn’t do what the name implies.
In the upcoming pilot program in Austin, Tesla plans to use the same vehicles it delivers to customers. It will use different software that has been optimized to work in a geo-fenced area of Austin and it will also be supported by teleoperation, but the hardware is going to be the same, which does reduce costs.
Electrek’s Take
Right now, I think the cost of operating limited autonomous ride-hailing fleets like Waymo’s has little to do with the vehicles’ cost.
I think it is more related to the training and the support, specifically the level of teleoperation. If you have a 1:10 ratio of one teleoperator to 10 cars, it is going to be much cheaper than a 1:1 ratio of teleoperator to car.
We know that Waymo uses some levels of teleoperation and that Tesla plans to use a “high level” of teleoperation, but we don’t know the specifics of each program.
These, along with the training of specific regions and regulatory approvals in some jurisdictions, will be the main limiting factors.
Considering Waymo has a system that already works, it is currently completing over 250,000 paid rides per week, it already is operating in 5 markets, and it is both expanding the geo-fencing areas of those markets and expanding into other markets with more vehicles, I think it’s clear that it is ahead of Tesla in autonomous driving.
Tesla is now going to start catching up to Waymo next month with its first market and its first 10-12 vehicles.
For now, I haven’t seen serious evidence that Tesla can scale faster than Waymo. The only real advantage is the availability of the vehicles to deploy in the fleet. Tesla has plenty of those lying around, but that’s hardly a major bottleneck for Waymo.
The only way Tesla could leapfrog Waymo is by deploying level 4 autonomy in its customer fleet as promised for years, but I don’ see that happening anytime soon.
I think that the only way Tesla can safely deploy level 4 in an internal fleet in Austin next month is through mapping, geofencing, and high level of teleoperations, maybe even 1:1 teleoperation. I’d be happy to be proven wrong though.
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Environment
Hyundai’s first EV sports sedan has arrived: The 650 hp IONIQ 6 N launches in Korea for $57,000
Hyundai officially launched the new IONIQ 6 N in its home market this week. The IONIQ 6 N, Hyundai’s first electric sports sedan, packs a monstrous 650 horsepower, yet Hyundai insists it’s not all about the performance.
Hyundai’s first EV sports sedan hits Korea: The IONIQ 6 N
After unveiling the IONIQ 6 N at the Goodwood Festival of Speed in July, Hyundai promised the electric sports car “redefines the EV driving experience” with new vehicle control software, fun features, and plenty of power.
The IONIQ 6 N is Hyundai’s first EV sports sedan and second electric vehicle to receive the “N” treatment. Hyundai’s first, the IONIQ 5 N, has been one of the most awarded high-performance electric SUVs since its debut in 2023.
With the addition of the new IONIQ 6, Hyundai said its N brand is “once again redefining the boundaries of high-performance electrification.”
Hyundai launched the IONIQ 6 N sports sedan in Korea on October 1, with prices starting at just 79.9 million won. That’s about $57,000 and doesn’t include government subsidies.
Drawing power from a dual-motor AWD powertrain, Hyundai’s EV sports sedan delivers up to 609 horsepower (448 kW) and 740 Nm of torque.
However, if you really want to feel the power, there’s an added N Grin Boost function that bumps the output to 650 horsepower (478 kW) and 770 Nm of torque, enabling a 0 to 62 mph (0 to 100 km/h) sprint in just 3.2 seconds.
The IONIQ 6 N features an 84 kWh battery, good for 291 miles (469 km) WLTP range, but Hyundai fine-tuned it to optimize efficiency, power output, and temperature control.
With a new electronically controlled suspension (ECS), front Hydro G bushings, and rear dual-layer type bushings, the EV sports car offers “precise body control.” Like the IONIQ 5 N, Hyundai has added performance features such as N e-Shift, which simulates the sensation of shifting gears, and the N Active Sound + system, which replicates the sounds of a gas-powered engine.
Although it packs a punch, Hyundai said the electric sports sedan is designed for both the track and as a daily driver.
“Hyundai Motor Company’s first high-performance sedan EV, the IONIQ 6 N, offers a comfortable ride during everyday driving and predictable performance,” a company official said.
At 4,935 mm long, 1,940 mm wide, and 1,495 mm tall, the IONIQ 6 N is about the size of the Porsche Taycan, but it’s about half the cost.
Following its home market, Hyundai will launch the IONIQ 6 N in Europe by the end of the year and in the US in early 2026. We will learn prices closer to launch, but given the IONIQ 5 N starts at $66,200, it’s expected to arrive at a slightly lower price.
Hyundai announced the 2026 IONIQ 5 will start at under $35,000 in the US after cutting prices across all trims. It also plans to continue offering the $7,500 federal tax credit on 2025 models. The IONIQ 6 could be next in line.
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The $7,500 tax credit may be gone, but that isn’t stopping BMW. The Ultimate Deal Machine is rolling into the Brave New World of EVs this October with a $7,500 purchase credit off MSRP across the board (and that’s just the beginning).
The sitting administration killed off the $7,500 Federal EV tax credit abruptly after September 30th, leading many casual industry watchers to proclaim that the age of the great EV deal was over. And, while many argued that view was too cynical, it turns out it wasn’t too cynical enough with OEMs like Ford and GM turning to tricky accounting and others like Hyundai simply cutting prices to keep demand for its EVs high.
German performance brand BMW is also getting in the mix, offering a “$7,500 purchase credit off MSRP” across its electric and electrified vehicle lineup. And, while it may sound like a 1:1 sort of replacement for the Federal tax credit, there’s a few significant reasons to believe that this deal might actually be better than the one that went away.
Everyone gets the money
The EV tax credit was (advertised as) a great tool to help people overcome the higher up-front cost of EVs, but vehicles with starting price tags over $80,000 and income caps at $150,000 for individual filers meant that many Americans who were interested in a new EV were never benefitting to begin with. At the same time, Americans who didn’t have a $7,500 tax burden may have wondered how or if the tax credit would work for them.
While BMW’s latest $7,500 across-the-board discounts likely won’t move the needle much for Americans who don’t earn enough to pay $7,500 in taxes, the fact that it applies to even the lofty 2025 BMW i7 M70 with its $169,675.30 MSRP (don’t forget those thirty cents) is, at least conceptually, a move towards a more universally applied EV incentive to counter the “forgotten costs” of oil subsidies.
It’s a really nice car, you guys
If that take isn’t quite cynical enough, consider this: the rebate probably convinced more OEMs to artificially jack up the prices of their US-bound EVs by $7,500 (give or take) than it did to reduce any supposed barriers to entry.
Time will tell if that proves to be the unexpected consequence of EVs incentives going away or not. In the meantime, BMW is pairing its lower-priced electric cars with 2.99% subsidized financing rates for up to 60 months and up to $5,000 in loyalty money as well, so if you’ve been waiting to see for yourself why the company has occupied the top spot in J.D. Power’s EV satisfaction surveys for the last few years, now might be your chance.
SOURCE | IMAGES: BMW.
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Urban Arrow, a Dutch brand best known for its front-loading cargo box bikes (or bakfiets), has just expanded into new territory with the launch of the Urban Arrow Breeze, the company’s first-ever longtail electric cargo bike. In addition to bringing a new form factor to the brand, it also offers a more affordable price.
Long recognized for their high-quality electric family and commercial cargo bikes that feature massive front boxes, Urban Arrow is now jumping into the more compact and versatile longtail category, putting them head-to-head with several of the biggest longtail cargo bike competitors. And true to form, they’re not cutting corners, just complications.
Longtail cargo bikes are generally more streamlined to produce due to simpler steering and more conventional frames, allowing the Breeze to look and feel more like a typical urban bike, while still offering plenty of cargo goodness.
The Breeze is designed to carry serious loads without taking up as much space. With a wheelbase comparable to a standard city bike, the Breeze can still handle up to two child seats on the rear rack while keeping a nimble footprint. Total carrying capacity tops out at 200 kg (440 lb), and the rear rack is fully MIK-compatible, allowing for fast, tool-free swaps of baskets, bags, and child seats. Both the front and rear racks are included with the bike.
Powering the Breeze is the Bosch Cargo Line motor, a popular choice among heavy-hauling e-bikes thanks to its torque-rich, low-speed performance. Riders can choose from 400 Wh up to 800 Wh of battery capacity via the online configurator. The front end features a beefy Suntour Mobie 34 suspension fork, and the bike rolls on 26” wheels with wide tires for extra comfort and stability.
Priced at €5,499 in Europe, the Breeze undercuts Urban Arrow’s other pricier models, yet still offers family vehicle performance. The model also comes standard with a double kickstand for easy loading, and Urban Arrow is offering a wide range of accessories at launch, including everything from panniers and cushions to protective side rails.
Available now in black or green, the Urban Arrow Breeze marks a significant step for a brand that helped define the modern e-cargo bike, and now looks ready to expand its offering by showing what an Urban Arrow longtail can do.
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