Tesla's robotaxi rollout kicks off 'next phase' of self-driving
Tesla (TSLA) is expected to roll out robotaxis in Austin, Texas over the weekend. Envorso vice president of data, analytics, and AI Ken Johnston joins Morning Brief to discuss what the launch event means for Tesla.
To watch more expert insights and analysis on the latest market action, check out more Morning Brief here.
Tesla's RoboTaxis are scheduled to roll out in Austin, Texas this weekend, and this after the launch was postponed from earlier this month, with Musk saying that they were being quote super paranoid about safety. Joining me now we've got Ken Johnson, who's the Eorso vice president of data analytics and AI. Great to have you here with us this morning. What are you expecting from this launch?
Thanks for having me, Brad. Uh, this launch really, in my opinion, is the bold announcement on the next phase of uh the self self self.Software defined vehicle. And what I would say there is Tesla's approach is really around data and them entering the auto taxi is just the next step for them because they have over 2 million self-driving vehicles on the roads already. So their strategy is about collecting more data, which we know for AI really drives the AI engine, and that gives them a real advantage, and one that I think will ultimately win out over uh the competition.
You know, we've heard from Elon Musk this year on earnings calls even at the beginning of the year in Q1 talking about this being a pivotal year for Tesla and specifically talking about some of the major launches that they have, especially with RoboTaxi being one of those launches and and of course it's pivot to this narrative of Tesla as an AI company.Where does this sit as a core driver for Tesla's business going forward and and how much should the thinking from the investors standpoint be changed dramatically given what they've endured for the past several years with Tesla really prioritizing automobiles.
Well, that's a great question, Brad, because we've seen Tesla stock take a bit of a hit recently, but they really have positioned themselves to be a technology company. I used to work at Microsoft and then at Ford Motor Company, and, you know, their, their, uh, charging technology is now becoming standard for both Ford and GM. That's because they had the better technology.The other OEMs are struggling with their platforms for software defined vehicles. There's a chance for Tesla to have that technology picked up as well. Technology, or Tesla is already a technology company, they're just wrapped in a, in a car company. And because of where they're going with the auto taxis, it's giving them an advantage with the data pipeline that they need to be successful in this particular space. So they're really well positioned, and, you know, I'm actually pretty excited about the future of their stock.
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Bloomberg
7 minutes ago
- Bloomberg
Stocks Rattled Ahead of Big Options Test
Get a jump start on the US trading day with Matt Miller, Katie Greifeld and Sonali Basak on "Bloomberg Open Interest." SoftBank founder Masayoshi Son is seeking to team up with TSMC on a trillion-dollar industrial complex in Arizona to build robots and AI. President Trump signals he would give diplomacy a chance before deciding whether to strike Iran. And Bezel Co-Founder & CEO Quaid Walker joins Bloomberg Open Interest to talk about the luxury watch market. (Source: Bloomberg)
Bloomberg
8 minutes ago
- Bloomberg
Nature of dollar's broad 1H slump means it can extend into 2H
Path to dollar recovery is very narrow The mainly structural nature of the 1H selloff — driven by tariff policies and the associated worsening in global geopolitical and economic expectations and US fiscal considerations — means a sustainable and broad recovery may become feasible if we see a credible softening of, or U-turn in, tariff policies. That's not our central working assumption, but any path toward a multitude of fast and balanced bilateral trade deals would help lift uncertainty, boosting global risk appetite and the dollar. Crucially, at a time when US economic exceptionalism is questioned, confirmed strength in the core data or recovering soft data is the one scenario that would revive dollar bulls in 2H, in our view, though that's not our central scenario for now. Euro appeals as yields don't drive FX for now The euro's strong 1H performance was mainly driven by dollar weakness, but it was broad based and the fiscal stimuli announced by Germany and the EU are further bullish midterm cyclical and structural considerations, though the positive economic impact may not appear in the data before late 4Q or 2026. The expected near-term divergences between the ECB — still dovish — and the Fed — wait-and-see — have led to widening euro-US two-year yield differentials that would, in normal circumstances, give euro bears fresh ammunition. Still, economic and yield factors haven't been driving FX and may be sidelined for now and for as long as structural considerations continue to be key. We hold on to our expected $1.15-$1.20 euro-dollar range into 2H, while euro bears may have options via the euro-sterling channel. Yen: Reasons to be bullish beyond BOJ The yen may be a G-10 winner in allocation strategies at a time when tariff uncertainty has reignited the de-dollarization debate and sparked questioning about US economic strength. This has to be seen in a context in which diversification strategies outside the dollar gain momentum and the yen's allure increases, thanks to a more favorable Japanese economic cycle vs. a decade ago, normalizing BOJ policy and stable institutions. The case for defensive positioning adds to our bullish yen view, and so do valuation and historically low levels. After 1H's dollar-yen decline of 11%, the pair is now sticky near 145, but the domestic (the BOJ trajectory) and international (de-dollarization) trends identified in 1H remain in place, so our 145-140 view for 2H holds for now. Sterling has a domestic, international bullish case Our sterling bull levels have already been reached and we maintain our $1.35-$1.40 sterling-dollar and 0.84-0.82 euro-sterling views into 2H. That's as long as the bullish drivers identified in 1H hold, with pound bulls primed by a better-than-expected economic performance and, just as important, a Bank of England that's resisting dovish temptations and offering yield support. The UK's management of the tariff threat, compared with the EU, gives pound bulls a further reason to shine. The G-10 FX de-dollarization narrative remains a prime bullish driver for sterling, as is the currency's regained appeal in diversification strategies. A sudden and unexpected turn in risk sentiment is the main risk for sterling bulls, given the pound's high-beta status. Franc bull? Yes, but beware the SNB A highly uncertain economic and geopolitical backdrop, and the associated de-dollarization theme, has boosted our defensive FX case this year, with the franc rising almost 10% vs. the dollar and outperforming most others in G-10 diversification strategies. Still, as we flagged on April 7, a strong franc was always going to pose a problem for the SNB, given the stage in the Swiss economic cycle and SNB President Martin Schlegel's remarks on May 6 (see below) validate this assessment, so franc bulls will have to consider the risk of a more interventionist SNB in 2H. Notwithstanding a 10% slide from its January high near 0.92, our 0.80 expected dollar-franc view holds as we consider 2H, while a 0.9250-0.9550 euro-franc range makes sense for as long as risk sentiment remains in relatively good shape. Krone appeals most in commodity FX in 2H In a broadly weaker dollar context and as tariff uncertainty persists, the Canadian dollar remains highly exposed across the G-10. Meanwhile, the Aussie remains attractive on valuation and is under-owned, but it's at the mercy of a late RBA easing cycle and China's economic fortunes. All this implies that the Norwegian krone is the most alluring among G-10 commodity currencies, even after an outstanding 1H gain of more than 11.5% vs. the dollar, given its yield appeal and likely interest in diversification strategies.
Car and Driver
9 minutes ago
- Car and Driver
Tested: 2025 Porsche Cayenne GTS Brings the V-8 Thunder
A question pops into my wife's head about 30 minutes after she climbs into the 2025 Porsche Cayenne GTS: "Does this car make you want to drive faster?" (Oh, no. Here it comes.) But then she continues: "Because I would. I mean, just listen to that exhaust." (Wait, what?) Well, yeah, sometimes I look down at the speedo and find I'm going much faster than I intend to. But do you think that exhaust sound is a bit too much? "No, not at all," she replies. "It's got a good growl." Sound On She's right. The new Cayenne GTS has a most excellent growl. It starts when you fire up the car, and it really brings the thunder when you stand on the loud pedal. And unlike the last Cayenne GTS we tested, a 2021 Coupe, this vehicle wasn't equipped with the tuned exhaust that was optional on Coupe back then. No matter. A rorty exhaust is now standard on the 2025 GTS, and it's one reason why the base price has crept up. View Exterior Photos James Lipman | Car and Driver Matting the throttle now uncorks 86 decibels, as opposed to 82 decibels with the tuned pipes back in 2021. When you're cruising at 70 mph, it still settles into a very civilized 66-decibel hum, just like before. The extra noise at wide-open throttle just might have something to do with the tweaks to the V-8 engine. It now makes 493 horsepower and 486 pound-feet of torque, which is 40 horses and 29 pound-feet more than the previous version. Changes include a higher-pressure fuel-injection system, electronically controlled wastegates to speed up throttle response, mono-scroll turbos instead of twin-scroll units to increase resistance to higher exhaust temperatures, and a new variable-lift intake cam that improves high-rpm performance while still allowing for mid-rpm fuel economy. Highway fuel economy is up some 3 mpg to 22 mpg. Some of these changes are shared with the new V-8 Cayenne S, but the GTS has been calibrated to run more boost. There are also quicker gearchanges in Sport and Sport Plus modes. View Interior Photos James Lipman | Car and Driver Faster Acting All of this amounts to superior acceleration times. The new GTS gets to 60 mph in 3.5 seconds, continues on to 100 mph in 9.2 seconds, and completes the quarter-mile in 12.1 seconds at 112 mph. Compare that with the 2021 Cayenne GTS Coupe, which did 60 mph in 3.9 seconds, 100 mph in 10.2 seconds, and the quarter-mile in 12.5 seconds at 110 mph. This is despite that the new model is heavier, measuring 5145 pounds to the old Coupe's 5014 pounds. HIGHS: V-8 thunder, composed ride, grippy handling and braking. It doesn't end there. All new Cayennes use a larger tire diameter than before, 31 inches instead of the prior model's 30 inches. The new rubber essentially rolls over cracks that the last car seemed to fall into, although an extra inch isn't that significant. The GTS certainly does ride more smoothly than you'd expect, even in Sport mode. Credit also goes to the change to two-valve adaptive dampers, with separate control of compression and rebound, and two-chamber air springs, which are set to make the GTS ride 0.4 inch lower. Our car was also fitted with the Porsche Dynamic Chassis Control's active anti-roll bars ($3580) and rear-axle steering ($1280). View Exterior Photos James Lipman | Car and Driver As before, the tires are Pirelli P Zero Corsa PZC4 (sized in 285/40 front and 315/35 at the rear to fit our new test car's 22-inch wheels instead of the previous gen's 21-inchers). The GTS's front end also has an additional 0.6 degree of negative camber compared with other Cayennes, thanks to the adoption of upper pivot bearings from the Cayenne Turbo GT. The result: a directness and a degree of control that are unmatched yet don't stray into the realm of hyperactivity. The chassis takes a balanced set through corners and holds the line resolutely. On the limit at the skidpad, it grips just a wee bit better than the previous model, 1.01 to 1.00 g's, despite being 131 pounds heavier. With larger brake rotors, particularly in front—16.1 inches versus of the 2021 model's 15.4 inches—the GTS sees improved brake performance as well. The iron rotors hauled our Cayenne down from 70 mph in just 144 feet, versus 153 feet for the previous model. The difference is even more dramatic in stops from 100 mph: 294 feet for the new version versus 313 for the old one. And this is with zero drama, zero brake fade. LOWS: Wonky start-stop tuning, no quiet mode for early-morning starts. One thing we didn't like as much revealed itself at low speeds around town. Just puttering around in Normal mode, the auto start-stop system was too eager to shut down the engine, even when in a rolling stop. Sport mode is an easy remedy because it disables start-stop, but we don't mind this feature if it's done well. Porsche clearly has some work to do here. View Interior Photos James Lipman | Car and Driver Money Matters Inside, our Cayenne GTS was thoughtfully appointed yet didn't go overboard with Porsche's options list. The most extravagant addition here is the color-matched interior, which was $2980 for Carmine Red accents that match the exterior. The $2450 Premium package is a grouping of essentials that you probably want anyway: a panoramic sunroof, adaptive cruise control with lane-keeping assist, heated rear seats. Finally, for $1720, there are the utterly fantastic adaptive 18-way power sport seats (with memory, thank goodness). That's it for the interior bits, unless you want to include the $580 thermally and noise-reducing front glass or the ubiquitous $1100 Sport Chrono package, which brings along a push-to-pass button, Sport Plus mode (for the most aggressive launch-control starts), and an intermediate Sport setting for the stability control. View Interior Photos James Lipman | Car and Driver All of this made our test car amount to $145,185, which isn't crazy when you consider that our 2021 GTS Coupe stickered for $142,171. Sure, at $126,895, the base price is higher than before, but many of the items on the 2021 options list are now included because, well, everyone bought them. These include a Bose surround-sound stereo, a surround-view camera system, lane-change assist, keyless entry, soft-close doors, wireless phone charging, and auto-dimming mirrors, features amounting to $6180 worth of now-standard equipment. Heated front seats, which previously came in a front/rear package for $1060, are also now included. And let's not forget the tuned pipes of the Sport exhaust, newly standard as well. Porsche has made it clear which non-GT-spec Cayenne is the driver's model. It's the one with the extra oomph, the slightly lower ride height. The one with the bigger brakes and tweaks that give it a little more grip. The one that'll make your passengers take notice of the glorious exhaust note. And it's all in the name. The 2025 Porsche Cayenne GTS essentially means Get This Spec. View Exterior Photos James Lipman | Car and Driver VERDICT: GTS stands for Get This Spec. Specifications Specifications 2025 Porsche Cayenne GTS Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon PRICE Base/As Tested: $126,895/$145,185 Options: Porsche Dynamic Chassis Control, $3580; GTS Interior package in Carmine Red, $2980; Premium package (panoramic sunroof, adaptive cruise control with lane-keeping assist, heated rear seats), $2450; adaptive 18-way sport seats with memory, $1720; 22-inch Turbo Design wheels, $1630; Carmine Red paint, $1430; rear-axle steering, $1280; Sport Chrono package, $1100; black-painted brake calipers, $910; ultra-high-performance tires, $630; thermally and noise-insulated front glass, $580 ENGINE twin-turbocharged and intercooled DOHC 32-valve V-8, aluminum block and heads, direct fuel injection Displacement: 244 in3, 3995 cm3 Power: 493 hp @ 6000 rpm Torque: 486 lb-ft @ 2100 rpm TRANSMISSION 8-speed automatic CHASSIS Suspension, F/R: multilink/multilink Brakes, F/R: 16.1-in vented disc/14.4-in vented disc Tires: Pirelli P Zero Corsa PZC4 F: 285/40ZR-22 (110Y) NC0 R: 315/35ZR-22 (111Y) NC0 DIMENSIONS Wheelbase: 114.0 in Length: 194.1 in Width: 78.6 in Height: 65.9 in Cargo Volume, Behind F/R: 60/26 ft3 Curb Weight: 5145 lb C/D TEST RESULTS 60 mph: 3.5 sec 100 mph: 9.2 sec 1/4-Mile: 12.1 sec @ 112 mph 130 mph: 17.3 sec Results above omit 1-ft rollout of 0.2 sec. Rolling Start, 5–60 mph: 4.8 sec Top Gear, 30–50 mph: 2.8 sec Top Gear, 50–70 mph: 3.4 sec Top Speed (mfr's est): 171 mph Braking, 70–0 mph: 144 ft Braking, 100–0 mph: 294 ft Roadholding, 300-ft Skidpad: 1.01 g C/D FUEL ECONOMY Observed: 18 mpg EPA FUEL ECONOMY Combined/City/Highway: 18/15/22 mpg C/D TESTING EXPLAINED Reviewed by Dan Edmunds Technical Editor Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by (no relation) to build a testing department.
