Speculation

How Do You Want to Monetize This? (Pt 3) The steps in between theory and business

In business, at times it can be hard to understand the application of the ‘big theory’ to the practical, everyday nuts and bolts of day-to-day business. And so, it can be difficult to apply Ben Thompson’s Aggregation Theory to business decisions in the context of running a small, digital content creator.  Even where a clear end-goal is stated – Aggregation Theory suggests niche suppliers maximise subscription revenue via assets they control (e.g. one’s own website) - the intervening steps between having successful content and subscription Nirvana are less clear. This post is my best guess* at the application of Aggregation Theory to a situation that has arisen at another ‘actual play’ digital content producer, called The Glass Cannon Network.

Background: The Glass Cannon Podcast has been running for over four years, and grown in audience to a point where, in January of this year, it was announced that cast member, Joe O’Brien, would become the second member to quit their day job in order to help grow the podcast into a business called the Glass Cannon Network (GCN). O’Brien joins fellow cast member and CEO of GCN, Troy Lavallee, in focusing full-time on growing the podcast into a sustainable business.  As they freely admit (see the quote from Troy Lavallee below, or listen to the introduction of podcast #192 – The Eyes Have It by Joe O’Brien at 2:27 onwards), this puts more pressure on GCN to succeed with monetising their content.  Naturally, growing audience for their content, including a newer podcast, entitled ‘Androids & Aliens’ (A&A) is always on their mind.  In April of this year, Lavallee, announced, via their blog, that they would be trialling advertisements in A&A, as well as a partnership with Starburns Audio.  Starburns Audio are a studio that produce, amongst other content, the animated series, Rick & Morty.  Under the agreement A&A would join Starburns’ lineup of comedy podcasts, with the content sharing (imho) a distinctive, raucous but intelligent ‘male’ humour.

Lavallee is open about his motivations for the move and also details some of the logistical constraints that inform his decision:

“If we want to compete with the shows that are getting 1 million downloads per month, partnerships like this have the potential to increase the speed at which that can happen.

“I’m sure a lot of you are curious as to whether an ad-free version will be made available either on Patreon or via a subscription service. At the moment, I don’t have any plans for that because, frankly, that’s not what this experiment is about. I also don’t want the story we’re telling with A&A tied up in that one RSS feed we have for the Patreon where their platform does not offer the functionality yet to have separate shows with their own feed. That’s not to say we won’t offer it in the future, but for right now, we need to see if this is going to work as is (sic) stands. There is a lot more at stake now than there was a year ago when people’s livelihoods didn’t depend on the success or failure of the Network. The Patreon itself is going to be undergoing changes soon as we add another show to our lineup with our upcoming Emerald Spire playthrough GM’d by Joe. We’re bringing new personalities onto the Network as well. All of these changes cost more time and money. For the cost of a cup of coffee, I want people to feel like they’re getting more than their money’s worth with Raiders and soon Emerald Spire, not bummed out about what they’re not getting.” – Troy Lavallee, CEO, GCN. Accessed 10:04am 21/6/19.

Thompson’s own thinking on the application of Aggregation Theory for content creators (‘suppliers’) is worth repeating:

“For suppliers, the antidote for Aggregation is to go direct to consumers; the key is to embrace the same forces that drive Aggregation. First, the addressable market should be the entire world, not just a limited geographic area. Second, the same sort of automated payment tools available to advertisers on Aggregators can be leveraged for consumers; indeed, the tools for consumers, particularly given the lower dollar amounts and decreased need for paperwork, can be as simple as Apple Pay, and they can scale indefinitely. Third, a freemium approach to content means that social networks can be used for user-generated marketing.” Ben Thompson, The Cost of Apple News, Stratechery.com, February 13, 2019, accessed 11/4/19, 4:57pm.

Thompson goes on to say that niche content providers (such as his own Stratechery subscription newsletter) are better served by a subscription model, seeking to extract more revenue from fewer audience members, rather than the other accepted business model, which is to seek to extract small amounts of revenue from millions of audience members via something like an advertising model. The latter assumes of course, one does have an audience of millions.

So from the above, it appears GCN is going against a tenet of Aggregation Theory, by placing its content on another platform, that they do not control, and what is more, by seeking to raise revenue by ad placements. It is unclear from the post whether the ad placements are direct advertisers, with ads embedded in the content (e.g. by having the podcast talent read the advertisement as one sees on Critical Role read out by Sam Riegel at the beginning of each show, or through Gimlet podcasts, or like the direct-to-home mattress ads one frequently hears in podcasts) or whether it is mass advertising, including algorithmic advertising that is controlled by the platform or aggregator, such as one sees on YouTube. [Edit: The Patreon page comments confirm the ads are being managed and served through Starburns – See ‘Posts’ tab on GCN’s Patreon page, especially the post dated Apr 7 4:04am – ‘Controversial Ads’].  In my understanding of Aggregation Theory, the former, direct advertising is probably okay (if the advertising directly goes to GCN), but the latter form of mass advertising is not recommended, unless the primary strategy is to leverage the platform’s network effect for building audience (i.e. the third ‘freemium approach’ quoted from Thompson above), with ad revenue a welcome by-product.

This is not to say Lavallee and co. are foolish to try what they are doing.  So much of any theory, requires empirical evidence to test its accuracy and furthermore identify the thresholds for where the theory can apply or not, and to this end, Lavallee has clearly stated the exercise is an ‘experiment’ (see quote above).  In terms of metrics, Aggregation Theory suggests a key performance indicator (KPI) to monitor is audience growth, especially paying subscriber growth, through GCN’s own website - that can be directly attributed to posting content on Starburns Audio.  Lacking a clear metric on this, one might infer the KPI by using past data to infer attrition ratios to provide an estimate of likely subscriber take-up from audience gained on the GCN website.

Another difficulty of applying any theory in business is putting the cart before the horse.  Aggregation Theory suggests a number of actions, but new content required to make a subscription offering attractive needs to be cash-flowed. Lavallee is upfront about this issue:

“The Patreon (i.e. GCN’s subscription service running on the Patreon platform) itself is going to be undergoing changes soon as we add another show to our lineup with our upcoming Emerald Spire playthrough GM’d by Joe. We’re bringing new personalities onto the Network as well. All of these changes cost more time and money. For the cost of a cup of coffee, I want people to feel like they’re getting more than their money’s worth with Raiders and soon Emerald Spire, not bummed out about what they’re not getting.” – Troy Lavallee, CEO, GCN accessed 11:10am 21/6/19. Parentheses added.

Clearly, Lavallee and co. have the right idea: They wish to make a subscription offering that is outstanding value for GCN’s subscribers.  The difficult question is how much GCN can dance with potential rival niche content aggregators like Starburns Audio and Geek & Sundry?

[Edit 23/6/19:  A few hours after I posted my musings, I was alerted on Twitter of GCN reaching 6000 subscribers on their Patreon account.  The following italicised text is written in response to that update:

Is there another way for GCN to increase their financial viability without partnering with Starburns?  Once again, this is an empirical question that should be carefully tested.

However, prima facie, GCN appears to have recently reached a position of strong cashflow.  At the time of writing, GCN’s Patreon following was 6,019 patrons, paying $40,816 per month with a stated aim of reaching $50,000 per month.  Despite the fact that Patreon subscribers may unsubscribe at the end of each month, this campaign is a clear indication that GCN are on the right path by developing a subscription following for their content. It also points to GCN being in a strong cashflow position for the short-term (say, 6-12 months of ‘runway’).

However, it begs the question, why doesn’t GCN use this revenue to fund targeted ad campaigns over social networks, such as YouTube and Patreon?

The obvious (and fair) answer is that they have only recently reached these levels on their Patreon campaign and have not had time to reflect upon things yet.

So what should GCN do assuming Aggregation Theory is correct? From personal (nerdy) experience, I have found new ‘actual play’ role-playing game content on YouTube via YouTube advertising suggestions placed in the leading ‘actual play’ role-playing YouTube channel, Critical Role (Mentioned in many of my previous blogposts). This to me appears to be the right approach for niche digital content providers who have the cash flow (whether available via ‘bootstrapping’ and/or debt): i.e. Leverage social networks and, as Thompson said above: “(E)mbrace the same forces that drive Aggregation”.

Teaming up with Starburns brings GCN’s niche content to a niche ‘aggregator’ (here I’m using the term in the non-Aggregation Theory sense of a site that simply adds lots of similar niche content, such as Geek & Sundry).  Ultimately, the success of the Starburns partnership for GCN will be determined by what deal is struck and the goals GCN have set for themselves for this partnership.  What is clear though is that, according to my own interpretation of Aggregation Theory, it definitely benefits Starburns, who will be in a better position to leverage the model suggested by Thompson: Driving people to subscribe to their niche content site that they, Starburns, control.

In contrast, if cash flow is not an issue, a targeted YouTube ad campaign (and perhaps in the near future, a Spotify ad campaign?) provides a clearly measurable Return on Investment (RoI) to GCN that can be tweaked and tested over time.

Note too, in my interpretation, this article by Ben Thompson flags a poor outcome for niche aggregators, such as Starburns, who might come to depend upon revenue raised through advertising in the style of Google AdSense or YouTube (i.e. algorithmically inserted pre-, mid- and post- roll ads etc.)

End of 23/6 edit.]

I look forward to seeing future steps by GCN and similar businesses. To my mind, these types of digital content businesses are at the forefront of a living experiment in business model innovation in this brave new paradigm. I welcome thoughts and suggestions on this topic and wish the GCN the best of luck on their quest for the monetization Holy Grail.

[Edits were made on 24/6 to acknowledge the short period between the Starburns deal and the recency of reaching US$40K on their Patreon campaign.]

Another micro-car: The Electra Meccanica 'Solo'

I saw this article from Electrek.co come into my Twitter feed and thought, 'Aha! This is getting close (to my imaginings of a disruptive car)'.  Here is an image of the Electra Meccanica 'Solo'. The Electra Meccanica 'Solo'

The Electrek article goes on to state:

"The automaker has some ambitious specs for the SOLO:

  • Top speed: 87 mph (140 km/h)
  • Acceleration: 0-100 km/h in 8 seconds
  • Range: 100 miles (160 km) on a single charge
  • Charging time: 3 hours at 220v, 6 hours at 110v
  • Price: USD$15,000 (~CAD$20,000)"

As I have stated here, I believe the price needs to be around USD$10,000 to play into the minds of consumers as a cheap car alternative.

 

BMW i3 Production Process

Many are wondering whether Apple's collaboration with BMW will give clues as to the future shape of the Apple Car.  Some have even gone on to speculate that Apple may use the BMW i3 as a design or basis for its own electric car. This morning, technology analyst and avid Apple-watcher, Horace Dediu (www.asymco.com) retweeted a 22 minute clip of the BMW i3 production process.  His accompanying tweet cryptically read 'Watching how BMW makes the i3, it's obvious why Apple had a chat.'

From this first clip alone (it is part 1 of 4 clips) we see two very important features of the BMW i3 production:

i) High levels of automation - very few people are involved in a predominantly automated process

ii) High levels of automated carbon fibre production - This is important because carbon fibre is traditionally a cost choke point due to its difficulty of manufacture in large quantities as this quote from Wikipedia suggests (CFRP stands for Carbon-fiber-reinforced polymer):

'CFRPs can be expensive to produce but are commonly used wherever high strength-to-weight ratio and rigidity are required...'

It is clear from the video clip that BMW is able to manufacture carbon fibre at scale and that the i3 has a substantial amount of carbon fibre in it.

In an earlier article I speculated that the Apple Car will need to be extremely light, but also extremely strong.  Such a material would cause a 'virtuous cycle' for an electric vehicle of being a) reduced weight since batteries weigh a lot b) better performance through better power to weight ratio c) cheaper as batteries are presently one of the most expensive components of an electric car.

Reference vehicles and calculations for my 'Apple Car' model

Below are some of the cars I have used to inform my speculations on the size, shape and characteristics (performance and 'smart' technologies) of the Apple Car.  I have also included the scale calculations for the models I used in my earlier piece.  Together, this data informs my reasoning in the articles posted here and here. Toyota i-Road Concept Car

Toyota has not released full specifications on this vehicle, but they have allowed several test drives mainly for the automotive media since the 2013 Geneva Motor Show.

Toyota i-Road demonstrating 'active lean' technology

Development status: Working concept car

Length: 2,345 mm

Width: 870 mm

Height: 1,455 mm

Wheel base: 1,695 mm

Tire size: (Front)80/90-16 (Rear)120/90-10

Minimum turning radius: 3.0 m

Occupancy: Japan:1   Europe:2 *1

Curb weight: 300 kg *2

Powertrain: 2 electric motors

Maximum speed: Japan: 60km/h   Europe: 45km/h *1

Cruising range on a single charge: 50 km*3

Battery type: Lithium-ion

  • *1 In accordance with European regulations for vehicles in the i-Road's category
  • *2 Vehicle weight without occupants or cargo
  • *3 Target distance when traveling at a fixed speed of 30 km/h

Comments: The Toyota i-Road is the closest concept I have seen to what I think the Apple Car, or some other motorcar 'disruptor' will look like.  It is primarily designed for solo transport (but fits 2 at a pinch - an adult passenger can tuck behind the driver with knees akimbo).

To make this product more 'accessible' and 'desirable' I imagine Apple will seek to improve the following:

- Appearance of safety: Although the i-Road already has an airbag in its steering wheel, perception matters.  Perception of safety could be influenced perhaps by adding smoother curves and reinforcing around the side to bring it in line with nearly the thickness of a conventional car door - say 10cm.

- Convenience: A hidden issue with motorcycles, bicycles, electric bicycles, scooters etc is that they all require some degree of 'preparation' by the riders as well as on-going maintenance.  By 'preparation' I mean, for example, putting on protective equipment such as helmet, protective riding leathers, high visibility clothing, locking (e.g. to a nearby pole, as bicycle stands are relatively few and far between), charging, turning on/off safety equipment e.g. flashing lights, helmet storage, strapping of cargo/luggage.  By maintenance, motorcycles and bicycles require considerable maintenance relative to a car.  Taken together, these issues form a 'sub-conscious' impediment to many prospective users of those modes of transport.   A future micro-vehicle should be able to easily overcome these issues.

- Comfort (seating & ride): For a vehicle of this type to appeal to people of all ages and physical abilities, the seat would need to be softer and more 'plush' than the cheap, thin vinyl seats provided on the i-Road, though not as substantial and soft as a car seat.  Some suspension would also be expected.

- Comfort (noise levels): Some effort will go into sound suppression, although making it too quiet will make this vehicle dangerous to pedestrians.  Electric motors of the size used here tend to have a high-pitched whine which will be difficult to suppress in any case, although road noise could be reduced by more sound and temperature insulation.

- Comfort (protection from elements): Expect this to be high on an Apple Car's list.  A major inhibitor to people using motorcycles, scooters and bicycles more often is the level of physical comfort and protection from the elements.  To serve as a commuter vehicle, it must enable people to arrive at work without being sweaty, drenched, hot, cold or exhausted.

- Comfort (entertainment system, 'smart' technology):  This is a given in a proposed Apple Car, considering Apple's known foray with CarPlay and Apple Maps.  Ease of integration with Apple products and sophistication of smart technologies would be one of the key differentiators of an Apple Car to future competitors, such as the i-Road.

- Performance: For the vehicle to succeed in the First World markets, it would need to be more versatile than purely a 'last mile' commuter (e.g. to the shops and transport hub).  Rather, the vehicle should be able to be used on the highway 'at a pinch'.  Consequently, increasing top speed to 80-110km/h would be likely.  It is likely these performance improvements will be possible considering the 6-10 year span between the i-Road's debut at the 2013 Geneva Motor Show and the Apple Car's earliest launch date.

- Price: No price has been provided by Toyota, but a price under $10,000 has been suggested.  This would bring it in line with the critical threshold I believe it would need to achieve to provide a sufficient 'value proposition' in the mind of the consumer.

 

EO Smart Connecting Car 2

The EO smart connecting car 2

Technical Details

 

Size: 2.58 m x 1.57 m x 1.6 m; Or rather 1.81 m x 1.57 m x 2.25 m (The indication of the length of the vehicle depends on the type of tire / tyre section. The values have been recorded with tires of type 200/60 R 16 79V.)
Weight: 750 kg
Power supply: 54V – LiFePo4 battery
Speed: 65 km/h (40 mph)
Actuation/ Engine: 4 x 4kW wheelhub motors; 10 x longstroke-Lineardrive with 5000N 1 x Folding Servo
Sensors: Hall-effect as well as string potentiometer sensors for angle and length measurementStereo-Kameras at the front and at the back32-Line Lidar for 3D-scans of the environment6 ToF 3D cameras for near field overview
Communication: CAN-Bus RS232 RS485 LAN

Comment: The EO Smart Connecting Car demonstrates (or at least conjectures) the types of technologies that would be important in solving important 'jobs to be done' e.g. parking and traffic (through it's convoying/platooning idea).

 

General Motors EN-V 

One of the EN-V concept car variants

Specifications

Dimensions:

Jiao (Pride)        1,500 mm (L) x 1,425 mm (W) x 1,640 mm (H)        [59” x 56” x 64.5”]

Xiao (Laugh)      1,540 mm (L) x 1,420 mm (W) x 1,770 mm (H)        [60.5” x 56” x 69.5”] Miao (Magic)             1,520 mm (L) x 1,405 mm (W) x 1,635 mm (H)        [60” x 55” x 64.5”]

Overall Track:   1,150 mm [45”]

Weight:

Jiao (Pride)             400 kg [880 lb]

Xiao (Laugh)           410 kg [900 lb]

Miao (Magic)          415 kg [910 lb]       

Chassis Platform      210 kg [460 lb]

Body Construction:           Painted carbon fiber

Closures:                 Front access (single door, with polycarbonate glazing)

Seating:                  2 passengers side by side, fixed bucket seats

Chassis Construction:      Magnesium casting (lower chassis)

Aluminum box (battery and gearbox housings)

Stainless steel (guide rails)

Wheels and Tires:              MC 120/70R17 on 17” x 4” wheels

Performance

Top Speed:                    40 km/h [25 mph]

Range:                     40 km [25 miles]

Energy Consumption:       70 Wh/km [125 Wh/mile]

Turning Radius:         1.74 m [68.5”] wall to wall diameter

Propulsion System

Motor Type:           Brushless DC motors for propulsion, braking and steering

Power:             440 Nm (max. torque) and 18 kW (max. power)

Battery Type:        Lithium-ion phosphate (air cooled)  

Output:              3.2 kWh and 5 kW (regenerative braking)

Autonomous Systems

Sensors:         Vision, ultrasonic and Doppler sensors

Wireless:          5.9 GHz dedicated short-range communication and GPS

Autonomous Functionality

-       Automated retrieval, via app-linked smart phone

-       Automated door opening, via app-linked smart phone

-       Platooning

-       Infotainment options (geo-locating other vehicles, audiovisual information)

-       Web-conferencing (social networking)

-       Collision avoidance between vehicles

-       Object detection

-       Automated parking, via handheld device

 

2016 Morgan EV3 specifications[1]

The Morgan EV3. Note, I think Apple would use a more conventional four-wheel layout should it attempt a micro-car.

Development status: Mooted for production some time this year. Debuted at 2016 Geneva Motorshow (early March 2016)

Year: 2016

Make: Morgan

Model: Three Wheeler

Horsepower @ RPM: 62 (46.2kW)

0-60 time: 9 sec.

Top Speed: 90 mph

Weight: <500kg

Passengers: 2 adults, side-by-side

Battery pack: 20kWh lithium battery

Range: 150 miles on a single charge (241km)

Dimensions:

Price: (Estimated) US$38,375 to $42,640 (NB: Morgan is a ‘prestige’ car maker)

 

2013 Renault Twizy specifications[2]

The 2013 Renault Twizy. It has recently been suggested with two electric motor configurations.

Smart Fortwo electric. Note how heavy this is at over 800kg.

Specifications

Development status: Concept car

Year: 2013

Make: Renault

Model: Twizy

Passengers: 1 adult

0-60 time: 6 sec.

Top Speed: 68 mph

 

 

2013 Smart Fortwo Electric Drive Specifications

 

SPECIFICATIONS:

Production status: In production since 2009 (2nd generation model)

Year: 2013

Make: Smart

Model: Fortwo

Price: € 18910

Engine: 55 kW

0-60 time: 11.5 sec.

Top Speed: 78 mph (125.5km/h)

Passengers: 2 adults, side-by-side

Specifications for the Smart Fortwo in non-electric configurations:

Production 2014–present
Body and chassis
Body style 3-door hatchback2-door cabriolet
Related                         Smart Forfour (C453)Renault Twingo
Powertrain
Engine                         0.9 L turbo I31.0 L petrol I3
Transmission 5-speed manualtwin clutch automated manual
Dimensions
Wheelbase 1,873 mm (73.7 in)
Length 2,695 mm (106.1 in)
Width 1,663 mm (65.5 in)
Height 1,555 mm (61.2 in)
Kerb weight 880 kg (1,940 lb)

Specifications from Wikipedia for 3rd generation Smart Fortwo electric engine:[3]

Power: peak power output of 55 kW (74 hp)[5][28]

Torque: 130 newton metres (96 lbf·ft)

Top speed of 125 km/h (78 mph)

0 to 100 km/h (0 to 60 mph) in 11.5[43] seconds and 0 to 60 km/h (0 to 37 mph) in 5 seconds

Battery capacity: 17.6 kW·h lithium-ion battery by Deutsche ACCUmotive[44]

Range: 145 km (90 mi)

Miles per gallon equivalent: 122 MPGe city, 93 MPGe highway, 107 MPGe combined[45]

Artificial warning sounds for pedestrians automatically activated in the U.S. and Japan, and manually activated in Europe.[46]

 

Kyburz eRod

Specifications (translated from the Kyburz website using Google Translate)

The Kyburz eRoad electric kit car

Weight: 570 kg (incl. Bat.) Battery: 18 kWh, 100 V / 180 Ah Power: 40 kW / 140 Nm Range: 100 - 130 km Drive: brushless AC motor on the rear axle Braking recuperation: switchable Helmet compulsory: No

Price: US$28,000 unassembled. US$38,000 assembled.

Comment: The eRod is almost twice the width and 25% longer than what I expect a future disruptive vehicle would look like.  However, it does have the tubular frame I anticipate will be key and helps illustrate the sparseness of the underlying chassis that the 'future car' might have as its underpinning.  Recall, Gordon Murray's 'iStream' car manufacturing methodology that seeks to scale the types of methods used in the manufacture of Formula 1 race cars.  Note, the weight would need to be significantly reduced (to about 2/3rds or 400kg) - probably through super-strong composites.  An enclosure for passengers is a given.

 

Specifications for Mini Cooper S

I used a Mini Cooper remote control car as a model for illustration purposes.  The Mini Cooper S has very similar dimensions, and they are provided here for reference.

Mini Cooper S

Production 2006–November 2013 (Hatch)2009–present (Convertible)
Assembly Plant Oxford, Cowley, England
Body and chassis
Class Supermini
Body style 3-door hatchback2-door convertible
Layout FF layout
Related Mini Coupé, Mini Countryman, Mini Clubman
Powertrain
Engine 1.4 L Prince I4 (One)1.6 L Prince/BMW N16 I4 (Cooper)1.6 L Prince turbo I4 (Cooper S)1.6 L Peugeot DV6 diesel I4 (Cooper D and One D)2.0 L BMW N47 diesel I4 (Cooper SD)
Transmission 6-speed, automatic or manual
Dimensions
Wheelbase 2,467 mm (97.1 in)
Length 2007–2010: 3,698 mm (145.6 in)2007–2010 S: 3,713 mm (146.2 in)2011–2014: 3,729 mm (146.8 in)
Width 1,684 mm (66.3 in)
Height 1,407 mm (55.4 in)
Kerb weight 1,150 kg (2,535 lb) (Cooper)1,210 kg (2,668 lb) (Cooper S)
Chronology
Predecessor Mini (R50/53)
Successor Mini (F56)

 

Honda Accord dimensions:  The Honda Accord is used as an example of a typical 'family sedan'.

Honda Accord 2015. Our proxy for a 'typical family sedan'

Dimensions
Wheelbase Sedan: 2,776 mm (109.3 in)Coupe: 2,725 mm (107.3 in)
Length Sedan: 4,862 mm (191.4 in)Coupe: 4,806 mm (189.2 in)
Width Sedan: 1,849 mm (72.8 in)
Height Sedan: 1,466 mm (57.7 in)Coupe: 1,435 mm (56.5 in)
Curb weight 3,193 lb (1,448 kg) sedan[51]

 

Calculations from Mini Cooper remote controlled car model

Actual Mini Cooper S dimensions: 3.7m long, 1.68m wide, 1.4m high.

Mini Cooper remote control car model dimensions: 200mm long.

The remote control model Mini Cooper I used to give a sense of scale

 

Calculation of scale ratio:

(Actual length) 3700mm to (Model length) 200mm = 37:2 = 18.6:1 ratio.

Therefore width converts to: 90mm

Therefore height converts to: 76mm

Hence, the speculated dimensions of ‘future car’ converted to 18.6:1 ratio are:

 

Unscaled dimensions of the Apple Car:

Length: Approx 1.5 to 1.6m

Width: Approx 1m

Height: Approx 1.5 to 1.6m.

Scaled dimensions of the Apple Car:

Approximate Length: 81-86mm

Approximate Width: 54mm

Approximate Height: 81-86mm (can be lower, but it means for a very reclined seating position, possibly requiring seat adjustment technology)

Apple Car Model Dimensions used in photographs:

The roughly-to-scale Apple Car model we used.  Assembled from my 4 year old's Duplo.

Length: 96mm (1.79m)

Width: 58mm (1.08m)

Height: 72mm (1.34m)

 

 

 

[1] http://www.topspeed.com/cars/morgan/2016-morgan-ev3-ar172651.html#main

[2] http://www.topspeed.com/cars/renault/2013-renault-twizy-f1-concept-ar153883.html

[3] https://en.wikipedia.org/wiki/Smart_electric_drive#Third_generation

 

Specifications of the Apple Car

In this piece I drill deeper into speculating what the Apple Car may be like, contemplating its likely specifications and performance characteristics, based upon existing cars. Following on from my piece that sought to describe the physical parameters of the Apple Car, in this piece I go one step further (too far?) and attempt to apply performance characteristics to the Apple Car. Using specifications from existing and upcoming micro-cars (REFERENCE LINK), I attempt to extrapolate the likely possible specifications for a future ‘disruptive’ micro-car[1], scheduled for 2019-21 release.[2] The existing micro-cars that I referred to, and their specifications can be found on the next blog post here.

For the purposes of our exercise, we anticipate that the future ‘disruptive’ vehicle will have the following characteristics:

Passengers: 1 adult (with some type of convoying technology required to link other cars of the same type, either ‘in-line’ or side-by-side.) In Australia research suggests that over 90% of trips only carry the driver.[3] But note, that percentage would count a trip to drop off the kids at school as 2 trips, with one of those trips, the return trip, likely to be only 1 passenger.]

Dimensions: Not much bigger than an electric wheelchair – perhaps slightly longer and wider for safety reasons and cargo capacity i.e. Length: Approx 1.5 to 1.6m; Width: Approx 1m: Height, Approx 1.35 to 1.6m (similar to a Mini, 1.4m, or ‘Smart Fortwo’, 1.56m)

Weight: Less than one quarter the weight of a conventional family sedan, or 300-450kg; Less is more due, to the weight of batteries. I anticipate it to use super-strong lightweight materials like carbon-fibre, perhaps custom-made for the ‘Apple Car’ similar to Gorilla Glass or the gold alloy used in the Apple Watch. Note, the Morgan EV3 is said to be less than 500kg and will be larger than this vehicle. I therefore anticipate it should be capable of reaching 2/3rds to 80% of its weight. However, it is also likely to have more ‘mod cons’ than the Morgan EV3 (e.g. a ‘hardtop’ roof; air conditioning; entertainment system; ‘smart’ technologies/sensors etc, which might take the weight from say, 400kg to 500kg.)

Engine: 30kW to 55kW (I anticipate it to be similar to the electric Smart Fortwo, or slightly less to give it similar performance but with lower weight.)   Weight calculation: [Est. 400kg + 100kg (large male) = ] 500kg vs [880kg +100kg (large male)] = 980kg. Consequently, I anticipate a 30kW engine could have the same performance specifications as the electric Smart Fortwo. Elsewhere I suggest that those performance characteristics are all that are needed.

Battery capacity: Approximately the same as for the Smart Fortwo i.e. 17.6 kW·h lithium-ion battery by Deutsche ACCUmotive[44]

Range: Approximately 200-300km. This should account for more than 95% of trips.[4] 145 km (90 mi) range is available from the electric Smart Fortwo. Note, the range could be much higher considering the anticipated reduced weight of the proposed Apple Car. Consequently, it may be possible to have a smaller battery, reducing weight considerably. I think the weight/battery/performance/range equation will be a very well optimized balance.

Top Speed: Not capable of doing much more than maximum speed limit in most Western Countries’ i.e. 125 km/h (78 mph). This is the top speed of the electric Smart Fortwo. This speed was chosen because Apple has a strong tradition of not competing in ‘specification wars’, eschewing adding specifications for the sake of them, and instead aiming for qualitative benchmarks. For example, its iPod was not the smallest music player, nor the music player with necessarily the largest memory. Instead it went for ease-of-use. Likewise, the Apple Car will not be built for the purposes of drag-racing conventional motor cars. It just needs to get the passenger/driver from A to B.

Price: Comfortably below multi-passenger micro-cars, with multiple Apple Cars being about the same as a mid-luxury family sedan (e.g. Honda Accord) i.e. Sub US$13,000. Preferably under US$7-10K. Note, because it’s only a single passenger vehicle it may need to be substantially cheaper than most of the two seaters to provide a convincing ‘value proposition’. This is also why the ‘convoying’/platooning capability described in the earlier article is so important. There may also be economic pressures for this vehicle to be a subscription vehicle or some other business model of usage/ownership. (See other article on ‘Thinking behind Apple Car speculation’). Most micro-cars are sub US$15,000. It may be possible to achieve price ranges below US$10K with sufficient economies of scale e.g. Dediu’s suggested ‘1 million car’ mark for an Apple Car to be ‘meaningful’.

Smart Technologies: Pontooning/convoying’ technology will be important to allow for the Apple Car to disrupt the family car. An example of this concept is given for the EO Smart Connecting Car 2.

The EO Smart Connecting Car 2 imagined in 'convoying' mode

 

 

[1] Due to the highly speculative nature of this article, I am attempting to cover my bases here. Perhaps if Apple doesn’t make this, someone else will???

[2] According to the Wall Street Journal (WSJ) the Apple Car is scheduled to be released in 2019. Dediu notes this usually means the product would be available to the public one year later (2020) at the earliest. More recently, Tim Cook, when asked about the Apple Car did not deny the rumour, but instead implied it was a lot further away than people were expecting, saying: ““Do you remember when you were a kid, and Christmas Eve, it was so exciting, you weren’t sure what was going to be downstairs? Well, it’s going to be Christmas Eve for a while.” Source: http://www.businessinsider.com.au/tim-cook-on-apple-car-its-going-to-be-christmas-eve-for-a-while-2016-2?r=US&IR=T

[3] http://chartingtransport.com/tag/car-occupancy/

[4] http://spectrum.ieee.org/cars-that-think/transportation/efficiency/stop-worrying-your-electric-car-will-have-plenty-of-range and http://jalopnik.com/the-chevrolet-bolt-will-be-a-200-mile-electric-tesla-fi-1678649485

What will the Apple Car look like?

This article provides a playful look at what the Apple Car might look like. For the (slightly) more serious reasoning on how I came to the parameters of the possible Apple Car, please click here and for the performance characteristics click here. For the specifications of existing micro-cars I used as reference points to inform the parameters, please click here. Duplo model courtesy of my 4 year-old daughter

In this piece, I seek to flesh-out and illustrate the likely ‘envelope’ and specifications of the Apple Car. In an earlier post, I described the broad characteristics of what I imagined the Apple Car to look like, drawing upon the thinking of well-known Apple observer and analyst, Horace Dediu.

Primary Parameters for the Apple Car

Together, Dediu's criteria and my own reasoning pointed towards the primary characteristics relevant to visualizing and specifying the Apple Car as being:

  • A small vehicle, likely a ‘microcar’ or ‘autocycle’
  • It would fit only one or two people – we will assume one person here
  • It was a given that it would use a large amount of ‘smart’ technology e.g. autopilot, collision prevention, auto-balancing/leaning technology etc., but only that likely to be available at its speculated time of release in 2019-2021.
  • It would likely be electric
  • It would be unlikely to compete with the specifications of a conventional vehicle, making performance trade-offs to more specifically focus upon the job to be done (taking a person from ‘A’ to ‘B’)

Dimensions of the Apple Car

Consequently, I arrived at the following dimensions for the future Apple Car (assuming of course, one is ever made):

Length: From 1.2 to 1.6m long or comfortably less than half the length of the average modern family sedan[1]. An important criteria is that the vehicle can park ‘nose to kerb’ and not be wider than a conventional car.

Width: Approx. 1 metre; or more than half but less than 2/3rds the width of the average modern family sedan. This is to enable the division of the regulation traffic lane into two, hence potentially doubling the carrying capacity of existing infrastructure.

Top view of a scale Apple Car model to the Mini Cooper. Note: Four Apple Car’s could be linked together in a 2x2 pattern and be roughly the same width and length as a family sedan. No more arguments over air-conditioning temperatures!

Height: 1.35-1.6m or around 10-15cm less than the average modern family sedan. Note this dimension is one of the most constrained due to the assumption of a normal seating position. Going too far from a normal seated position risks alienating many people (the old, inflexible, tall, overweight, unfit, unusually proportioned etc). Historically, this is something Apple has sought to avoid.

Side-on view of a (roughly) scale Apple Car model to the Mini Cooper. Note, having owned a Mini Cooper, the seating is quite low. It will be difficult to push much below the 1.4m height of the Mini Cooper, unless the driver’s position is reclined steeply.

Figure 5. Rear view of the Apple Car model compared to a model Mini Cooper

[1] For comparison, the Honda Accord is 4.86m long. See the blog post here for the vehicles I have used for reference.