#2020 Ford Edge Commercial

[rajanreddy]

MENASA commercial vehicle industry expected to grow from USD 314.4 billion in 2023 to USD 647.0 billion by 2033 with a 7.5% CAGR

The MENASA commercial vehicle market value is forecast to increase from USD 314.4 billion in 2023 to USD 647.0 billion by 2033. Overall demand for commercial vehicles in the region is set to surge at a CAGR of 7.5% during the assessment period.

The bulk freight segment currently dominates the MENASA industry, and the trend is expected to continue through 2033. It will likely hold a volume share of 26.5% in 2023. On the other hand, the parcel and package delivery segment is set to witness a higher CAGR of 12.1% through 2033.

Request our sample report on the MENASA commercial vehicle market for a deeper understanding of industry dynamics and emerging opportunities: https://www.futuremarketinsights.com/reports/sample/rep-gb-18743

Key factors driving the commercial vehicle industry's growth are urbanization, increasing industrial activity, low loan rates, and growing infrastructural development. Similarly, robust infrastructural development and the growing popularity of electric and hybrid commercial vehicles are expected to boost the target industry.

Commercial vehicle market demand, particularly for medium-duty trucks, has enormously increased across South Asia, the Middle East, and North Africa (MENA) regions. This increase is strongly related to the growing logistics industry, especially in Middle Eastern countries.

Commercial vehicles are widely used in several industries for transporting goods and passengers. Their superiority over alternative modes of transportation can be ascribed to their effectiveness and flexibility for a variety of regional pick-up and drop-off activities.

Developing nations like India are witnessing increasing industrial and construction activities. This, in turn, necessitates efficient transportation of materials and products, thereby creating demand for commercial vehicles.

Key companies are focusing on integrating novel technologies like ADAS in commercial vehicles. This is expected to benefit the target industry and boost revenue during the assessment period. Another key factor expected to boost the growth of the commercial vehicles industry is rising trade activities.

Key Takeaways  

The MENASA commercial vehicle revenue is projected to grow at 7.5% CAGR through 2033. By class type, medium duty segment is expected to total USD 301.0 million by 2033. By application, the bulk freight segment is set to hold a value share of 26.5% in 2023. India is expected to account for a significant share of about 31.4% in 2033. Demand for commercial vehicles in Turkiye is poised to grow at 9.7% CAGR through 2033.

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How technological improvement can evolve the market for automotive brake pads?

In order to make driving more convenient and safe, automotive manufacturers are actively attempting to improve brake pad technology as a result of technological advancements. Apart from the traditional brake pads, manufacturers have developed brake pads into anti-lock braking systems (ABS) and anti-collision items. Due to the rise of hybrid and electric vehicles, regenerative braking and anti-lock brakes (ABS) have recently dominated the brake pad market in the USA and Europe. In 2020, the market for electric car regenerative braking pads was valued at USD 3.5 billion. These technical improvements, such as regenerative braking and the introduction of a brake-by-wire system, have significant potential in developing countries, indicating a positive automotive brake pad market trend.

Competitive Landscape

Daimler AG (Mercedes-Benz Group AG), Volvo AB, Isuzu Motors Ltd., Scania AB, Paccar Inc., MAN SE, Hino Motors Ltd., Dongfeng Motor Corporation, Toyota Motor Corporation, Kenworth, Ford Motor Company, General Motor Company, Tata Motors, JAC Motors, Ashok Leyland, Iveco S.p.A., Peterbilt Motors Company, Mahindra & Mahindra, Sinotruk, Eicher Motors Limited & UD Trucks Corporation are the top manufacturers and suppliers of commercial vehicle listed in the report.

Key commercial vehicle companies are constantly upgrading their portfolios by launching new products. They also employ strategies like acquisitions, collaborations, partnerships, and facility expansions to strengthen their regional presence.

[dankusner]

Kanye West Bought an Architectural Treasure—Then Gave It a Violent Remix

The Malibu house bought by Ye has about four thousand square feet of indoor space.

Four miles to the west, on a grassy bluff overlooking the Pacific, is a forty-two-thousand-square-foot Ando mansion.

The owners are Beyoncé and Jay-Z.

Tony Saxon is a wiry, tattooed man in his early thirties who is proud of what he calls his “Jersey gonzo” work ethic—that is, “I’ve got a guy, or I’ll get a guy.”

His legal surname is Netelkos, but he prefers the one that his father adopted while performing as a lounge singer with an Elvis-inspired act.

The younger Saxon had a sometimes chaotic and druggy youth; he now sustains himself with Red Bull and can talk loudly and without interruption—but still with some charm—for four or five hours.

When we recently met in Boyle Heights, in East Los Angeles, he arrived in a 1963 Ford Thunderbird convertible.

Four years ago, Saxon moved to California from northern New Jersey and sublet an apartment in North Hollywood.

He worked on TV commercials and as a handyman; he played in bands and recorded music.

In September, 2021, a woman who introduced herself as Bianca inquired about his availability for construction work.

He was available.

A few days later, she texted, asking him to come to Malibu immediately.

In a response that eventually led to a lawsuit against Ye, formerly Kanye West—the music and fashion star who in the past two years has become known for his public antisemitism and admiration of Hitler—Saxon said that he’d get his tools.

He drove down to the Santa Monica Pier, then headed northwest on the Pacific Coast Highway.

For about ten miles, the road follows the ocean’s edge: if you live on the beach, you also live next to a four-lane highway.

But just past the Malibu Pier the highway and the ocean separate, and for a few miles the beachfront properties line a calm residential street, Malibu Road, with speed bumps and dog-walkers. Stan Laurel used to live here.

The houses stand shoulder to shoulder, allowing little more than a glimpse of sky between them.

Saxon pulled up to a two-story façade of smooth gray concrete.

On the upper floor, the surface was interrupted only by an arrow-slit window; at street level, there was a wooden garage door, and a front door and a window, both made of milkily opaque glass.

A few months earlier, when the house had had a different owner, a visitor would have entered a little gallery-like space, with concrete walls and gray limestone floor tiles, filled with contemporary art.

The house withholds its big Pacific reveal, and the clouded glass casts the gallery in pale light.

The art here once included photographs of nuclear-weapons-test clouds and a life-size statue of a man, no longer in his youth, with his fists in a boxer’s pose.

The sculpture, cast in aluminum and painted blue, is by the French artist Xavier Veilhan.

It is a likeness of Tadao Ando, the Pritzker Prize-winning Japanese architect.

Ando, who had a brief boxing career, designed the house.

Now eighty-two, he has kept his practice small.

He has one office, in his home city of Osaka, and has never employed more than thirty people.

He works on only a few designs each year.

Some are museums; many are houses; nearly all, including the house on Malibu Road—finished in 2013, for Richard Sachs, a former money manager—are made of concrete, poured on-site, and left unclad and unpainted, indoors and out.

In what has become an Ando signature, the concrete’s velvety surface is marked by evenly spaced holes—small and shallow enough to be plugged by, say, a marshmallow.

The Malibu Road house has about four thousand square feet of indoor space.

Another property of this scale, on this street, might sell for twenty million dollars.

When Sachs put his house on the market, in 2020, he asked for seventy-five million.

Sachs’s price, like his aluminum statue, suggests the extent to which an appreciation of Ando can take the form of veneration.

For very wealthy people who spend some of their wealth on art, no living architect seems more likely to make them feel that they’re buying not just a fine home but the work of a major modern artist.

An Ando house will require expensive and exacting construction; it will have a controlled, sober beauty that photographs well and that plainly communicates contemporary, if not avant-garde, taste.

And it will be rare.

The client will receive personal validation of the most tangible, bombproof kind.

Ando has said that, after being introduced to potential clients, “my decision to accept their projects depends mainly on their personality and aura.”

An American real-estate agent who has had some interactions with Ando recently told the Wall Street Journal that “it was like working with God.”

Saxon was let into the Malibu Road house by Bianca Censori, the woman who had texted him; she was in her twenties.

The house is a box partially embedded in the continent’s last, low step of land.

The structure then stretches over the sand, propped up by four pillars at about the high-tide mark.

(The beach here is narrow.)

Although the house appears from the street to be two stories, the front door is on the middle of three floors—the main floor.

A short corridor leads from the gallery to an open living area where the house delivers its vast, binary view of sky and ocean, through floor-to-ceiling windows.

Censori mentioned that the house, which was empty of furnishings, had a new owner, but she didn’t name him.

A few other people were around; they had ladders and tools.

One or two were identified as co-workers of Censori’s and, like her, were dressed all in black.

Others, like Saxon, had been summoned that day.

Walking around, Saxon registered bathroom walls lined in marble—“gorgeous black-and-white marble, like something in a New York hotel in the nineteen-twenties,” he told me—and custom wooden cabinetry that, he estimated, had cost hundreds of thousands of dollars.

Downstairs, the ceilings were lower than on the main floor.

Three rooms, each with a little bathroom, had ocean views.

There was also a laundry, and a room where Saxon saw devices that controlled the house’s heating and other systems.

On the upper floor, two extravagantly wide staircases—more suggestive of a college library than of a beach house—descended to the main floor.

One staircase was inside, one was outside: they ran alongside each other, separated by a wall built partly of glass.

At the bottom of the outdoor staircase was a courtyard with a fire pit.

At the top was a concrete hot tub.

The top floor was mostly terrace, with the primary bedroom opening onto it.

Sachs once kept a sculpture of the Incredible Hulk, by Jeff Koons, midway up the indoor staircase.

In this area, Saxon noticed, Censori’s black-clad colleagues were doing something involving large blocks of foam.

He remembered being told that they were turning the stairs into a slide.

Later—as the house’s interior was dismantled—Saxon would spend nights here, sleeping on a mattress on the floor, surrounded by Clif Bars and Red Bulls, and bothered by seagulls.

Later still, Censori would become a fixture of the paparazzi-oriented media, as the romantic partner of the house’s owner: Ye.

For nearly a year, Censori, who is Australian and had studied architecture at the University of Melbourne, had been working for him on various design projects, alongside other young architects.

Saxon saved her number on his phone under “Bianca architect.”

(Censori did not respond to requests for comment.)

In the fall of 2021, Ye was forty-four, and his wealth was estimated to be nearly two billion dollars, thanks in part to fashion deals with Adidas and the Gap.

That February, his wife, Kim Kardashian, had filed for divorce.

Saxon, who’s unimpressed by most music recorded after 1969, now takes some pride in having been oblivious of whom Censori meant when she referred to “the owner,” and why there was some hubbub in the street and a security guard posted outside.

People paying closer attention to Ye’s life might have read a TMZ story, published a few days before Saxon’s visit, headlined “Kanye West Drops A Whopping $57.3 Million for Malibu Home/Sculpture.”

Censori asked Saxon to paint over the shelves, cabinets, and closets—along with the bathroom marble—in a shade that would disguise the boundaries between these surfaces and the untreated concrete of the walls.

She said of the owner, “He doesn’t want any of the wood to show.”

Saxon had a moment’s pause: the paint would look bad (and soon peel off).

But he likes to contrast his pluck with what he perceives to be uniform lassitude among Californians, and he didn’t protest.

He gave Censori a quote and drove off to buy paint samples.

That afternoon, Saxon did some test-painting on sections of wood.

Censori sent photographs of these to the owner.

They waited.

Censori then told Saxon to remove all the wood; she allowed him to call a friend to help.

That day, Saxon recalled, he and his colleague “ripped the cabinets out, we ripped the entire laundry-room wood out.”

They worked all night, filling the garage with splintered pieces.

Saxon eventually went home to sleep.

A few hours later, Censori woke him with a call:

“Do you think you could come help me get the foam off the stairs?”

She meant now.

“And he wants to meet you,” she added.

In 2001, Tom Ford, the fashion designer and filmmaker, bought twenty-two thousand acres of land in northern New Mexico.

He asked his preferred architect, Ron Radziner, of the L.A. firm Marmol Radziner, to design some buildings for the new property.

But, as Radziner recently recalled, Ford also requested permission to stray, architecturally:

“Tom said, ‘I’m not going to do this if you really don’t want me to. But how would you feel if I hired Tadao Ando to do the horse facility?’ ”

Radziner, who admires Ando—it’s always “Mr. Ando,” in his telling—approved, and offered to become Ando’s local “executive architect” (in charge of permits and planning) and general contractor.

To secure Ando’s blessing, Radziner flew to Japan.

Ando’s career had been founded, in the nineteen-seventies and eighties, on ingenious single-family homes, often on tight city lots in Osaka.

After Ando won the Pritzker, in 1995, his practice became increasingly international.

Kulapat Yantrasast, a Thai-born architect, joined Ando’s firm in 1996, and came to spend much of his time overseas, frequently on projects for fashion-world figures.

In France, he worked on a house, never built, for Karl Lagerfeld. In Italy, he oversaw the construction of a theatre in Milan for Giorgio Armani.

Yantrasast, who now has his own practice, told me that such clients often have feelings of awe, touched with envy, for the rooted solidity of an Ando building.

The work “is mysterious, it’s anchored, it has such a quiet presence,” Yantrasast said. “Whereas fashion and music are about dynamics and movement and change.”

Ando once wrote that it would be hard for him to build a house in America, because he wasn’t “familiar with Americans.”

But by the time Radziner visited Osaka, in 2001, things had changed.

Ando had designed a house in Chicago for Fred Eychaner, a media entrepreneur, and two institutional buildings: the Pulitzer Arts Foundation, in St. Louis, and the Modern Art Museum of Fort Worth, where a reflecting pool generates a mirrored double of the concrete-and-glass façade.

“Well, if it’s anything like the last million years, I think we have a lot to look forward to.”

Ando’s Osaka studio is about the size of a large town house, and is organized around an atrium.

Alex Iida, an American architect who joined Ando’s staff in 2010, has described the studio as “five stories up, two stories down, and one big void in the middle,” adding, “So, pretty much, we can hear everything that’s going on.”

Radziner recalled that, during his visit, he witnessed an impromptu staff meeting.

Ando’s usual workstation, at the bottom of the void, put him right by the office’s only phones.

That day, Ando had overheard a staff member’s phone conversation that didn’t sit right with him, and he had called the meeting to say so.

He stood at the bottom, making his complaint to employees arranged above.

That scene of staff supervision, or surveillance, has an analogue in the way an Ando work is meant to be experienced.

With a client’s assent, an Ando house makes unignorable decisions about how people, and light, should behave in it.

Ando has stressed the importance of a “coexistence” between humans and nature, and his designs often try to thwart a too sharp division between indoor and outdoor life, to the extent that a client’s art collection allows.

A famous early house in Osaka was unheated, and obliged its inhabitants to cross a courtyard to reach the bathroom.

Ando has said that when the client “came to me and asked me what he would do when it became too cold in the house, I told him to wear a sweater. When he asked me what would happen if it got even colder, I told him to wear many sweaters.”

Some contemporary architects foreground the idea of a building’s future flexibility.

Ando isn’t one of them.

Yantrasast, in explaining his decision to leave Ando’s studio, in 2003, told me that he wanted to explore a less “controlling” architecture.

He said that he’d once shared with Ellsworth Kelly, the artist, a worry that people might dismiss his post-Ando designs, which have often used concrete, as mere offsprings.

Kelly, reassuring him, contrasted what he described as the prescribed severity of Ando’s spaces with the more “open-minded” aesthetic of Yantrasast’s.

Ando’s method for casting a concrete wall on-site is unremarkable in its fundamentals.

A contractor fashions a narrow rectangular mold from plywood sheets.

One way of helping the mold withstand the weight of wet concrete is to pass metal rods, known as form ties, horizontally through the width of the box.

Each tie has two nuts on it that are tightened against the plywood mold’s interior.

The concrete is then poured in, typically over a forest of vertical rebar.

After the concrete dries, the contractor removes the wood, the ends of the ties, and the nuts—leaving little holes, which can be filled in or not.

Ando requires contractors to do all this with unusual precision, and he carefully manages the effect of the lines where one sheet of plywood meets another, and the pattern of the tie holes.

But, as Radziner came to realize when he visited numerous Ando projects in Japan, the result isn’t immaculate.

“They’re striving for perfection, but it’s not about actual perfection,” he said.

The concrete may dip a little around the tie holes, like around the button of a mattress; it will have tiny cracks and variations in color.

“And that’s what makes concrete concrete,” Radziner said. “You feel the nature of it, the strength of it.”

He has wondered whether some of Ando’s international clients miss the point when they decide to use white cement in the concrete mix:

“You think, Oh, that could be plaster.”

Radziner is confident that Ando’s preference is for uncolored concrete, whose hue of gray is determined, in part, by local materials.

Radziner began work on the Tom Ford project.

Ando’s designs came to include a low house and a reflecting pool.

(Ford dropped the idea of building a mausoleum for the future remains of himself, his husband, and their fox terriers.)

Construction wasn’t quite done when, in 2007, Radziner first heard from Richard Sachs, who had retired in his forties after working at such firms as Bear Stearns and Salomon Brothers.

Ando had agreed to design him a house in Malibu, and had recommended Radziner as executive architect.

Ando, outside his studio, in Osaka, Japan.

He has stressed the importance of a “coexistence” between humans and nature, and his designs often try to thwart a too sharp division between indoor and outdoor life, to the extent that a client’s art collection allows.

At Radziner’s office, in West L.A., he showed me photographs of the Sachs House under construction.

The process required many times as much concrete as a more ordinary American house of the same size.

The walls and floors were made of thick concrete.

Twelve concrete caissons were built, reaching sixty feet beneath the dirt—or the sand, on the ocean side.

“You do it at low tide,” Radziner explained. “But you’re still pumping water out as the concrete’s dropping in.”

Underground, the caissons are cylindrical, but, where they are visible, holding the house about fifteen feet above the beach, they’re square in section.

That’s a pain to do.

But such effort “is all about the look,” Radziner told me.

During construction, which began in 2009, technical drawings, sometimes annotated by Ando, were in constant transmission between Osaka and L.A. An Ando lieutenant visited Malibu Road every few months; Ando himself made perhaps half a dozen visits.

“Mr. Ando is brilliant in an almost cinematic way,” Radziner told me.

Ando stages an interior like a director:

“As you turn, you experience another view. Maybe the ceiling is a little low—you feel the weight of that—and then you move through, and, suddenly, the ceiling pops up, and there’s this expansive space.”

We looked at images of the wide staircases.

“To do that on a small site in Malibu is a bold move,” Radziner said, adding that it’s unusual to find a client who will value “the experience of space more than how much quote-unquote usable floor space he has.”

(Asked about how accepting Sachs was of the wabi-sabi flaws in the concrete, Radziner smiled, then said, “Pretty good.”)

The house was finished in 2013.

From the kitchen, which had stainless-steel surfaces, one could survey the ocean over a glass-topped dining table with blue-cushioned chairs.

Above the table, Sachs hung a painting of a nude figure by the New York-based artist George Condo.

(While the house was under construction, Condo painted five alternative covers for Ye’s 2010 album, “My Beautiful Dark Twisted Fantasy.”)

By 2013, Ando had executed fewer than ten commissions in the U.S.

So it’s an odd coincidence that, while the Sachs House was being built, another team was putting up another Ando house in Malibu, just four miles west.

As Radziner phrased it, “We were working on the Little Ando, and that was the Big Ando.”

The Big Ando was designed for Maria and Bill Bell, whose wealth derives, in part, from TV soap operas created by Bill’s parents, including “The Young and the Restless.”

These clients had first shown Yantrasast their site in early 2003: eight acres on a bluff overlooking the Pacific.

In Yantrasast’s favorable description, an Ando museum can have the air of a home that has expanded to accept institutional duties.

Ando was now increasingly being asked to flip that equation, and design homes built on a museum-like scale for members of what Yantrasast calls the “art-collecting communities.”

Ando designed more than thirty thousand square feet of space for the Bells, including a gallery that could comfortably display a ten-foot-high Koons sculpture, on a plinth, representing piled-up lumps of Play-Doh.

Yantrasast calls the Big Ando, finished in 2015, “one of the best houses in America.”

Radziner agrees that it’s remarkable.

But, he noted, “it’s white concrete. That’s all about perfection.”

The Little Ando, he said, was more special.

“I love this house,” he said. “It’s the classic gray. So I think that Mr. Ando really loves it, too.”

In 2007, several years after Ye’s career had taken off—first, as a producer for Jay-Z and other hip-hop stars, then with his own albums—Ye started a blog largely about art, design, and architecture.

As a child, in Chicago, Ye would read Architectural Digest in a local Barnes & Noble;

he was briefly enrolled at Chicago’s American Academy of Art.

On the blog, he added approving captions to images found online; they showed work by, among others, the architects Moshe Safdie, Rem Koolhaas, and Ando.

Beneath a photograph of a cable-railway station in Austria designed by Zaha Hadid, he wrote, “I want my future now!”

Ye, who declined to participate in this article, sometimes relaxed into a Martha Stewart-like idiom.

A photograph of three dozen rounded gray cushions piled on a floor, like a rock slide, was captioned with a warning that the visual impact of such an arrangement would be diminished by, say, “a 6 year old Ikea coffee table with a stack of 30 magazines and some hard back books with the old paper covers still on em which, sidebar, should have been removed.”

In the three years that Ye maintained the blog, images of architectural spectacle—a tree house resembling an eyeball, the world’s largest swimming pool—increasingly shared space with examples of residential minimalism in Scandinavia and Japan.

Ye and Kim Kardashian began a romantic relationship in 2012.

Ye seems to have often taken the design lead in the partnership—a scene in “Keeping Up with the Kardashians” from that year shows him gently urging her to toss out much of her wardrobe.

They worked together on readying a house for themselves, in Bel Air, that was neither futuristic nor minimalist.

Its terra-cotta-tiled roof and ochre outer walls suggested Portofino (or “Curb Your Enthusiasm”).

Oana Stănescu, the Romanian architect, was speaking as a Ye design adviser when she told W magazine that the Bel Air mansion was “so bad, seriously—it couldn’t be any worse.”

The same article, from 2013, describes Ye working on new songs while Googling modernist legends.

(“How do you spell Mies van der Rohe?”)

That fall, he visited the Harvard Graduate School of Design, at the invitation of students.

“The world can be saved through design,” he told them. “And everything needs to actually be architected.”

Stănescu helped strip away the ornamentation on the Bel Air house, giving it an oddly denuded, shaved-cat silhouette.

Kardashian and Ye didn’t stay long.

In 2014, the year of their wedding, they bought a much larger house in Hidden Hills, a gated community northwest of L.A., which posed similar design challenges: the listing called it a “French Country pièce de résistance”;

Ye has called it a McMansion.

With this house, Ye, whose music career was founded on an unmatched ability to make something beguiling and new out of music recorded years earlier, undertook what could be thought of as an attempt to test the limits of remodelling.

Could some version of minimalism be jammed into a suburban mansion with such farm-housey details as shutters and exposed beams?

The makeover was executed by Stănescu and Axel Vervoordt, the Belgian interior designer, among others.

Ye aptly characterized the resulting look as “futuristic Belgian monastery.”

A client drawn equally to spareness and to architectural bravura ended up with a sprawling interior so relentlessly off-white that judging distances must have been a challenge.

It’s minimalism, but it’s also a lot.

In 2018, Kardashian, who at that point had three children with Ye—their fourth was born the following year—spoke to Architectural Digest about living with them in a house furnished largely with pale blobs:

“I run around the house with towels. You do have to just take a deep breath and say, ‘Okay, it’s going to happen.’ ”

“Soon, she was apologizing for apologizing . . . and then she reflexively apologized for that!”

That year, Ye invited “architects and industrial designers who want to make the world better” to work with him on a new venture, Yeezy Home.

An Instagram post by one of his designers indicated that the mission would include making affordable housing with precast concrete.

By then, Ye had built a spectacularly successful mass-market fashion career, in partnership with Adidas.

(He’d also aligned himself with President Donald Trump and suggested that slavery in the U.S. had been consensual.)

The progress of Yeezy Home, which lacked a multinational corporate partner like Adidas, was hard to discern;

it had to be inferred, in part, from drone photographs of experimental domed structures that Ye had erected in Calabasas, California, and in Cody, Wyoming.

But the consistent suggestion was that Ye’s reach in music and fashion could be replicated in the built environment.

“I’m going to be one of the biggest real-estate developers of all time,” he said.

One evident influence was James Turrell, best known for his monumental and still unfinished land-art project at Roden Crater, in Arizona.

For decades, Turrell has moved hundreds of thousands of tons of earth at the site, building chambers, connected by tunnels, that frame views of sky.

Ye once told GQ that, the first time he and Turrell spoke, on the phone, “I was literally screaming at the top of my lungs about how important it was for us to work together.”

(This conversation likely occurred after the summer of 2015, when Drake—with whom Ye developed a long beef—shot the video for his hit “Hotline Bling” inside an uncredited imitation of Turrell’s work.)

Turrell, now in his eighties, has kept people away from his crater during its remodelling, but he has made exceptions for potential donors to the project.

In 2018, he gave Ye what he recently remembered as a “full day and night tour.”

To Turrell’s surprise, Ye later made good on an offer to contribute ten million dollars.

On Ye’s birthday the next year, Turrell gave him a sketched design of a house.

By this point, Ye had publicly discussed a diagnosis of bipolar disorder.

Documentary footage shot in 2018 and 2019, leaked online but never released as a film, shows behavior that one could reasonably connect to that diagnosis.

In one sequence, Ye, wearing a maga hat, forces a political seminar on captive employees at a private-jet terminal in Chicago, shortly before flying off for an Oval Office meeting with Trump.

(Later that day, in D.C., Ye is seen telling Jared Kushner by phone that he’ll keep his appointment at the White House only if he can enter the building “the exact way that a foreign dignitary would.”)

The footage also shows Ye urging employees to build what he calls a “Turrell space” in four months, and enthusing about a proposed foam object that could be “a toilet and a bathtub and a shower and a couch.”

He inspects a prototype dome, with a hole in the roof, and says that it could equally serve as a homeless shelter or an orphanage.

Ye appears to have been working toward a space in which he and his family could live—in one scene from the documentary, Kardashian advises him that her closet area should include a bathroom—as well as a larger community around him, and a housing template that could satisfy millions.

On a monitor, a fly-through animation reveals various enormous Turrell-like structures while a narrator describes “a community of the future . . . a new way of life for the entire universe.”

The camera catches the moment when the minimalist architect Claudio Silvestrin, who had once renovated a SoHo apartment for Ye, first sees an architectural drawing of the imagined community.

The scale dawns on Silvestrin: there are dozens of circles on the page, each representing a separate structure.

“I didn’t realize it was so big,” he says.

Then, collecting himself, “O.K. So you would like a proposal.”

(Ye and various collaborators, including the Swiss architect Valerio Olgiati, have spoken of building a city in the Middle East or an underground campus in Wyoming.)

The documentary underlines an obvious point: it’s hard to do architecture in bursts of enthusiasm and grandiosity.

Ye is serious about buildings—we see him flicking through a book about Archigram, the experimental British architectural group of the nineteen-sixties and seventies—and he has unusual reserves of creative insight and energy, as he has at times himself observed. (“I am Warhol. . . . I am Shakespeare in the flesh.”)

His urgency can be attractive; as he once said, in a conversation with a design publication, “I don’t want to be dead when the world starts getting good.”

When Olgiati worked with him, he praised Ye’s radicalism and called him “probably the most interesting client that an architect can have.”

But the path from an idea to a built thing is long, expensive, collaborative, and difficult to reverse.

You can’t prototype a dozen city blocks, as you can a dozen sneakers or songs, and then pick the one that works best.

And it’s hard not to think that, with Turrell, Ye started in the wrong place.

Ye once tweeted, “We all will live in Turrell spaces.”

More accurately: we won’t.

Turrell’s hallmark Skyspace installations, of which there are more than eighty around the world, are exposed to the elements.

Their acoustics can be challenging.

There’s certainly nowhere to cook or wash.

These are places that allow people to reset their sense of space and time—an eclipse-like experience, without the eclipse.

Yet, even in the world’s most benign climates, they don’t point to a new paradigm of shelter.

The documentary shows that, in what appears to be less than two years, Ye met, separately, with several of the world’s best-known architects, including David Adjaye, Toyo Ito, and Jacques Herzog, of the firm Herzog & de Meuron.

(As Ye clarified, with a laugh, in his 2018 track “Kids See Ghosts,” “Herzog and de Meuron, in an office out in Basel / No, not Miami—Switzerland.”)

And, on a trip to Japan, Ye and Kardashian visited the island of Naoshima, where the Chichu Art Museum, a largely underground structure designed by Ando, includes a Turrell Skyspace.

(Ye has rapped about being “in Japan with Tadao Ando.”)

Ye’s interactions with famous architects in this period—echoing his tendency to enlist a multitude of collaborators to contribute to an album—included reaching out to at least one other major international figure. In a recent conversation, this architect, who requested anonymity, told me that some of his senior partners met with Ye in L.A.

(The architect couldn’t join.)

Ye insisted on flying everyone, that evening, to Roden Crater, where he acted as a guide.

“My guys came back to me with more questions than answers,” the architect said, dryly.

He added, “My understanding is that he’ll ask one architect, and then another, and they would not know that the other was working on the same thing.”

In the Arizona desert, Ye had been “full of visions,” but “the feeling was that there is something about architecture that requires a little bit of contemplation. And, maybe, a little bit of patience.”

Ye has described Ando as the world’s “greatest living architect” and “the Ye of all the architects.”

He and Kardashian often visited the Big Ando in Malibu.

In 2019, the year before Ye ran for President, Kardashian bought some land in La Quinta, California, southeast of Palm Springs.

Later, after the couple separated, she applied for permits to build a house on this land, designed by Ando.

In 2023, Kardashian posted photographs of herself in the Osaka studio, sitting with Ando and his colleague Alex Iida at a desk on which were strewn renderings of the house.

Designs posted online show a form that, from above, resembles a guitar pick with a hole at its center.

“Met with the master himself,” Kardashian wrote. “So deeply honored and incredibly humbled to have the opportunity to work with him.”

(The house reportedly will have a footprint exceeding half an acre.)

In June, 2021, Ye and the model Irina Shayk, whom he was said to be dating, visited Château La Coste, an estate in southern France that is dotted with sculptural and architectural works by Frank Gehry, Jean Nouvel, Renzo Piano, Richard Rogers, and others.

He was photographed walking next to a concrete Ando wall that runs alongside a little lake into which an Ando pavilion juts.

The next month, Ye gave a concert at the Mercedes-Benz Stadium, in Atlanta, to preview likely tracks on an impending album, “Donda.”

Then he stayed.

For several weeks, at a reported cost of a million dollars a day, he lived and recorded in the stadium.

His accommodations were both minimal and imperial: he slept in a narrow bed in the corner of a small, windowless, harshly lit room of painted cinder blocks, in a building that seats seventy thousand people, with a roof that can open to form a circle against the sky.

Saxon, in the Ando house.

He noted, “It’s funny—and not funny, in a way—to say, ‘I’m the man who single-handedly destroyed this architectural masterpiece.’ But I pretty much did.”

Later that summer, after a second concert in Atlanta and one in Chicago—where the centerpiece of the staging was a replica of the sixteen-hundred-square-foot house in which he’d spent much of his childhood—Ye released “Donda.” (The album was named for his late mother.)

He also bought the Sachs House.

His intention, always, was to reimagine it.

Up to then, Ye’s architectural achievements had been mixed.

Despite his design literacy, his access to half of the world’s best architects, and his almost limitless funds, he had never built an enduring, finished structure from the ground up.

(And in September, 2019, he demolished the prototype domes in Calabasas after the Los Angeles County Department of Public Works started asking about permits.)

But he was pleased with what he’d been able to do in Hidden Hills.

There, playing the role of producer, or curator, he’d shaped “an iconic home that informs a lot of other people’s homes,” as he put it in 2020.

(That’s fair: Kardashian has three hundred and sixty-two million Instagram followers.)

Ye admired Ando, and wanted an Ando, for reasons that at the time may have included spousal competitiveness, but he didn’t love this Ando.

Kulapat Yantrasast, who later discussed the matter with Ye, told me, “To be honest, he did not like the house—he did not like the interior.”

Soon after Ye bought the house, someone representing him called Ron Radziner.

Ye wanted to meet on Malibu Road the next day.

Radziner was unavailable, so he dispatched two colleagues.

The house they saw that morning was just as they’d left it, eight years earlier.

Ye welcomed them and introduced them to James Turrell, who has a long white beard.

According to the visitors, Turrell, describing the house as a work of art, said, “There’s nothing for me to do here.”

But Ye detailed improvements that he wanted Radziner’s firm to make.

These included removing the cabinetry and replacing the stairs with ramps.

Radziner told me that, when he heard of these directives, he said to himself, “This is crazy. If someone wants everything different, just go build something else.”

Radziner knew Turrell a little and e-mailed him.

Turrell called right back.

Radziner recalled Turrell saying, “Kanye’s capable of doing good work. But I think what you have to do is just put it to him: ‘These are the things we’re willing to do. And these are the things we’re not.’ ”

Radziner told Ye that his firm would happily take out the cabinetry but was unable to do much more.

Ye didn’t reply.

When Censori summoned Saxon back to the house, a few hours after he’d left it, he was exhausted.

“I stink, I haven’t showered for two days,” he recalled. “I’m a lunatic.”

He drove back to Malibu, arriving in the early afternoon.

Ye was at the house; it had been a few weeks since his rebuff by Radziner.

According to Saxon, Ye told him, “I’ve heard a lot about you. You’re like a hurricane! I like you. I like your style.”

As they walked through the stripped rooms, Ye kept asking, “You got this out? You did this?”

He began to describe his plans for the house.

Saxon asked, “Are you telling me this hypothetically, or do you want me to do it?”

Ye wanted him to do it.

As Saxon saw it, “He was so sick of everyone around him.”

Saxon demurred; he didn’t have a company or a license.

He was just a dude with a minivan and some stamina.

“But he goes, ‘You can do it! Don’t give me that. You can do this! Don’t say no!’”

Recalling this, Saxon laughed. “Some inspiring shit!”

Saxon warmed to Ye, and not just because of the flattery.

“I’m not in any way familiar with his music,” he told me. “But I kind of got him. We are very similar in a lot of ways.”

Saxon had been given his own bipolar diagnosis and detected in Ye some similar behaviors.

Later, after they got to know each other a little, Saxon brought this up. “I’m, like, ‘Are you on medication for it? I just started taking it a couple of months ago, and it fucking helped me.’ ”

Ye suggested that Saxon wear black and told him to be discreet: there were no permits for work on the house.

Saxon’s storytelling, like Ye’s, can digress, and his experience on Malibu Road, which lasted about six weeks, is now the subject of his lawsuit, which centers on alleged underpayment and a back injury.

But the outline of events is clear, and many of the details are confirmed by photographs and messages archived on Saxon’s phone.

Within a few days of that first meeting, Saxon had become something much closer to a project leader than to a day laborer.

He helped assemble a small crew by enlisting people he knew and a few outside contractors who’d been working at the house when he showed up.

Starting on the day he met Ye, Saxon didn’t go home for several weeks.

He found a mattress at the house; a friend later brought him some clothing in a trash bag, and his guitar.

Saxon began taking the house apart.

A coffee-table survey of Ando’s houses, to which Ando supplied a foreword, has the Sachs House on its cover.

The photograph was taken at the top of the wide outdoor staircase.

The photographer, facing the sea, was perhaps standing in the concrete hot tub.

Below, on the house’s main level, is the little courtyard.

To the left, two cylindrical stainless-steel chimney pipes, serving an indoor fireplace, run up the side of the house, rising several feet above the upper terrace.

The chimneys seem to quote a similar crowning gesture at the Pulitzer Arts Foundation.

Saxon’s videos include one in which he’s helping topple one of the chimneys.

Another shows someone swinging a hammer at a bathroom’s black-and-white marble walls.

A third demonstrates how a handsome glass balustrade, the kind you’re almost bound to find in a modern museum, shatters into windshield fragments when you tap its corner with a sledgehammer.

In a fourth, Saxon and another man are demolishing the hot tub with two jackhammers.

“There was so much rebar in the concrete,” Saxon told me. “It was absolutely brutal.”

Saxon had been hired to carve an oceanside Turrell out of an angular fifty-seven-million-dollar Ando.

Ye revealed to Saxon—although not all at once—that he wanted no kitchen, bathrooms, A.C., windows, light fixtures, or heating.

He was intent on cutting off the water and the power (and removing the house’s cable and wiring, which ran through the concrete in plastic tubes).

He talked of clarity, simplicity, and a kind of self-reliance.

“He wanted everything to be his own doing,” Saxon told me.

In one cheerful text from Ye to Saxon, in response to a report of the day’s demolition, he wrote, “Let’s gooooo . . . Simple fresh and cleeeeeean.”

Saxon says that he negotiated a fee of twenty thousand dollars a week and agreed to disburse additional funds to pay colleagues and buy materials. Initially, he slept in a corner of the main floor, beneath where the Condo once hung. The glass on the staircase side was gone, but the big ocean-facing windows were still intact, and the weather was mild. The spot gave him a view of the front door. Saxon felt exposed to possible intruders. Once, he had to chase out a couple of young Ye fans, who appeared to be live-streaming.

On Instagram, Saxon posted giddy, look-at-my-life content. In one such video, he sits on the wide indoor staircase, accompanying himself on the guitar in a resonant rendition of Smiley Lewis’s 1955 hit, “I Hear You Knocking.”

A caption reads, “Acoustics are too good at my new friend’s house.”

Another video is captioned, “I take rich people showers now.”

His impulse to amass half-ironic selfies, taken against a preposterous backdrop of ocean and concrete, is understandable, and it’s one that he shared with the occupants of the Big Ando nearby.

(Maria Bell, posting on Instagram around the same time: “Another album cover . . . My solo is entitled ‘Girl Brush your Hair.’ ”)

At first, Saxon saw a fair amount of Ye.

One morning, before dawn, Ye drove Saxon and another worker to Home Depot, and then to McDonald’s, in a Lamborghini S.U.V.

Some hours later, Ye announced that he was offended by how Saxon looked and smelled after a long day of labor, and took him to the Nobu hotel, in Malibu, where he had a room.

He gave Saxon some clothes and ran a bath for him.

“My jaw is, like, on the floor,” Saxon recalled. “He’s drawing the water. He goes, ‘You will never forget this moment.’ I said, ‘Damn right I will not.’ We were cracking up.”

On another day, Kardashian visited Malibu Road, with some of the children, or perhaps all four—Saxon isn’t sure.

He recalled helping the kids find foam blocks, from the ramp project, to play with.

He also said that one of his colleagues, arriving at the house, glanced at Kardashian and said, distractedly, “Oh, hello, Bianca.”

(There is a resemblance.)

After the family had left, Ye put his forehead on Saxon’s shoulder and groaned, “Why would your boy say that? She’s the most famous woman on earth!”

Saxon, apologizing, said of his friend, “He’s old.” (A few weeks later, Kardashian hosted “Saturday Night Live,” which led to a relationship with the cast member Pete Davidson. Ye later threatened Davidson with violence.)

Over the next weeks, even as Saxon’s experience rewarded him with moments of exhilaration, as well as a considerable income, his sense that he could handle anything was increasingly tested.

Before long, there was no kitchen in the house and nowhere else to keep food.

Dust got into everything.

Saxon and his colleagues knocked out all five bathrooms.

Nighttime temperatures dropped.

He had to placate the neighbors, who, he was relieved to learn, were rarely at home during the week, and he tried to remain invisible to city authorities: he couldn’t have a dumpster out front, and when the bathrooms were gone he had to hide a porta-potty.

As Censori once patiently explained to Ye, in a group text where he’d shown impatience, “No permitting increases caution.”

Saxon told me, “I was functioning like the sick-raccoon rock-and-roller that I am—just living off of Ensure and Red Bull.”

(He contends that Ye insisted he stay at the house; others say that it was his choice.)

Saxon felt trapped by his night-watchman role and slept poorly.

A big wave would crash, he recalled, “and I’d think somebody was breaking into the house.”

A seagull pecked at him.

He recalled once waking to Ye standing over him and saying, “I thought you’d be working.”

A worker at the beach house destroys a glass balustrade. Video courtesy Tony Saxon

By the end of October, demolition was largely complete.

The process had been interrupted by only occasional moments of confusion.

Once, Saxon thought that he was following Ye’s instructions by smashing up the fire pit in the courtyard.

He sent Ye a photograph of the pit reduced to a circular stump.

“This is not a good job brother,” Ye texted.

He’d wanted Saxon to take out the living-room fireplace instead.

It hardly mattered: all of it had to go.

The project was now starting to focus on additions and enhancements.

Saxon found this phase more fraught; it required engineering—and some planning.

What did Ye want?

Writing to Censori, Saxon observed how odd it was that, “no matter how tight we are with Ye,” they remained unsure of his intentions.

He added, “It’s always an adventure.”

Censori replied, “LMAOOO I know isn’t it crazy.”

Saxon developed a solidarity with Censori born of these conditions.

He encouraged Ye to have her take on a larger role at Malibu Road; in turn, she helped Saxon compose texts to Ye, who had complained of verbiage.

(“I don’t read long text,” he texted.)

Saxon and Censori once had a jokey exchange about marrying, to allow her to stay in the U.S. legally.

Censori: “I’ll get the best wedding dress.”

She added a bride emoji. Saxon: “Fine but we need to have an Elvis impersonator.”

Censori: “Obviously!!!!”

Ye could become distracted.

On the visit to Home Depot to buy tools, he’d spent an age trying to learn who had lined up plant pots in an appealing way.

A sales assistant shrugged.

“Well, I want their number,” Ye said, according to Saxon.

“That’s how I want my plants to look.”

(They didn’t buy any tools.)

While the Sachs House was being transformed, Ye was busy: making post-release changes to “Donda”; running a fashion empire; preparing to open a private school, the Donda Academy, west of L.A.; and reviving his Sunday Service concerts, built around a gospel choir, which he’d begun a few years earlier.

On October 28th, the Friday before the first of these concerts, which was to be held at a downtown warehouse that had been rented for Ye’s Gap business, Censori texted Saxon, “Wowwww so I’m on a 17 hour car ride from Portugal to Paris with Ye.”

(Ye has said that he couldn’t fly directly to Paris that week because he’d received only one covid vaccination shot.)

The road trip was “slightly torture,” she said, but she was grateful to have been included.

She asked Saxon whether he knew anyone who could procure a “giant sphere.”

A new text: “By Sunday.”

She meant for the L.A. concert.

She then sent a photograph of “Unseen Seen,” by James Turrell, installed in a museum in Tasmania.

It’s a sphere that accommodates two people at a time: after signing a waiver, they lie on their backs and are bombarded by colored light.

That weekend’s Sunday Service—attended by, among others, Marilyn Manson, Justin Bieber, and Tony Saxon—appears to have been held without a sphere.

A few weeks earlier, Saxon had shown Ye a part of the Malibu Road house that he’d never seen before.

In the garage, Saxon opened a hatch in the floor, then led Ye down a ladder into a space that, although on the same level as the laundry and the lower-floor bedrooms, couldn’t be accessed from there, and was basement-like in its lack of natural light.

As Saxon recalled it, he explained to Ye, “Look, there’s your water purifier. There’s your A.C. systems, there’s your boiler, there’s your water softener. You know, this is the guts of the house.” Ye, looking around, replied, “This is going to be my bomb shelter. This is going to be my Batcave.”

Ye’s hopes for the house, at least at this moment, call to mind the Atlanta stadium setup.

There’d be a cell-like capsule to provide for some basic human needs, from which one could emerge into a big, semipublic space that was open to the sky.

This was a vision less of a home than of a refuge within a striking concrete art work.

One of the people on the project had discussions with disaster-proofing specialists.

Ye sent Saxon various drawings showing an arrangement of amenities within a small space.

One image contained spherical and ovoid objects—“cooker,” “pump,” “fridge”—but no mattress.

Another included three crates, a “flat pack shower,” and a “robot platform.”

Ye wrote, “Let’s make this in real life.”

Saxon texted, “I love this—it’s genius,” but he had no idea what he was meant to do.

There were similarly desultory exchanges about recycling rainwater and cutting a hole in the floor to make a toilet.

Ye remained adamant about disconnecting the house from the grid; he also opposed installing solar panels.

In Saxon’s view, it would be unpleasant (and loudly indiscreet) to operate tools like concrete mixers using gas or diesel generators.

Ye was unsympathetic.

His usual boosterish tone—“What’s up, brother? Good morning. I love you. Let’s get this shit done,” in Saxon’s summary—gave way to peevishness: “Why is there still power here?”

By the start of November, no work had begun on the ramps, or slides, that had always been a part of Ye’s conception.

Although Ye had been open to the idea that paint could blur the difference between concrete and wood, Saxon recalled him recognizing that the foam had looked shoddy on the stairs.

Saxon had then asked an acquaintance to design a ramp scheme.

A rendering, which Saxon forwarded to Ye, featured new walls and a slide made of stainless steel, like in a playground.

Ye didn’t like it.

On November 5th, Censori sent, in a chat, three renderings of a concrete ramp with Ando-style tie holes.

Ye, in another chat, wrote, “When will this be done? I’ve been asking for this for over a month.”

He had bought a house designed by an architect with a history of staircase panache.

The Big Ando has a dazzling, thirty-six-foot-wide outdoor staircase on which you could reënact “Battleship Potemkin.”

But, in 2023, a lawsuit brought by former teachers at the Donda Academy, which shut down soon after it opened, claimed that Ye had discouraged the use of the second floor—because he was “afraid of stairs.”

That may not be true, but he certainly had no regard for stairs.

On what may be the only occasion when Ye has publicly mentioned events at Malibu Road, he told a pair of podcasters that he was “really big on outlawing stairs,” adding, “Everything should be designed like an old folks’ home.”

The ramps that Ye proposed for Malibu Road appeared to be at least four times as steep as any allowed by the Americans with Disabilities Act, and they would have ended not far from the edge of a terrace that, during the demolition process, lost its balustrade.

Someone descending the ramp from the primary bedroom on, say, a skateboard, could expect to shoot off the edge and land some thirty feet below, on the beach.

Another rendering, sent along with the concrete-ramp images, showed a room turned into an unambiguously Turrell-like space, with a large hole cut into its ceiling.

By this point, Saxon was feeling unwell and unhappy: he says that his payments had stopped arriving and that his co-workers were maneuvering to sideline him.

It seems possible that Ye had come to recognize that Saxon, for all his virtues, was unqualified to run an ill-defined project in experimental engineering.

On November 5th, Saxon shared with Ye a link to a 1958 recording of “When I’ve Done My Best,” by the Harmonizing Four.

Not long after, Saxon drove to meet Ye at the Gap building downtown.

(Ye would later be sued for changes he’d allegedly made to this rental: according to the suit, bathrooms had been removed, and a ramp and a tunnel added.)

Ye and Saxon had a fight—about money, electricity, and Saxon’s apparent reluctance to take out the ocean-facing windows in the living room.

In Saxon’s memory, Ye said, “If you don’t do what I asked you to do, I’m not going to be your friend anymore. You’re not going to work for me anymore. And you’re only going to see me on TV.”

Saxon told Ye that he didn’t watch TV.

“And then I walked the fuck out.”

When Ye’s fifth studio album, “My Beautiful Dark Twisted Fantasy,” was released, in 2010, it was almost universally received as a masterpiece.

A few years later, Ye gave an interview to BBC Radio 1. “‘Dark Fantasy’ could be considered to be perfect,” he said. “I know how to make perfect, but that’s not what I’m here to do. I’m here to crack the pavement and make new grounds sonically and in society—culturally.”

If Ye’s decision-making on Malibu Road shows evidence of incomplete thinking about, among other things, certificates of occupancy, toilets, and the challenge of being a global celebrity in a windowless house on a public beach, it also doesn’t look like a project of heedless destruction.

One can allow that not every aesthetic rebellion yields art of value, and also recognize that a jackass is sometimes just a jackass—to borrow President Obama’s appraisal of Ye—and not an iconoclast.

But Malibu Road was at least an attempt at radical design.

In 2021, Ye had a core architectural team of three people—Censori, Tanil Raif, and Abe Salman—all of whom were still in their twenties.

Ye spent much of his time with them, travelled with them, and talked with them about developing an architecture of “primitive futurism” or “neo-primitivism.”

He was a student among recent students.

Ye’s circumstances were, of course, weird: other architectural apprentices experiment with 3-D-modelling software; he did his experimenting on a three-story Ando.

Yet his public remarks, as well as his actions, have the strengths, and weaknesses, of a spirited young designer.

“I’m very into architecture, but I’m not into the class system,” Ye said in 2021.

Housing, he observed, was just another form of control; the idea of being “homeless on purpose” interested him.

Speaking to the podcasters in 2022, Ye said that he’d wanted to “look at the bones” of the Sachs House—to strip away “compromises” that he supposed had been forced on Ando by his client.

“To get this house, and be able to just take everything out—it was, you know, extremely therapeutic.”

He once told Saxon, “Ando would love this. I can’t wait to show him everything we did. He would love this.”

(A representative of Ando’s recently told me that Ando “does not like to talk much about the House in Malibu” and declined further comment.)

A few months after Saxon left, Ye met with Kulapat Yantrasast, the former Ando architect, and took him to Malibu Road.

Work had continued for a while after Saxon left—Ye persuaded someone to remove the big windows—but then everything had stopped.

(The City of Malibu recently acknowledged that, on December 21st, it issued the first of three stop-work orders on the house, because construction had been done without permits.)

Yantrasast approved of what he saw.

Or, at least, he didn’t mourn what had been lost.

“The classics cannot stay stable for too long—they become complacent,” he told me.

Ye soon became a client of Yantrasast’s.

In the following months, they talked of other projects, and Ye expressed interest in buying the Big Ando.

Yantrasast and Ye returned to Malibu Road several times.

“He wanted to understand how this concrete structure could be enhanced,” Yantrasast said. “Not brought back to how it was, but become completely different, in a way that was very raw.”

Ye and Bianca Censori, his wife. An Australian, Censori studied architecture at the University of Melbourne.

He went on, “I have to say, I really admire what Ye was trying to do.”

As Yantrasast saw it, Ye had used Ando “as a base to build his own language of architecture.”

Inside the Hidden Hills house, Ye had worked to “reduce and reduce and reduce,” and had then understood “that the next step is to really go to the primal rawness.”

Yantrasast said that he’d been reminded of the end of Robert Altman’s film “Prêt-à-Porter,” when a fashion designer sends naked models out on the runway.

Toward the end of 2022, Ye made the antisemitic and pro-Nazi remarks that destroyed his business empire.

Adidas dropped him, describing his comments as “unacceptable, hateful and dangerous.”

(Ye eventually released a general statement of apology, in Hebrew.)

According to estimates made by Forbes, his net worth fell from two billion dollars to four hundred million.

He could no longer afford the Big Ando.

In December, 2022, Ye posted on Instagram a song called “Censori Overload.”

(It included a sample from an interview he’d just given to Alex Jones, of Infowars, in which he’d praised Hitler.)

The next month, Ye and Censori were photographed out together, as an apparent couple.

It was later reported that they had already married.

Censori has since become known to tabloids in part for a wardrobe whose near-nude minimalism also brings to mind Altman’s concluding scene.

Last year, she and Ye were seen with Turrell, waiting for valet parking outside a lobster restaurant in Santa Monica.

They were also photographed at Ando’s Chichu Art Museum, on Naoshima.

In May, 2023, the Bells sold the Big Ando to Beyoncé and Jay-Z, for a hundred and ninety million dollars—the most ever paid for a house in California.

A Ye-oriented Reddit thread introduced that news by quoting from “Big Brother,” Ye’s 2007 track about the mixture of rivalry and respect in his relationship with Jay-Z:

“I told Jay I did a song with Coldplay / Next thing I know he got a song with Coldplay.”

Architectural fame doesn’t guarantee respect.

Americans have demolished houses by Frank Lloyd Wright and Marcel Breuer.

Last year, Chris Pratt, the actor, and his wife, Katherine Schwarzenegger, a self-help writer, bought a house in the Brentwood area of Los Angeles designed by Craig Ellwood, an admired mid-century architect.

They knocked it down and began building something five times as large.

In the nineties, a Pacific Palisades house designed by Charles Eames and Eero Saarinen—working together, as part of the now celebrated mid-century Case Study experiment in residential architecture—was sold to a man who built a mansion inches from its face.

The Case Study house lost its wide view of the ocean, becoming an annex joined to its blocky new neighbor by a corridor.

It’s hard, however, to think of another esteemed house that’s been left exposed to the elements, and to the public’s gaze, after being jackhammered halfway to ruins.

Saxon told me, “It’s funny—and not funny, in a way—to say, ‘I’m the man who single-handedly destroyed this architectural masterpiece.’ But I pretty much did.”

Ron Radziner recalled the first time he saw photographs of the changes made to the Sachs House.

“We were all devastated,” he said. “It was this beautiful piece of architecture, and it’s really destroyed.”

Toward the end of last year, he heard again from Ye’s office.

In Radziner’s recollection, he was asked “to put it all back together.” He expressed interest. He told me, “I’d be thrilled to have the opportunity to bring it all the way back.”

Radziner gave Ye an estimate. (He declined to share the figure with me, beyond acknowledging that it exceeded ten million dollars.) As before, Ye didn’t reply. “The next thing we heard is the house was on the market.”

In December, the news broke that the Malibu Road house was being listed by the Oppenheim Group, which is both a real-estate brokerage and the setting of the hit reality show “Selling Sunset,” on Netflix. The Oppenheim Group listing used the same photographs that Sachs had used when selling it: balustrades, sun loungers, windows. Ye’s asking price was fifty-three million dollars.

In February, I spoke to Jason Oppenheim, who runs the company with his twin brother, Brett. Jason gamely tried to close the gap between that imagery and the cavernous reality. Stress-testing real-estate rhetoric, he argued that an Ando structure is “ninety per cent concrete” and that what has been lost on Malibu Road is “just, really, finish work,” which was already a decade old and ripe for replacement. “So you’re going to be getting, essentially, a brand-new Ando.”

As he noted, Ando is in his eighties, and one can’t just call him up to ask for a design. The house was a “collectible”—all the more so because of the Ye connection. A buyer would be inheriting from two cultural giants. “I don’t know if there’s a more interesting story behind a house,” Oppenheim said. “It’s exciting that you get to be the third iteration. You’re following Ando and West, and then you’re getting to put your stamp on it.”

Oppenheim conceded that it’s hard to think of plumbing, power, and windows as “finish.” There were plans, he said, to do some work on the house if it didn’t sell quickly. “I do think that windows and doors will allow it to be received better,” he said. He estimated that a full renovation, making the house habitable, might take eighteen to twenty-four months and cost “plus-or-minus five million.” (He later said that it was definitely plus.) When I asked Oppenheim about the stainless-steel chimneys, whose demolition had altered the silhouette of the house, he seemed surprised: “I don’t recall any chimney being removed.”

It was a sluggish time in the “ultra-lux” market, Oppenheim said. He did not rule out the idea that Ye’s torn-up house might appear on “Selling Sunset.”

A few days later, I walked along the beach in Malibu. It was around high tide, when you’re forced to pass right by the pillars that support the houses looming over you; you’re close enough to read sour, threatening little signs urging you to go away. Waves occasionally reached beneath Ye’s house. On a narrow staircase that leads down to the sand, the bottom six or seven steps were wet.

Up on Malibu Road, it looked as though someone had attempted to force open the freestanding concrete mailbox in front of the house, near where Saxon had once tried to hide a porta-potty. But the street-facing side of the house was otherwise in unaltered condition and delivered the usual Ando contrast of high precision—holes and lines—and the subtle disorder of the concrete’s shading, with bruises of dark gray, or yellowish gray, set against paler gray.

On the Pacific side of the beach house, where there were once windows and glass balustrades, safety barriers have been installed. They’ve quickly rusted, and the floor beneath them—made of concrete, Ando’s signature material—is now stained red.Photograph by Spencer Lowell for The New Yorker

Inside, I was surprised by the loudness of the surf—even in the dim vestibule where the aluminum Ando statue used to stand. In an empty house with no windows, the sound of the ocean filled every room. Underfoot, the original tiles had been hammered out, and so had the cables and pipes that were once embedded beneath. The floor was now rough concrete, covered in cavities and trenches, like a road that had been chewed up by a milling machine ahead of a resurfacing.

I looked around for half an hour. The seagulls kept their distance. The sun shone. Oppenheim was not quite wrong: the house was still here, in a way that another architect’s work might not be, given Ye’s thoroughness and more than two years of salt and rain. But the fireplace was now a hole between the living room and the courtyard; the concrete hot tub was just a scar. The staircases were as pitted as the floors. It was a scene of violence, even if you could still identify the spot where Sachs once hung a Cindy Sherman. The walls often showed where someone had aimed a blow at a closet or a sheet of marble but instead hit smooth concrete, contributing a rogue mark to Ando’s tie-hole pattern. At some point, on the beach side of the house, where there were once windows and glass balustrades, safety barriers were installed. They quickly rusted, and the concrete beneath them was stained red.

Downstairs, an internal concrete wall, which once stood between a bedroom and its bathroom, lay on the floor in fragments, with rebar poking out of it—I saw this against a backdrop of perfectly blue sky, suggesting an Anselm Kiefer sculpture on vacation. I walked through the former laundry into the control room. Almost no daylight reached this corner, and there was no cross-breeze to dry it out. I was splashing through an inch or two of standing water that looked gray in the dim light. Ye’s Batcave was on the other side of the wall in front of me.

In mid-April, he reduced the price to thirty-nine million dollars. ♦

[newstfionline]

Wednesday, February 23, 2022

Trudeau’s emergency powers upheld in Canada’s House amid worries ‘Freedom Convoy’ could return (Washington Post) In a 185-to-151 vote Monday, Canada’s House of Commons affirmed the use of special emergency powers invoked by Prime Minister Justin Trudeau to quell weeks-long blockades by self-styled “Freedom Convoy” protesters. Ottawa was largely cleared this past weekend of the protests that clogged the capital’s streets and frayed residents’ nerves, and major U.S.-Canada trade routes have been restored. But speaking to reporters ahead of the vote, Trudeau said the state of emergency he declared last week is not over because there continue to be “real concerns” over new demonstrations cropping up. Monday’s vote was largely divided along party lines. Provincial leaders were also split over Trudeau’s emergency powers: Doug Ford, premier of Ontario, supported the invocation, while Alberta’s leader, Jason Kenney, promised to challenge the federal government in court. The 34-year-old law, which was put to use for the first time last week, gives the Canadian government broad powers and tools to respond to national emergencies, authorizing federal authorities “to intrude into areas that would normally be under provincial jurisdiction during an emergency,” one legal expert explained.

Big Tech Makes a Big Bet: Offices Are Still the Future (NYT) Early in the pandemic, when shops along Mill Avenue in downtown Tempe closed their doors and students at nearby Arizona State University were asked to go home, the roar of construction continued to fill the air. Now, gleaming in the sunlight and stuffed with amenities, towering glass office buildings have sprouted up all over the Phoenix metropolitan area. Arizonans are about to have new next-door neighbors. And they include some of the technology industry’s biggest names. DoorDash, the food delivery company, moved into a new building on the edge of a Tempe reservoir in the summer of 2020. Robinhood, the financial trading platform, rented out a floor in an office nearby. On a February morning, construction workers were putting the finishing touches on a 17-story Tempe office building expected to add 550 Amazon workers to the 5,000 already in the area. The frenetic activity in the Phoenix suburbs is one of the most visible signs of a nationwide recovery in commercial office real estate fueled by the tech industry, which has enjoyed unchecked growth and soaring profits as the pandemic has forced more people to shop, work and socialize online. Big tech companies like Meta and Google were among the first to allow some employees to work from home permanently, but they have simultaneously been spending billions of dollars expanding their office spaces. But companies, real estate analysts and workplace experts said several factors were propelling the trend, including a hiring boom, a race to attract and retain top talent and a sense that offices will play a key role in the future of work. In the last three quarters of 2021, the tech industry leased 76 percent more office space than it did a year earlier, according to the real estate company CBRE.

If Joe Biden Doesn’t Change Course, This Will Be His Worst Failure (NYT/Opinion) Ninety-five percent of Afghans don’t have enough to eat. Nearly nine million are at risk of starvation. The U.N.’s emergency aid request, at more than $5 billion, is the largest it has ever made for a single country. “The current humanitarian crisis could kill far more Afghans than the past 20 years of war,” David Miliband, president of the International Rescue Committee, wrote recently. And we bear much of the blame. We have turned a crisis into a catastrophe. The drought in Afghanistan is the worst in decades. The Taliban is a brutal regime that has no idea how to manage an economy, and in many ways is barely trying. “Remember, the Emirate had not promised you the provision of food,” Mullah Muhammad Hassan, the head of the Taliban regime, said. “The Emirate has kept its promises. It is God who has promised his creatures the provision of food.” But neither drought nor Taliban mismanagement fully explain the horror unfolding in Afghanistan. “The long and short of it is Western economic restrictions are creating an economic crisis in the country which is driving tens of millions Afghans into starvation,” Graeme Smith, an Afghanistan expert at the International Crisis Group, told me. We froze more than $9 billion that belonged to the Afghan government—the vast majority of its foreign reserves. Sanctions that had long applied to the Taliban as a terrorist group suddenly applied to the government of Afghanistan, and few companies or countries dared violate them. “If state collapse was the object of policy, it could hardly be better designed,” Miliband told the Senate Foreign Relations Committee in unusually blunt testimony.

First Peruvian ex-president on trial for Odebrecht scandal (AP) A Peruvian judge started a trial Monday for corruption charges against former President Ollanta Humala and his wife, both accused of money laundering in a scandal involving Brazilian construction giant Odebrecht that has stained the highest political leaders in this South American country over the last two decades. Humala is the first former leader of Peru standing trial in Latin America’s biggest graft scandal, although three other ex-presidents have been involved in the case. Prosecutors accused Humala and his wife of receiving over $3 million from Odebrecht for his presidential campaigns in 2006 and 2011. Both denied any wrongdoing. Odebrecht admitted in a U.S. Justice Department plea agreement to paying $800 million in bribes to high-ranking officials around the region in exchange for lucrative public works contracts.

How Europeans Are Responding to Exorbitant Gas and Power Bills (NYT) A German retiree facing sky-high energy bills is turning to a wood-burning stove. The owner of a dry cleaning business in Spain adjusted her employees’ work shifts to cut electric bills and installed solar panels. A mayor in France said he ordered a hiring freeze because rising electrical bills threaten a financial “catastrophe.” Europeans have long paid some of the world’s highest prices for energy, but no one can remember a winter like this one. Lives and livelihoods across the continent are being upended by a series of factors, including pandemic-induced supply shortages and now geopolitical tensions that are driving some energy prices up fivefold. The flow of gas could be interrupted now that the Kremlin has ordered Russian troops into separatist territories of Ukraine. Russia provides more than a third of Europe’s natural gas, which heats homes, generates electricity and powers factories. Even as politicians and leaders in capitals across Europe are freezing prices, slashing taxes on energy and issuing checks to households hardest hit by the price increases, concerns are growing about what the persistently high prices could mean for people’s jobs and their ability to pay their bills. “People are very upset and very distressed,” said Stefanie Siegert, who counsels consumers in the eastern German state of Saxony who find themselves struggling to pay their gas and power bills.

Ukraine: Russian incursion, US sanctions (Bloomberg) After months of Kremlin denials that tens of thousands of troops massed on Ukraine’s borders telegraphed an intent to invade, U.S. President Joe Biden on Tuesday condemned Russia for doing just that. In a televised address, Biden announced sanctions over the decision by Vladimir Putin to send more troops into two so-called separatist republics inside Ukraine, and said the move sets the stage for a larger-scale invasion. Kremlin forces already occupy Ukraine’s Crimean peninsula. In coordination with European allies and others, the U.S. said it’s implementing a first round of sanctions, effectively cutting Moscow off from Western financing. Biden added he would announce other targeted sanctions against Russian oligarchs and their families in the coming days. Germany halted the Nord Stream 2 pipeline, one of Putin’s biggest priorities, and the U.K. announced additional sanctions targeting banks.

South Koreans overwhelmingly want nuclear weapons to confront China and North Korea, poll finds (Washington Post) There has long been a desire among South Koreans for domestic nuclear weapons capability, but a poll shows that in the face of North Korea’s nuclear ambitions and an assertive China, that view has ballooned to more than 70 percent of the population—most of whom want to go nuclear even when the potential drawbacks are explained. The poll, released Tuesday by the Chicago Council on Global Affairs, found robust support for nuclear weapons in South Korea: South Koreans want nuclear weapons even when they feel confident about the country’s alliance with the United States and about the strength of their own military.

In an Uneven Fight With China, a Tiny Country’s Brand Becomes Toxic (NYT) A family-owned semiconductor company in Lithuania sold nothing to China, so it did not worry much last year when Beijing, furious at the Baltic nation for cozying up to Taiwan, began blocking imports of milk products, peat and anything else it could find with a “Made in Lithuania” label. Closing the door on Lithuanian exports, however, was just the start. Today, said Kristijonas Vizbaras, a founder of the successful chip maker Brolis Group, anything with a “Lithuanian smell,” no matter how faint—say, a German car with a small Lithuanian-made component—risks getting blocked by China. “Unfortunately, Lithuania has become a toxic label,” he said, lamenting that China’s economic power has given it irresistible leverage over global supply chains—and as a result, the ability to strike wherever these chains intersect with his tiny Baltic country or any other nation that causes offense to Beijing. The lopsided fight between Lithuania, with a population of under three million, and China started last summer over a representative office that Taiwan, a thriving democracy that Beijing claims as Chinese territory, was opening in Vilnius, the Lithuanian capital. That feud has now expanded. The German-Baltic Chamber of Commerce warned Lithuania in December that its members working in high-tech sectors had been hit by the “Chinese-Lithuanian trade blockage in an existential way.” The European Union in January filed a complaint against China with the World Trade Organization, calling its actions against Lithuania “illegal and discriminatory,” but has otherwise largely left one of its smallest and weakest members to fend for itself. While publicly pledging solidarity with Lithuania, Josep Borrell, the bloc’s foreign policy chief, has privately urged it to appease Beijing by having the office represent “Taipei” instead of Taiwan.

Hong Kong orders mandatory COVID-19 tests for all residents (AP) Hong Kong will test its entire population for COVID-19 in March, the city’s leader said Tuesday, as the city grapples with its worst outbreak driven by the omicron variant. Hong Kong has reported about 5,000 new daily infections since Feb. 15, with the number threatening to overwhelm its healthcare system. Since the surge began at the beginning of the year, the city has recorded nearly 54,000 cases and 145 deaths. The order for citywide testing comes after mainland Chinese authorities dispatched health workers and medical resources last week to help contain the outbreak in the semi-autonomous Chinese city.

Dubai airport is busiest for global travel (AP) Dubai’s main airport said Tuesday it has retained its top place as the world’s busiest for international travel with around 29 million passengers shuttling through the global gateway last year. The 2021 passenger figures are encouraging for the tourism-driven economy of Dubai, regarded as a critical link between East and West. The numbers are sign that international travel has picked up somewhat since the coronavirus pandemic spawned unprecedented global lockdowns and border closures in 2020. Last year’s figure represents a 12% increase in traffic at Dubai International Airport compared to 2020. Dubai is currently hosting the six-month-long World’s Fair, which was delayed by a year due to the pandemic. Expo 2020, which opened in October and runs until the end of March, has attracted millions of visitors as well as heads of state, royalty and celebrities, helping to further cement Dubai’s reputation as a global destination.

[mypersonalseoblogs]

2020 Ford Edge Redesign, Change, Towing Capacity

2020 Ford Edge Redesign, Change, Towing Capacity

2020 Ford Edge Redesign, Change, Towing Capacity – Conversing with all the cutting edge Edge model originating from Ford, you can have established all the truth that you will have a finished revamp of it to be found throughout 2020-2021. This renovated model is going to offer only two trims which in turn are 2020 Ford Edge Titanium and 2020 Ford Edge ST variant.

There are yet many yrs to move to…

[marketerefforts]

Low Emission Vehicle Market 2021 | Business Opportunity, Growth Strategies & Forecast Report By 2027

The Low Emission Vehicle Market Report, in its latest update, highlights the significant impacts and the recent strategical changes under the present socio-economic scenario. The Low Emission Vehicle industry growth avenues are deeply supported by exhaustive research by the top analysts of the industry. The report starts with the executive summary, followed by a value chain and marketing channels study. The report then estimates the CAGR and market revenue of the Global and regional segments.

Base Year: 2020

Estimated Year: 2021

Forecast Till: 2027

The report classifies the market into different segments based on type and product. These segments are studied in detail, incorporating the market estimates and forecasts at regional and country levels. The segment analysis is helpful in understanding the growth areas and potential opportunities of the market.

Get | Download FREE Sample Report of Global Low Emission Vehicle Market @ https://www.decisiondatabases.com/contact/download-sample-11355

A special section is dedicated to the analysis of the impact of the COVID-19 pandemic on the growth of the Low Emission Vehicle market.  The impact is closely studied in terms of production, import, export, and supply.

The report covers the complete competitive landscape of the Worldwide Low Emission Vehicle market with company profiles of key players such as:

Tesla

Ford

General Motors

Daimler

BMW

Mitsubishi

Toyota

Honda

Isuzu

Hyundai

BYD

 Want to add more Company Profiles to the Report? Write your Customized Requirements to us @ https://www.decisiondatabases.com/contact/get-custom-research-11355

Low Emission Vehicle Market Analysis by Type:

Mild Hybrid Electric Vehicle

Hybrid Electric Vehicle

Plug-in Hybrid Electric Vehicle

Pure Electric Vehicle

Low Emission Vehicle Market Analysis by Application:

Passenger Cars

Commercial Cars

Low Emission Vehicle Market Analysis by Geography:

North America (USA, Canada, and Mexico)

Europe (Germany, UK, France, Italy, Russia, Spain, Rest of Europe)

Asia Pacific (China, India, Japan, South Korea, Australia, South-East Asia, Rest of Asia-Pacific)

Latin America (Brazil, Argentina, Peru, Chile, Rest of Latin America)

The Middle East and Africa (Saudi Arabia, UAE, Israel, South Africa, Rest of the Middle East and Africa)

Key questions answered in the report:

 What is the expected growth of the Low Emission Vehicle market between 2022 to 2027?

Which application and type segment holds the maximum share in the Global Low Emission Vehicle market?

Which regional Low Emission Vehicle market shows the highest growth CAGR between 2022 to 2027?

What are the opportunities and challenges currently faced by the Low Emission Vehicle market?

Who are the leading market players and what are their Strengths, Weakness, Opportunities, and Threats (SWOT)?

What business strategies are the competitors considering to stay in the Low Emission Vehicle market?

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About Us:

DecisionDatabases.com is a global business research report provider, enriching decision-makers, and strategists with qualitative statistics. DecisionDatabases.com is proficient in providing syndicated research reports, customized research reports, company profiles, and industry databases across multiple domains. Our expert research analysts have been trained to map client’s research requirements to the correct research resource leading to a distinctive edge over its competitors. We provide intellectual, precise, and meaningful data at a lightning speed.

For more details: DecisionDatabases.com E-Mail: sales@decisiondatabases.com Phone: +91 90 28 057900 Web: https://www.decisiondatabases.com/

[newresearchmarket]

Sports Utility Vehicles Market 2021 | Business Opportunity, Growth Strategies & Forecast Report By 2027

The Sports Utility Vehicles Market Report, in its latest update, highlights the significant impacts and the recent strategical changes under the present socio-economic scenario. The Sports Utility Vehicles industry growth avenues are deeply supported by exhaustive research by the top analysts of the industry. The report starts with the executive summary, followed by a value chain and marketing channels study. The report then estimates the CAGR and market revenue of the Global and regional segments.

Base Year: 2020

Estimated Year: 2021

Forecast Till: 2027

The report classifies the market into different segments based on type and product. These segments are studied in detail, incorporating the market estimates and forecasts at regional and country levels. The segment analysis is helpful in understanding the growth areas and potential opportunities of the market.

Get | Download FREE Sample Report of Global Sports Utility Vehicles Market @ https://www.decisiondatabases.com/contact/download-sample-10909

A special section is dedicated to the analysis of the impact of the COVID-19 pandemic on the growth of the Sports Utility Vehicles market.  The impact is closely studied in terms of production, import, export, and supply.

The report covers the complete competitive landscape of the Worldwide Sports Utility Vehicles market with company profiles of key players such as:

Ford

GM

Daimler

Toyota

Volkswagen

Honda Motor

Nissan Motor

Want to add more Company Profiles to the Report? Write your Customized Requirements to us @ https://www.decisiondatabases.com/contact/get-custom-research-10909

Sports Utility Vehicles Market Analysis by Type:

Small SUV

Medium SUV

Large SUV

Sports Utility Vehicles Market Analysis by Application:

Passenger Car

Commercial Vehicle

Sports Utility Vehicles Market Analysis by Geography:

North America (USA, Canada, and Mexico)

Europe (Germany, UK, France, Italy, Russia, Spain, Rest of Europe)

Asia Pacific (China, India, Japan, South Korea, Australia, South-East Asia, Rest of Asia-Pacific)

Latin America (Brazil, Argentina, Peru, Chile, Rest of Latin America)

The Middle East and Africa (Saudi Arabia, UAE, Israel, South Africa, Rest of the Middle East and Africa)

Key questions answered in the report:

 What is the expected growth of the Sports Utility Vehicles market between 2022 to 2027?

Which application and type segment holds the maximum share in the Global Sports Utility Vehicles market?

Which regional Sports Utility Vehicles market shows the highest growth CAGR between 2022 to 2027?

What are the opportunities and challenges currently faced by the Sports Utility Vehicles market?

Who are the leading market players and what are their Strengths, Weakness, Opportunities, and Threats (SWOT)?

What business strategies are the competitors considering to stay in the Sports Utility Vehicles market?

Purchase the Complete Global Sports Utility Vehicles Market Research Report @ https://www.decisiondatabases.com/contact/buy-now-10909

About Us:

DecisionDatabases.com is a global business research report provider, enriching decision-makers, and strategists with qualitative statistics. DecisionDatabases.com is proficient in providing syndicated research reports, customized research reports, company profiles, and industry databases across multiple domains. Our expert research analysts have been trained to map client’s research requirements to the correct research resource leading to a distinctive edge over its competitors. We provide intellectual, precise, and meaningful data at a lightning speed.

For more details: DecisionDatabases.com E-Mail: sales@decisiondatabases.com Phone: +91 90 28 057900 Web: https://www.decisiondatabases.com/

[article-research]

Automotive Bumpers Market Size, Share, Growth Opportunity and Trends by Growing CAGR Till 2026

The global Automotive Bumpers Market report offers a comprehensive assessment of the market for the forecast years. The report contains several segments and an analysis of the market trends and growth factors that are playing a vital role in the market. These factors encompass the drivers, restraints, and opportunities. This globe industry offers an outlook on the strategic development of the market in terms of revenue profits over the forecast period 2021-2026.

The key market players for the global Automotive Bumpers market are listed below:

Flex-N-Gate

SMG

Magna International

Ford

Faurecia

Plastic Omnium

KIRCHHOFF Automotive

Alcoa

Toyoda Gosei

AGS

Eco Plastic Automotive

Aisin Light Metals

Others

Click here to get a FREE Sample Copy of the Automotive Bumpers Market Research Report @ https://www.decisiondatabases.com/contact/download-sample-28122

The Global Automotive Bumpers Market Report is equipped with market data from 2016 to 2026. The report gives a market overview covering key drivers and risk factors. The report is bifurcated by top global manufactures mentioning sales, revenue, and prices as applicable. It also evaluates the competitive scenario of the leading players. The report expands to cover regional market data along with type and application. The report forecasts sales and revenue from 2021 to 2026. The detailed sales channel is also covered in the study.

COVID-19 Impact Analysis on Automotive Bumpers Market

The global pandemic COVID-19 has affected the Automotive Bumpers market directly or indirectly. This study covers a separate section giving an explicitly clear understanding of the aftereffects of this pandemic. The detailed study highlights the probable outcomes of this global crisis on the Automotive Bumpers industry. The impact study on production, supply-demand, and sales provides a holistic approach to the future.

Do You Have Any Query Or Report Customization? Ask Our Market Expert @ https://www.decisiondatabases.com/contact/ask-questions-28122

Why Purchase this Report?

A robust research methodology has been followed to collect data for the report. Data, thus collected passes through multiple quality checks to ensure the best quality is served.

The report gives a holistic view of the competitive scenario of the Automotive Bumpers market

The latest product launches along with technological changes and development are covered in the report.

The data analysis in the report helps in understanding the anticipated Automotive Bumpers market dynamics from 2021 to 2026.

DecisionDatabases has a vast repository of data, therefore, we can accommodate customized requirements also.

The graphs, tables and pie charts, and info-graphics covered in the report will help in a better understanding of the report.

The market drivers, restraints, upcoming opportunities, and anticipated restraints cited in the report will assist in making an informed decision.

To better understand the market scenario, the Automotive Bumpers market is segmented as below:

By Types:

Metal

Plastic

By Applications:

Commercial Vehicle

Passenger Vehicle

By Regions:

North America (U.S., Canada, Mexico)

Europe (U.K., France, Germany, Spain, Italy, Central & Eastern Europe, CIS)

Asia Pacific (China, Japan, South Korea, ASEAN, India, Rest of Asia Pacific)

Latin America (Brazil, Rest of L.A.)

The Middle East and Africa (Turkey, GCC, Rest of Middle East)

The content of the study subjects includes a total of 14 chapters:

Chapter 1: To describe Automotive Bumpers product scope, market overview, market opportunities, market driving force, and market risks. Chapter 2: To profile the top manufacturers of Automotive Bumpers, with price, sales, revenue, and global market share of Automotive Bumpers in 2018 and 2019. Chapter 3: The Automotive Bumpers competitive situation, sales, revenue, and global market share of top manufacturers are analyzed emphatically by landscape contrast. Chapter 4: The Automotive Bumpers breakdown data are shown at the regional level, to show the sales, revenue, and growth by region, from 2015 to 2020. Chapter 5 and 6: To segment the sales by type and application, with sales market share and growth rate by type, application, from 2015 to 2020. Chapter 7, 8, 9, 10 & 11: To break the sales data at the country level, with sales, revenue, and market share for key countries in the world, from 2016 to 2021 and Automotive Bumpers market forecast, by regions, type, and application, with sales and revenue, from 2021 to 2026. Chapter 12, 13 & 14: To describe Automotive Bumpers sales channel, distributors, customers, research findings and conclusion, appendix, and data source.

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About Us:

DecisionDatabases.com is a global business research report provider, enriching decision-makers, and strategists with qualitative statistics. DecisionDatabases.com is proficient in providing syndicated research reports, customized research reports, company profiles, and industry databases across multiple domains. Our expert research analysts have been trained to map client’s research requirements to the correct research resource leading to a distinctive edge over its competitors. We provide intellectual, precise, and meaningful data at a lightning speed.

For more details: DecisionDatabases.com E-Mail: sales@decisiondatabases.com Phone: +91 90 28 057900 Web: https://www.decisiondatabases.com/

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[blueweave8]

Insight into UK Electric Vehicle Market during 2021-2027

A recent study conducted by the strategic consulting and market research firm, BlueWeave Consulting, revealed that the UK electric vehicle market was worth USD 2.81 billion in 2020. According to the study, the market is estimated to grow at a CAGR of 12.7%, earning revenue of around USD 6.26 billion by the end of 2027. The growth of the UK electric vehicle market is attributable to increasing consciousness towards non-renewable resources and carbon emissions. The transportation sector is the primary source of air pollutants such as carbon monoxide, ozone, lead, and various nitrogen oxides. In light of this, the UK government intends to ban fuel vehicles within the next decade.

Moreover, the government is also providing financial aid to encourage people to adopt electric vehicles. It is anticipated that this factor will propel the market demand for electric vehicles in the United Kingdom besides boosting the market growth. However, the lack of sufficient charging infrastructure in the United Kingdom and self-sufficiency in oil, which keeps the fuel price comparatively stable, is expected to hinder the growth of the UK electric vehicle market.

Improving Electric Vehicle Battery Life Is Expected to Boost the UK Electric Vehicle Market

Battery power is improving and becoming less expensive as a result of the consistent efforts of EV battery manufacturers and technological advancements. Lower costs of batteries also influence the price of electric vehicles and make them more affordable to the general public. For instance, researchers at the University of Texas have developed a lithium-ion battery that does not contain cobalt in its cathode. Instead, it shifted to a nickel-based alloy with a high nickel content (89%) and manganese and aluminum as the other ingredients. Using this development, researchers hope to develop batteries that last longer and distribute ions evenly, while reducing cost. These factors are powering the growth of the UK electric vehicle market.

Increasing Development of Charging Infrastructure Is Favoring the United Kingdom Electric Vehicle Market Growth

Due to the increased number of electric vehicle drivers on British roads, it is significant that charging points at various locations should be more readily available so that journeys do not become impeded. There are currently more than 42,000 charging points spread across 15,500 locations. In addition to government investments, private entities are also investing in developing charging stations in the UK. For example, Royal Dutch Shell, an oil and gas multinational, has offered to develop up to 15,000 charging points across the UK. These factors are likely to boost the United Kingdom electric vehicle market in the forecast period.

Request For Free Sample Report @ https://www.blueweaveconsulting.com/report/uk-electric-vehicle-market/report-sample

United Kingdom (UK) Electric Vehicle Market - By Segment

Market segments for electric vehicles in the United Kingdom include passenger cars, two-wheelers, three-wheelers, fleet utility vehicles, electric trucks, electric buses, and other commercial vehicles. The passenger car segment accounts for the largest market share with the growing support of the UK government. The government adopts stringent regulations related to vehicle carbon emission. Additionally, it offers subsidies for the adoption of electric vehicles, increasing demand for passenger vehicles in the United Kingdom. On the other hand, the commercial vehicle segment is also growing at a high rate, with the increasing penetration of public buses, trucks, and vans of electric vehicles.

United Kingdom (UK) Electric Vehicle Market - Regional Insights

Geographically, the United Kingdom (UK) electric vehicle market is segmented into England, Scotland, Wales, and Northern Ireland. England accounts for the largest market share as the number of registered electric vehicles in England is growing at a high rate due to the proliferation of charging points. Furthermore, as a result of this region's great potential, EV manufacturing brands are also launching their products. On the other hand, Scotland is also emerging as a potential market for electric vehicles, with over 26,000 licensed vehicles categorized as Ultra Low Emission Vehicles (ULEV). Intending to achieve a 75% reduction in greenhouse gas emissions by 2030, the Scotland government is putting tremendous efforts into promoting the adoption of electric vehicles among the general public as well as commercial use.

Impact of COVID-19 on the United Kingdom Electric Vehicle Market

The COVID-19-induced pandemic has had a negative impact on the United Kingdom electric vehicle market. The UK government imposed strict lockdown restrictions and social distancing measures to prevent the deadly coronavirus from spreading. The nationwide lockdown ended up hampering the production and distribution of electric vehicles. Furthermore, the lockdown also impacted the purchasing power of customers, which also resulted in the slower demand for electric vehicles in the UK market. The post-COVID-19 period, however, will likely see a rebound in the market due to increased environmental and sustainability awareness.

Competitive Landscape

The leading market players in the United Kingdom electric vehicle market are BMW UK Ltd., Colt Car Company, Nissan Motor Manufacturing, Volkswagen Group UK Ltd, Renault UK Ltd, FORD UK, Mercedes-Benz Cars UK Ltd, Audi UK Ltd., Tesla Inc., Hyundai Motor UK Ltd., and other prominent players.

The United Kingdom electric vehicle market is highly fragmented, with several industry players with established brands. The companies significantly invest in R&D activities to improve the vehicle and battery performance for long-distance rides. They also offer a wide range of products as well as services to cater to various customer needs. Furthermore, competitive strategies like mergers, acquisitions, partnerships, collaborations, etc., are prevalent in the market to help market players gain a competitive edge.

About Us

BlueWeave Consulting provides comprehensive Market Intelligence (MI) Solutions to businesses regarding various products and services online and offline. We offer all-inclusive market research reports by analyzing both qualitative and quantitative data to boost up the performance of your business solutions. BWC has built its reputation from the scratch by delivering quality inputs and nourishing long-lasting relationships with its clients. We are one of the promising digital MI solutions companies providing agile assistance to make your business endeavors successful.

Contact Us:

BlueWeave Consulting & Research Pvt. Ltd

+1 866 658 6826 | +1 425 320 4776 | +44 1865 60 0662

info@blueweaveconsulting.com

[techsciresearch]

Saudi Arabia Passenger Car Market to Grow at 6.25% CAGR By 2026 – TechSci Research

Increasing women drivers coupled with rising per capita spending of the consumers is driving the Saudi Arabia passenger car market through 2026.

According to TechSci Research report, “Saudi Arabia Passenger Car Market By Vehicle Type (Hatchback, Sedan, MPV, Pickup & SUV), By Fuel Type (Petrol, Diesel & Others), By Transmission Type (Manual Transmission & Automatic Transmission), Competition Forecast & Opportunities, 2016-2026”, Saudi Arabia passenger car market is estimated to reach USD17.64 billion in 2026 from USD11.33 billion in 2020, and is projected to advance with a CAGR of 6.25% in terms of value. Growth in the passenger car market is driven by expanding road infrastructure and increasing per capita spending of the people in the country. Removal of ban and growing preference for women drivers has uplifted the passenger car market in Saudi Arabia. Changes in the government norms for females driving automotive vehicles after decades has resulted in the growth of women drivers. Moreover, opting for self-driving gives many women a sense of empowerment. Many women are hitting Saudi roads with four-wheelers and several women with foreign licenses have already obtained Saudi driving licenses which in turn is further going to boost the passenger car market in Saudi Arabia.

Browse more than 75 market data Figures and 4 data tables spread through 145 Pages and an in-depth TOC on    "Saudi Arabia Passenger Car Market"

https://www.techsciresearch.com/report/saudi-arabia-passenger-car-market/1669.html  

Saudi Arabia passenger car market can be segmented based on vehicle type, fuel type, transmission type, and company. In terms of vehicle type, the sedan car segment accounts for the largest share but due to increasing traffic congestion and shortage of parking space by daily commuters, this segment is anticipated to lose the market share. Whereas, the SUV segment is expected to grow at an impressive rate in the forecast period owing to the growing demand for cars with higher engine capacity and off-roading capabilities. Based on transmission type, the market is categorized into automatic transmission and manual transmission. Automatic transmission is more popular in the country owing to stringent traffic rules in Saudi Arabia, coupled up with increase in sales of premium cars owing to the rise in consumer spending. Lifting up of the ban on women driving has resulted in growth of automatic cars sales in the country. In 2020, the market share of automatic passenger cars accounted for over 85% in terms of volume. Due to the above-mentioned factors, demand of automatic transmission is growing compared to the complicated manual transmission.

In the year 2020, to prevent the spread of COVID-19, the government implemented lockdown which impacted international trade as well as domestic sales. According to TechSci Research’s estimates, the market suffered a decline of 13.88% in terms of volume. According to the Saudi Arabia’s General Authority of Statistics, the imports declined by 11.9% in Q1 2020 as compared to Q1 2019 and a further decline of 24.2% was witnessed in Q2 2020 as compared to Q2 2019. This decline left a remarkable depreciation in the market, but the market is currently reviving and is set to overcome the descent in 2021-2022 period owing to the government’s stimulus for economic revival and unlocking international trades and investments. However, after facing a degrowth in the import and export of automotive sector in 2020, the market has started reviving and is getting back to the normal condition, due to reoperations of the manufacturing plants and import. This is further anticipated to increase the sales of passenger cars in Saudi Arabia. People are also interested in purchasing the upgraded version of previously available passenger car models which are coming with technologically advanced features.

Toyota Motor Corporation, Nissan Motor Company, Ltd., Hyundai Motor Company, Kia Corporation, Mazda Saudi Arabia, General Motors Co., Ford Middle East, Isuzu Motors Saudi Arabia Co. Ltd., Volkswagen AG, and Renault Middle East are among some of the leading players operating in the Saudi Arabia passenger car market. Apart from these companies, other passenger car manufacturers are also increasing their marketing activities and enriching product portfolio in the region to increase their customer outreach. Major companies in the Saudi Arabia passenger car market industry are also focusing on developing a robust dealer and distributor network to gain competitive edge.

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“In 2020, sedan cars accounted for the largest share, i.e., 56% in Saudi Arabia passenger car market. The vehicle type is expected to maintain its dominance over the next five years as well. However, hatchback cars are observed to grow rapidly owing to an increase in the service sector and daily commutation purposes. Increase in partnerships with local dealers and distributors and expanding per capita income in the country is boosting demand for passenger cars in Saudi Arabia.”, said Mr. Karan Chechi, Research Director with TechSci Research, a research based global management consulting firm.

“Saudi Arabia Passenger Car Market By Vehicle Type (Hatchback, Sedan, MPV, Pickup & SUV), By Fuel Type (Petrol, Diesel & Others), By Transmission Type (Manual Transmission & Automatic Transmission), Competition Forecast & Opportunities, 2016-2026” has evaluated the future growth potential of Saudi Arabia passenger car market and provides statistics and information on market size, structure and future market growth. The report intends to provide cutting-edge market intelligence and help decision makers take sound investment decisions. Besides, the report also identifies and analyzes the emerging trends along with essential drivers, challenges, and opportunities in the Saudi Arabia passenger car market.

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Drivers Au URBANO PROGRESSO

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© Marc Urbano - Car and Driver 10Best: Ram 1500

Show us a vehicle that does it all and we'll show you a vehicle that's compromised in everything it does. That's the story of most modern full-size pickup trucks, which play a role that's part family SUV, part commercial vehicle, part luxury car, and part circus strongman. Sure, your truck tows an impressive 10,000 pounds, but chances are it rides like a tractor, especially with a bed full of nothing but air.

The Ram 1500 can't entirely escape these trade-offs, but it balances and minimizes them better than any truck on the market. Thanks in large part to the coil springs (or optional air springs) at each corner, the Ram rolls over broken pavement with exceptional civility. It goes down the road feeling more like a Mercedes-Benz GLS-class than a Ford F-150. It's the truck that can convincingly shrug off its agrarian roots to make the trip to Pottery Barn in comfort.

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The awesome 702-hp Ram 1500 TRX carries its own predictable set of compromises: single-digit real-world fuel economy, a $71,790 starting price, and running boards so high they should come with a sign warning, 'You must be this tall to enter.' Surprisingly, though, on-road manners are not on that list. For a truck that's built for desert running, dune bashing, and hill jumping, the TRX is unexpectedly delightful on paved roads. It uses soft long-travel springs to absorb big off-road hits, but rather than squishing and pitching and rolling around in traffic, the TRX ratchets up the stiffness of its adaptive dampers in pavement-oriented driving modes, giving the truck a sense of control on the road that's absent in its only competitor, the Ford F-150 Raptor.

© Marc Urbano - Car and Driver 10Best: Ram 1500

In domesticating the American workhorse, Ram has built the best pickup for the way most of us use trucks today: as everyday transportation instead of as a special-purpose tool, moving people more often than payload and on suburban streets rather than in farm fields. On upper trim levels, Ram dresses the 1500's cabin with an attention to detail that shames many luxury cars. At 70 mph, it's as quiet as a church during the Super Bowl. For city slickers and cowboy commuters, the clever optional RamBoxes offer weather-tight, lockable storage that keeps cargo out of sight and out of the cab.

Our 10Best honor covers the full 1500 range, from the 305-hp base V-6 to the 702-hp TRX. Between those bookends, there's a diesel V-6 that scores up to 32 mpg in EPA testing and a 395-hp V-8 available with or without the eTorque 48-volt motor-generator. (We recommend going without it based on our 40,000-mile long-term test.) With any engine, the Ram is up for hard labor, but living with this truck is a reminder that the numbers—horsepower, tow ratings, and payload capacities—tell only part of the story. The eight-speed automatic is always ready to drop the engine into the powerband. The uncanny ride quality translates to great body control in curves. Every element feels as if the engineers made it a point to polish the pickup truck's rough edges.

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© Marc Urbano - Car and Driver Ram builds the perfect truck for a world where pickups can be SUVs and luxury vehicles, too.

We're still car people at heart. We like the sure-footed handling of vehicles that are light and relatively low to the ground, and we typically respect the utility of a truck with an emotional detachment. But the Ram is so uniquely good to drive that it transcends the pickup-truck status quo. When we say that the Ram 1500 is the full-size truck that comes closest to driving like a car, we mean that as a high compliment. Why drive a big lumbering brute when you can drive a big nimble brute?

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© Marc Urbano - Car and Driver 10Best: Porsche Macan

You should know that the Porsche Macan shares some of its components with humbler and cheaper models from elsewhere in the Volkswagen Group. You should know this not because it matters but because friends and casual acquaintances are likely to share this information in the belief it makes the Macan less of a Porsche and anyone who buys one less of a judge of cars.

You know better, though. If you're not looking for a low-slung sports car, this is the pick of Porsche's range, even if it is currently the oldest member of the clan. In engineering, as in high-end hash slinging, the finest chefs can turn even humble ingredients into truly sublime creations.

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© Marc Urbano - Car and Driver 10Best: Porsche Macan

While the Macan looks like an SUV, it doesn't drive like one. Smaller and more agile than the Cayenne, it can be hustled like an oversized hot hatch. You sit higher from the ground, but the Macan corners with a deftness and adjustability completely at odds with its shape and stance, resisting understeer about as well as anything with an engine up front thanks both to its huge traction and its willingness to play.

As in previous years, the Macan's 10Best award is restricted to the V-6 models, all of which use turbocharged engines shared with other Porsche and Audi vehicles. The list now includes the newly arrived 375-hp GTS, which occupies the narrow niche between the 348-hp Macan S and 434-hp Macan Turbo. The GTS is our pick of the range due to its combination of sonorous performance, a pliant ride, and steering that gets amazingly close to the feel and precision of Porsche's sports cars. We took the GTS to a racetrack during 10Best testing—the only SUV to make that cut—and were charmed that it's not just competent but every bit as entertaining as the two-door 10Best winners. This rare spread of talents means that one Macan can effectively turn your single-car garage into a multi-horse stable.

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© Marc Urbano - Car and Driver Porsche's small SUV corners with a deftness that's completely at odds with its shape and stance.

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Global Automotive Automatic Transmissions Market - Global Industry Outlook Research Report 2021-2026 Added By DecisionDatabases

DecisionDatabases has published the latest report on Automotive Automatic Transmissions Market by manufacturers, regions, type, and application, forecast to 2026. The report provides in-depth data analysis which will aid with better understanding and decision making.

The key market players for the global Automotive Automatic Transmissions market are listed below:

AISIN (Allison Transmission)

Ford

ZF Friedrichshafen AG

Jatco

GM

Honda

SAIC

Hyundai

Volkswagen

Getrag

Anchor Industries

Borg-Warner

Fast

ATE

B&M

AFE

AC Delco

Dynojet

Others

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The Global Automotive Automatic Transmissions Market Report is equipped with market data from 2016 to 2026. The report gives a market overview covering key drivers and risk factors. The report is bifurcated by top global manufactures mentioning sales, revenue, and prices as applicable. It also evaluates the competitive scenario of the leading players. The report expands to cover regional market data along with type and application. The report forecasts sales and revenue from 2021 to 2026. The detailed sales channel is also covered in the study.

COVID-19 Impact Analysis on Automotive Automatic Transmissions Market

The global pandemic COVID-19 has affected the Automotive Automatic Transmissions market directly or indirectly. This study covers a separate section giving an explicitly clear understanding of the aftereffects of this pandemic. The detailed study highlights the probable outcomes of this global crisis on the Automotive Automatic Transmissions industry. The impact study on production, supply-demand, and sales provides a holistic approach to the future.

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The market drivers, restraints, upcoming opportunities, and anticipated restraints cited in the report will assist in making an informed decision. 

To better understand the market scenario, the Automotive Automatic Transmissions market is segmented as below:

By Types:

AT

CVT

AMT

DCT

By Applications:

Commercial Vehicles

Passenger Vehicles

By Regions:

North America (U.S., Canada, Mexico)

Europe (U.K., France, Germany, Spain, Italy, Central & Eastern Europe, CIS)

Asia Pacific (China, Japan, South Korea, ASEAN, India, Rest of Asia Pacific)

Latin America (Brazil, Rest of L.A.)

The Middle East and Africa (Turkey, GCC, Rest of Middle East)

The content of the study subjects includes a total of 14 chapters:

Chapter 1: To describe Automotive Automatic Transmissions product scope, market overview, market opportunities, market driving force, and market risks. Chapter 2: To profile the top manufacturers of Automotive Automatic Transmissions, with price, sales, revenue, and global market share of Automotive Automatic Transmissions in 2018 and 2019. Chapter 3: The Automotive Automatic Transmissions competitive situation, sales, revenue, and global market share of top manufacturers are analyzed emphatically by landscape contrast. Chapter 4: The Automotive Automatic Transmissions breakdown data are shown at the regional level, to show the sales, revenue, and growth by region, from 2015 to 2020. Chapter 5 and 6: To segment the sales by type and application, with sales market share and growth rate by type, application, from 2015 to 2020. Chapter 7, 8, 9, 10 & 11: To break the sales data at the country level, with sales, revenue, and market share for key countries in the world, from 2016 to 2021 and Automotive Automatic Transmissions market forecast, by regions, type, and application, with sales and revenue, from 2021 to 2026. Chapter 12, 13 & 14: To describe Automotive Automatic Transmissions sales channel, distributors, customers, research findings and conclusion, appendix, and data source.

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Stock Market Rally Pauses Near Highs Amid Earnings From Apple, Microsoft, Tesla, Amazon, Google, Facebook

The stock market rally dipped from record highs, amid earnings from Apple (AAPL), Microsoft (MSFT), Google parent Alphabet (GOOGL), Facebook (FB), Amazon.com (AMZN), Tesla (TSLA) and hundreds more. The Nasdaq retreated Friday as Amazon (AMZN) sales woes and slumping Pinterest (PINS) users weighed on techs. The Federal Reserve is not ready to begin discussing scaling asset purchases.

X

Stock Market Rally Holds Near Highs

The Dow Jones and S&P 500 declined 0.4% for the week, while the Nasdaq fell 1.1%, after all hit record highs during the week. The small-cap Russell 2000 rose modestly, still below its 50-day line, reflecting improving but still lackluster market breadth. Still, a number of leading stocks flashed buy signals, including some steel and housing plays. Treasury yields extended their weekly losing streak.

Google Earnings Surge

Google-parent Alphabet (GOOGL) reported earnings of $27.26 per share, up 169%, including gains on equity investments. Gross revenue, which excludes traffic acquisition costs, jumped 62% to $61.88 billion. Analysts had estimated Google EPS of $19.24 per share on gross revenue of $56.29 billion. Net revenue came in at $50.95 billion vs. estimates of $46.19 billion. Alphabet repurchased $12.8 billion of its GOOGL stock, versus $11.4 billion in Q1 and $6.8 billion in Q2 2020. Cloud-computing revenue rose 53% to $4.63 billion vs. estimates of $4.5 billion. YouTube advertising revenue popped 84% to $7.01 billion.

Apple Rides iPhone Supercycle

Apple (AAPL) crushed Wall Street’s targets for its fiscal third quarter as iPhone revenue soared 50% to $39.6 billion. Earnings per share doubled as total revenue grew 36% to $81.4 billion. Analysts say the iPhone is enjoying a supercycle of purchases related to the 5G wireless transition. Apple did not give sales and earnings guidance for the September quarter, citing continued uncertainties related to the Covid-19 pandemic. However, executives said they expect supply constraints to impact iPhone and iPad sales in the current quarter. Apple stock fell modestly from record highs.

Market Rally Shows Quiet Strength; Amazon Lessons For 3 Key Stocks

Microsoft Growth Accelerates

Microsoft (MSFT) earnings rose 49% vs. a year earlier, the fourth straight quarter of accelerating growth. Fiscal Q4 revenue climbed 21% to $46.2 billion, with the pace picking up for a third straight quarter. Microsoft cited robust sales of its cloud computing services for its outperformance. Microsoft’s commercial cloud sales increased 36% year over year to $19.5 billion in the June quarter. Its cloud products include Azure infrastructure services and Office 365 productivity software. For the September quarter, Microsoft expects to generate sales of $43.75 billion, up 18% from the same period last year and topping views.

AMD, Qualcomm Jump On Earnings

Advanced Micro Devices (AMD) and Qualcomm (QCOM) jumped after delivering upbeat June-quarter earnings news. Other semiconductor stocks getting a lift from rosy reports included MaxLinear (MXL), Monolithic Power Systems (MPWR) and Power Integrations (POWI). However, wireless-chip makers Skyworks (SWKS) and Cirrus Logic (CRUS) dropped after their reports. Both cited supply constraints that limited their upside. Among semiconductor equipment stocks, KLA (KLAC) got the biggest boost from June-quarter earnings news.

Fed Tiptoes Toward Taper

The Federal Reserve took a baby step toward tapering asset purchases, but stopped short of official taper talk. That managed to burnish the Fed’s inflation-fighting credibility, which looked to be in jeopardy until recently. Yet the hint of hawkishness, rather than troubling Wall Street, is actually helping to keep monetary policy super-accommodative. Since the June 16 meeting, when the Fed first began to demonstrate that it won’t let a persistent rise in inflation go unchecked, the 10-year Treasury yield has fallen from 1.57% to 1.24%. Another key is that investors are no longer bracing for a big inflation overshoot.

Q2 GDP rose at a 6.5% annual rate, missing views, though that was in part due to a big drop in inventories amid supply chain issues. Weekly new jobless claims remain elevated, continuing to hold around 400,000.

China Stocks On Roller-Coaster

China EV stocks and Chinese stocks broadly went on a roller-coaster ride as the country alternated between cracking down on a variety of industries and soothing investors spooked by its fresh crackdown. On Wednesday, Beijing summoned several firms, including Alibaba (BABA), Tencent (TCEHY) and TikTok-owner ByteDance, over data security issues, including the export of key information. Then U.S. securities officials temporarily stopped processing Chinese IPO registrations, reports said. New IPO and ride-hailing giant Didi Global (DIDI) denied a report that it could go private to appease Beijing.

Shopify Beats, But Volume Growth Slows

Shopify (SHOP) Q2 earnings jumped 113% to $2.24 per share on an adjusted basis, including gains on equity investments, defying views for a decline to 97 cents. Revenue jumped 57% to $1.12 billion vs. estimates of $1.04 billion. Gross merchandise volume from merchant customers rose 40% to $42.2 billion, above estimates but slowing from 114% in Q1 and 99% in Q4 2020. The e-commerce software firm added 85,000 net merchants in Q2 vs. 145,000 in the March quarter. The company said merchant solutions revenue climbed 52% to $785 million. SHOP stock fell solidly.

PayPal Falls On EBay Impact

PayPal (PYPL) just missed Q2 revenue estimates as former parent eBay (EBAY) switches to another payment processor. PayPal also guided low on Q3 revenue. EBay, which spun off PayPal in 2015, is shifting its payment processing to Netherlands-based Adyen. PayPal earnings climbed 7%, narrowly beating. PayPal said revenue rose 17% to $6.24 billion. Total payment volume processed from merchant customers jumped 40% to $311 billion vs. estimates of $295.2 billion. PayPal stock fell sharply.

Facebook Falls, Pinterest Crashes On User Growth

Facebook earnings jumped 101% and revenue 56%, both showing yet another quarter of accelerating growth. But the social giant cast some doubt on growth in the second half due to Covid-19 uncertainties. Shares fell on results after hitting a record high earlier in the week. Pinterest soundly beat EPS and revenue targets, but user growth fell way short. Consumer behavior that boosted Pinterest during the pandemic — staying at home, spending time on social media — has started to fade, and some users are bailing from the platform.

Amazon Revenue Misses

Amazon (AMZN) earnings rose 47%, topping forecasts. But revenue grew 27%, missing views. The e-commerce giant guided low on Q3 sales as well, as consumer spending shifts with the pandemic waning. Amazon stock tumbled Friday.

Tesla Beats Views, Delays Semi

Tesla earnings shot up 230%, well above views, as revenue nearly doubled to $11.96 billion, also beating. Revenue from regulatory credits came in at $354 million, down 17% vs. a year earlier and 32% from Q1. CEO Elon Musk warned chip shortages remain “quite serious.” Tesla (TSLA) also said the Semi big-rig truck has been pushed to 2022. And the Cybertruck may not start production until next year. Tesla also signaled that the 4680 battery cells are still a ways off from mass production. Musk tweeted Thursday night that Tesla will hold an AI Day on Aug. 19.

Tesla stock had a muted reaction after earnings, but jumped late in the week, flashing an aggressive entry.

Mastercard, Visa Earnings Top Views

Mastercard (MA) reported 43% EPS growth as revenue rose 36% to $4.53 billion, both beating Q2 views comfortably. Meanwhile, Visa (V) reported Q3 EPS climbed 41% with revenue up 27% to $5.86 billion. Both card-payment companies said incentives are rising. Mastercard and Visa fell slightly for the week.

Ford Delivers Surprise Profit

Ford Motor (F) delivered a surprise profit for the second quarter, as strong vehicle demand offset headwinds from the global chip shortage. Sales jumped 38%. The auto giant also raised earnings and cash flow outlook, citing strong orders and an improving supply of chips in part. The upcoming F-150 Lightning, Ford’s hotly anticipated first electric truck, now has more than 120,000 orders, up around 20% from June. Volkswagen (VWAGY) posted record first-half earnings but lowered its delivery forecast for 2021.

Software Earnings

Atlassian (TEAM) earnings edged lower vs. a year earlier but beat fiscal Q4 views while revenue rose 30% to $560 million. The collaboration software maker guided high on Q1 revenue and forecast higher-than-expected fiscal Q2 subscription revenue amid its transition to a cloud-computing business model.

Twilio (TWLO) lost 11 cents per share in Q2 vs. a 9-cent profit a year earlier as revenue jumped 67% to $669 million. Both beat views. Twilio guided higher on Q3 revenue but projected a wider loss than consensus.

ServiceNow (NOW) reported Q2 EPS rose 15% while revenue rose 32% to $1.41 billion, both modestly beating. For the current quarter, ServiceNow forecast subscription revenue of about $1.4 billion, just above views.

Boeing Earnings Return In Surprise

Boeing (BA) reported Q2 earnings of 40 cents per share up from a year-earlier loss of $4.79 a share and defying views for an 83-cent loss. Revenue jumped 44% to $17 billion, also beating expectations. The Dow Jones giant expects the remaining regulatory approvals for the 737 Max, including those from China, this year. CEO Dave Calhoun said he expects that the 737 Max backlog will continue to build, even with stronger deliveries in the second half of the year.

Defense Earnings Mixed

Lockheed Martin (LMT) slightly missed on earnings, with a big charge related to a classified aeronautics program. CFO Ken Possenriede said the development costs on the classified program will eventually lead to a production deal. The F-35 maker raised its full-year EPS view slightly. General Dynamics (GD) beat EPS views but sales fell short. Northrop Grumman (NOC) reported a 7% EPS gain that easily beat views, while also raising full-year guidance.

Drug Giants Report Earnings

Pfizer (PFE), Bristol Myers Squibb (BMY) and Merck (MRK) reported second-quarter earnings last week. Pfizer easily beat forecasts with EPS surging 73% and sales soaring 92% to $18.98 billion. The company also raised its full-year outlook as it expects $33.5 billion in sales of its Covid vaccine this year. Bristol Myers EPS grew 18% with sales up 16% to $11.7 billion, both topping views. Merck reports a 28% EPS gain, meeting views. Sales rose 22% to $11.4 billion, above estimates.

Medtech Leaders Beat

Medical technology companies Boston Scientific (BSX) and Stryker (SYK) easily topped second-quarter forecasts last week, with their stocks breaking out on results. Boston Scientific’s sales grew 54% to $3.08 billion and adjusted earnings surged 400%. Meanwhile, Stryker reported adjusted profit up 246% as revenue ran 55% higher to $4.29 billion in sales. The company also raised its full-year outlook. Edwards Lifesciences (EW) slightly topped quarterly views, with per-share profit jumping 88% as revenue rose 49% to $1.38 billion. Dexcom (DXCM) reported a 4% EPS decline as revenue grew 32% to $595.1 million. All four stocks rose for the week.

Medical Giants Clear Views

Thermo Fisher Scientific (TMO) topped second-quarter forecasts on Wednesday with adjusted profit growing 44% to $5.60 per share and $9.27 billion in sales, up 34%. Thermo Fisher also raised guidance. AbbVie (ABBV) narrowly beat Q2 views. Both traded around buy points.

Oil Majors Beat

Exxon Mobil (XOM) and Chevron (CVX) reported better-than-expected Q2 earnings as crude oil prices surged more than 20% during the second quarter. Chevron also will resume buybacks after suspending them in March 2020 when the pandemic sent oil prices crashing. Royal Dutch Shell (RDSA) beat estimates Thursday while also raising its dividend for the second consecutive quarter and approving a $2 billion buyback program. Independent producer Matador Resources (MTDR) also topped expectations. Exxon and Chevron fell Friday but rose slightly for the week.

Metal, Mining Earnings Strong

ArcelorMittal (MT) reported EPS of $3.46 a share, well above views. MT stock rose 8.9% so far this week to a record high. U.S. Steel (X) beat views as revenue more than doubled. Several other steel stocks broke out or flashed early entries. Rio Tinto (RIO) reported first-half profit leapt 156% with revenue up 71%. Copper-focused Teck Resources (TECK) reported a 271% EPS gain as sales soared 49%. Vale reported Q2 EPS surged 684%. Rio and Teck jumped back above their 50-day line, while Vale traded around record highs.

Toymakers Beat Estimates

Shares of Hasbro (HAS) and Mattel (MAT) shot higher after the toymakers reported results that beat expectations. Demand for “Magic: The Gathering” offerings helped Hasbro, as did a pickup in its entertainment and TV businesses amid loosening coronavirus restrictions. Mattel got a lift from growth in Barbie and Hot Wheels. Hasbro said it was on track to grow sales by double digits this year, while Mattel boosted its constant currency sales growth target. Spending on toys and games has increased to cure pandemic-induced boredom. But the companies face supply-chain constraints. Jakks Pacific (JAKK), another toymaker, also rose after reporting results that beat expectations.

Jet Engine Giants Beat

General Electric (GE) and Raytheon (RTX) beat Q2 views for the second quarter as the aviation market slowly recovers from the pandemic. GE swung to EPS of 5 cents as sales grew 9%. Raytheon more than doubled EPS as sales increased 11%. The companies also generated strong free cash flow and guided higher for the full year. While the market for jet engines is recovering, Raytheon CEO Greg Hayes doesn’t expect a return to pre-pandemic levels until 2024, mainly due to depressed international travel.

Restaurant Rebound Continues

McDonald’s (MCD) and Cheesecake Factory (CAKE) reported results that beat expectations, as the restaurant chains rebound from last year’s pandemic-era lows. Starbucks (SBUX) beat on profit and revenue, with same-store sales roughly in line with expectations. Wingstop (WING) results also beat. Restaurant Brands (QSR), parent of Tim Hortons, Popeyes and Burger King, reported EPS far above estimates.

News In Brief

Robinhood (HOOD) fell 8% in Thursday’s debut after the no-fee trading app sold 55 million shares at 38 a share, at the low end of its expected range, raising $2.1 billion.

Tilray (TLRY), a Canadian cannabis producer, jumped after reporting fiscal fourth-quarter sales that just missed estimates but better-than-expected earnings.

Backup power equipment maker Generac (GNRC) posted better-than-expected Q2 results. EPS leapt 71% to $2.39 a share, while sales climbed 68% to $900 million. Shares plunged Thursday morning, but slashed losses. Shares still fell solidly for the week after hitting record highs.

Upwork (UPWK), an online employment platform for freelancers, swung to a profit of 3 cents a share, beating views for a breakeven quarter, from a loss of 3 cents a share a year ago, as revenue grew 42% to $124.2 million, topping estimates for $120.2 million. Management also gave strong guidance.

Align Technology (ALGN) reported blowout profits while revenue leapt 117% to $1.02 billion. Shares spiked on earnings.

Caterpillar (CAT) earnings shot up 152% amid strong housing and commodity demand. Revenue for the heavy equipment giant climbed 29% to $12.9 billion. Both beat views.

Garmin (GRMN) surged after EPS leapt 85% as revenue ran up 53% to $1.33 billion. The maker of outdoor recreation, fitness and navigation devices also guided higher.

Spotify Technology (SPOT) added 7 million for new subscribers in the second quarter, matching views, but total monthly active users came up short. The streaming music leader ended Q2 with 165 million premium subscribers and reported 365 million total monthly active users.

Logitech (LOGI), a maker of PC and mobile device peripherals, trounced analyst estimates for its fiscal first quarter ended June 30. But Logitech stock fell sharply as investors fretted over its soft sales guidance for the year.

Cadence Design Systems (CDNS) reported a 30% EPS gain as sales grew 14% to $728 million, above Wall Street targets. The electronic design software maker also guided higher.

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Global Vehicle Anti-Theft Market Scenario 2021 | Global Trends, Industry Updates, Dynamics, Growth Opportunities, Key Players, Demand and Business Boosting Strategies till 2022

Anti-theft systems are becoming a common feature in modern vehicles. This is also due to the enforce of new automotive safety guideline, which make ant-theft systems mandatory. This has let to a booming market for vehicle anti-theft. According to a report published by Market Research Future (MRFR), the global vehicle anti-theft market is set to exhibit a stellar growth during the forecast period (2017-2022).

Advances in automotive technology has led to development of critical automotive features. Anti-theft system is one of crucial development. These systems have witnessed a rapid uptake in passenger cars. Recognizing the opportunities, more players are entering the domain. Meanwhile many companies are emphasising on product innovation in order to gain a competitive edge. Vehicle anti-theft systems comprise biometric and software applications. Advances in technology has made these systems highly effective and reliable.  

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 Anti-theft systems are integrated with features such as vehicle tracking, ultrasonic sensors, digital signal processing, etc.  Demand for anti-theft systems with Global System for Mobile Communication (GSM) and Global Positioning System (GPS) is on the rise. This is mainly owing to the exceptional tracking capabilities of these systems. Latest variants come with capabilities such as ARM 7 microcontroller, hybrid GPS-GSM, and RFID sensor capability. Such factors are driving the adoption of vehicle anti-theft systems.

Manufacturers are focusing on adding innovative feature to these systems in order to expand their application based. As a result, technologies such as RTLS, GPS, and biometric is gaining traction in the automotive sector. Global vehicle anti-theft market is also benefiting the from the rising demand for passenger and commercial vehicles is emerging economies.

 Global Vehicle Anti-Theft Market: Segmental Analysis

The segmental analysis of the market has been conducted based on product, technology, vehicle type, and region.

On the basis of product, the market has been segmented into central locking, steering lock, comprises immobilizer and alarm. On the basis of technology, the market has been segmented into GSM, Face Detection System, Automotive Biometric Technology, RTLS and comprises GPS. On the basis of vehicle type, the market has been segmented into commercial vehicle and passenger car.

    Global Vehicle Anti-Theft Market: Regional Analysis

On the basis of region, key segments include APAC, Europe, North America and rest of the world (RoW). Of these, the market is expected to witness a relatively higher growth in APAC. China’s growing dominance in the automotive manufacturing is auguring well for market players operating in the APAC. OMEs is the region have recorded a higher demand for vehicle anti-theft systems in recent years, which is fuelled by the increased automotive manufacturing the region. Vehicle manufacturers are shifting their manufacturing facilities to APAC countries owing to cost-benefits, favourable regulations and widespread availability of raw materials. The exponential growth of the automotive manufacturing sector in APAC is supporting the market growth in the region. Companies such as Ford, GM, and Volkswagen are ramping up investment in countries such as India, Vietnam and China. During the forecast period, the countries aforementioned mention, especially China is expected to make a significant contribution to the market in APAC in terms of revenue. Apart from APAC, the market is likely to post a sound growth in North America over the next couple of years. Increased efforts to boost domestic manufacturing in the US in expected to influence the market North America over 2022.

Browse Report @  https://www.marketresearchfuture.com/reports/vehicle-anti-theft-market-2036

 Global Vehicle Anti-Theft Market: Competition Analysis

Continental AG, Tokai Rika, Ltd., Johnson Electric, ZF-TRW, VOXX International Corp, Robert Bosch GmbH, Lear Corporation, Mitsubishi Electric Corporation, and Delphi Automotive LLP are among the key companies mentioned in MRFR’s report.

 Key Questions Addressed by the Report

What was the historic market size     (2020)?

Which segmentation (Product/     Capacity) is driving market?

What will be the growth rate by 2023?

How are the key players in this     market?

What are the strategies adopted by key     players?

TABLE OF CONTENTS

 1 EXECUTIVE SUMMARY

 2 SCOPE OF THE REPORT

2.1 MARKET DEFINITION

2.2 SCOPE OF THE STUDY

2.2.1 DEFINITION

2.2.2 RESEARCH OBJECTIVE

2.2.3 ASSUMPTIONS

2.2.4 LIMITATIONS

2.3 RESEARCH PROCESS

2.3.1 PRIMARY RESEARCH

2.3.2 SECONDARY RESEARCH

2.4 MARKET SIZE ESTIMATION

2.5 FORECAST MODEL

3 MARKET LANDSCAPE

3.1.1 THREAT OF NEW ENTRANTS

3.1.2 BARGAINING POWER OF BUYERS

3.1.3 THREAT OF SUBSTITUTES

3.1.4 SEGMENT RIVALRY

3.1.5 BARGAINING POWER OF BUYERS

3.2 VALUE CHAIN/SUPPLY CHAIN ANALYSIS

4 MARKET DYNAMICS

4.1 INTRODUCTION

4.2 MARKET DRIVERS

4.3 MARKET RESTRAINTS

4.4 MARKET OPPORTUNITIES

4.5 MARKET TRENDS

 LIST OF TABLES

TABLE 1 GLOBAL CAR RENTAL MARKET: BY REGION, 2018-2023

TABLE 2 NORTH AMERICA CAR RENTAL MARKET: BY COUNTRY, 2018-2023

TABLE 3 EUROPE CAR RENTAL MARKET: BY COUNTRY, 2018-2023

TABLE 4 ASIA-PACIFIC CAR RENTAL MARKET: BY COUNTRY, 2018-2023

TABLE 5 ROW CAR RENTAL MARKET: BY COUNTRY, 2018-2023

TABLE 6 GLOBAL CAR RENTAL MARKET, BY TYPE, BY REGIONS, 2018-2023

TABLE 7 NORTH AMERICA CAR RENTAL MARKET, BY TYPE, BY COUNTRY, 2018-2023

TABLE 8 EUROPE CAR RENTAL MARKET, BY TYPE, BY COUNTRY, 2018-2023

TABLE 9 ASIA-PACIFIC CAR RENTAL MARKET BY TYPE, BY COUNTRY, 2018-2023

TABLE 10 ROW CAR RENTAL MARKET BY TYPE, BY COUNTRY, 2018-2023

 Browse Report @  https://www.marketresearchfuture.com/reports/vehicle-anti-theft-market-2036

About Market Research Future:

At Market Research Future (MRFR), we enable our customers to unravel the complexity of various industries through our Cooked Research Report (CRR), Half-Cooked Research Reports (HCRR), Raw Research Reports (3R), Continuous-Feed Research (CFR), and Market Research & Consulting Edibles.

MRFR team have supreme objective to provide the optimum quality market research and intelligence services to our clients. Our market research studies by products, services, technologies, applications, end users, and market players for global, regional, and country level market segments, enable our clients to see more, know more, and do more, which help to answer all their most important questions.

Media Contact Company Name: Market Research Future Contact Person: Abhishek Sawant Email: Send Email Phone: +1 646 845 9312 Address:Market Research Future Office No. 528, Amanora Chambers Magarpatta Road, Hadapsar City: Pune State: Maharashtra Country: India Website: https://www.marketresearchfuture.com

 Browse Report @  https://www.marketresearchfuture.com/reports/vehicle-anti-theft-market-2036

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Adroit Market Research has released a new report on the Global Online Grocery Market. This report offers a comprehensive evaluation of the market. It does so via in-depth insights, understanding market evolution by tracking historical developments, and analyzing the present scenario and future projections based on optimistic and likely scenarios. The report gives the detailed statistics about the market industries and their framework. The data which has been studied for preparing the report considers the existing key players as well as upcoming key players of the market.

The report discusses in detail the various important aspects of the Online Grocery market. The report has an intelligent insight on critical aspects that are essential to good growth in the Online Grocery market. Some of these aspects include market size, growth, revenue, sales, demand, risks, threats, opportunities, economic forecast and history, and much more. The report is based on factual data assessed by our research analysts to give our clients a complete overview of the Online Grocery market landscape and prepare a business canvas accordingly.

Some of the Important and Key Players of the Global Online Grocery Market:

Aldi, Amazon, Ford, Instacart, Kroger, Ocado, Postmates, Target, Walmart, Whole Foods.

Get PDF Sample Report of Online Grocery (COVID-19 Version) Market 2020, Click Here @ https://www.adroitmarketresearch.com/contacts/request-sample/910?utm_source=Pallavi

Global Online Grocery Market 2020: Covering both the industrial and the commercial aspects of the Global Online Grocery Market, the report encircles several crucial chapters that give the report an extra edge. The Global Online Grocery Market report deep dives into several parts of the report that plays a crucial role in getting the holistic view of the report. The list of such crucial aspects of the report includes company profile, industry analysis, competitive dashboard, comparative analysis of the key players, regional analysis with further analysis country wise.

Competition Spectrum:

The report is designed to invest in strategic planning and investment discretion, high revenue maximization as well as balance various market specific developments such as inventory management, designing consumption and production developments as well as motivate accurate advertising and promotional content to sustain market sustenance and defend leading stance amidst staggering competition in global Online Grocery market.

Browse the complete report Along with TOC @ https://www.adroitmarketresearch.com/industry-reports/online-grocery-market?utm_source=Pallavi

Online Grocery Market Segmentation

Type Analysis of Online Grocery Market:

BY CATEGORY(Meat & Poultry Products,Fresh Produce,Beverages & Dairy Products,Bakery, Breakfast & Cereal), BY TYPE OF SHOPPER(Generation Z,Millenials,Generation X,Baby Boomers,Silent Generation)

Highlights of the report:

1. Impacts & effects of Covid-19 pandemic on the market. 2. The market drivers, opportunities and restraints. 3. Porters 5 forces analysis. 4. Future forecast analysis of the market. 5. Key players or companies and their in-depth information. 6. Primary & secondary research along with tables & graphs. 7. Latest developments & strategies of the market. 8. Market introduction, market revenue, market position globally, table of contents, conclusion and key facts of the market.

The report has been thoroughly constructed to include significant milestone developments in the competition spectrum, highlighting high end market players, complete with a thorough guide of their core competencies and investment mettle amidst bolstering competition. Research elements presented in this high end report has been prepared to ensure seamless decision making on the back of thorough and unbiased research practices.

Table of Contents Includes Major Pointes as follows:

1. Online Grocery Market Overview 2. Global Online Grocery Market Competition by Manufacturers 3. Global Online Grocery Capacity, Production, Revenue (Value) by Region (2014-2019) 4. Global Online Grocery Supply (Production), Consumption, Export, Import by Region (2014-2019) 5. Global Online Grocery Production, Revenue (Value), Price Trend by Type 6. Global Online Grocery Market Analysis by Application 7. Global Online Grocery Manufacturers Profiles/Analysis 8. Online Grocery Manufacturing Cost Analysis 9. Industrial Chain, Sourcing Strategy and Downstream Buyers 10. Marketing Strategy Analysis, Distributors/Traders 11. Market Effect Factors Analysis 12. Global Online Grocery Market Forecast (2019-2026) 13. Research Findings and Conclusion 14. Appendix

If you have any questions on this report, please reach out to us @ https://www.adroitmarketresearch.com/contacts/enquiry-before-buying/910?utm_source=Pallavi

About Us :

Adroit Market Research is an India-based business analytics and consulting company incorporated in 2018. Our target audience is a wide range of corporations, manufacturing companies, product/technology development institutions and industry associations that require understanding of a market's size, key trends, participants and future outlook of an industry. We intend to become our clients' knowledge partner and provide them with valuable market insights to help create opportunities that increase their revenues. We follow a code - Explore, Learn and Transform. At our core, we are curious people who love to identify and understand industry patterns, create an insightful study around our findings and churn out money-making roadmaps.Contact Us :

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Account Manager Global

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TX75204, U.S.A.

Phone No.: USA: +1 972-362 -8199/ +91 9665341414

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AUTOMOTIVE INFOTAINMENT MARKET ANALYSIS (2020-2027)

Market Overview

Auto infotainment or in-vehicle infotainment is a combination of software and hardware in automobiles that provide audio or video entertainment to occupants. Originally, the in-car infotainment system was only comprised of car audio system with radio, cassettes, or CD players. However, modern automotive infotainment system has evolved inclusion of advanced features such as navigation, video players, USB and Bluetooth connectivity, and Wi-Fi. Modern infotainment system has been used for rear-seat entertainment such as social networking, SMS text messaging, making and receiving phone calls, and accessing internet-enabled devices and applications such as traffic conditions, sports scores, and weather forecasts. Moreover, these applications and features were controlled by simple dashboard knobs and buttons, though modern infotainment system is controlled by steering wheel audio controls and hands-free voice control.

The global automotive infotainment market is estimated to account for US$ 24.06 Bn in terms of value by the end of 2019

Market Dynamics- Driver

Growing integration of technology and systems into cars for enhancing safety is expected to drive growth of the global auto infotainment market during the forecast period

Increasing concerns regarding safety and high density traffic have led cars to adopt various smart technologies including automatic parking assistance, GPS technology, anti-collision sensors, etc. Moreover, this integration of technology is increasing, in order to offer ease in driving for vehicle owners. Many automobile manufacturing companies are focused on research activities, in order to develop novel infotainment solutions for cars. For instance, in 2015, Maruti Suzuki announced a plan to include infotainment systems in all available new features for the driver’s convenience and vehicle safety in their new range of products and also announced a plan to upgrade the infotainment systems in their existing brands. Therefore these factors are expected to drive the market growth over the forecast period.

Growing preference for in-car entertainment and driving comfort are expected to propel the global auto infotainment market growth over the forecast period

Consumers are increasingly preferring to in-car infotainment and ease in driving while traveling regardless of the distance. In order to achieve such comfort, consumers are adopting various interior car accessories such as music accessories, radio systems, LCD screens, Bluetooth connectivity, and more. These car accessories help to improve overall driving experience for vehicle owners, which in turn, is driving the market growth. According to a white paper published by Impetus Automotive, electronic car accessories such as LCDs, music accessories, etc. accounted for 21.5% market share of the global car accessories market in 2014.

North America region dominated the global automotive infotainment market in 2019, accounting for 26.4% share in terms of value, followed by Asia Pacific and Europe, respectively

Source: Coherent Market Insights

Market Dynamics- Restraints

Significant slump in car sales is expected to restrain growth of the global auto infotainment market during the forecast period

Economic meltdown, rise in fuel prices, increase in rental cab services, and traffic congestion is expected to have negatively impacted the sales of different types of vehicles. This fall has been observed worldwide, which is affecting demand for infotainment system. According to Coherent Market Insights’ analysis, the U.S. auto sales fell in August 2016 with companies such as GM CO. indicated that their sales figures fell by 5.2%. Furthermore, Ford Motor Co. witnessed a decline of 8.2% as compared to 2015. According to the same source, in May 2016, premium segment cars such as Honda and Skoda witness drop in sales figures by 26% and 32% in India. Therefore, such factors are expected to restrain growth of the market in the near future.

Threat of hacking via infotainment systems is expected to hinder the global auto infotainment system market over the forecast period

Infotainment systems installed in vehicles are developed and connected by software and wireless communication. Such systems are prone to hacking and theft of information, since they heavily rely on internet for connectivity. Access to the internet makes these systems gullible to breach of hacking threat for vehicles as well as auxiliary devices such as laptops and mobile phones connected with vehicle. Such factors are expected to hamper the market growth over the forecast period. For instance, in 2015, after the hacking of a Jeep Cherokee via its infotainment system through internet connectivity, Fiat Chrysler voluntarily recalled 1.4 million cars to rectify the entertainment system fitted in those cars. Moreover, in April 2016, researchers at the German car club ADAC found that 24 models of cars in Europe were easy to hack and unlock using an amplification device.

Market Opportunity

Display and chipset manufacturers are expected to pose lucrative growth opportunity

Infotainment systems operate on certain operating systems such as Android, Windows, Linux, QNX, and more. Investing in research and development activities, in order to innovate novel solutions and features in infotainment system is expected to pose growth opportunities for market players in the near future. Moreover, premium segment cars are offered with touch-screen facility. Key players in the market can offer high-quality screens with sensitive touch, in order to capitalize the opportunities.

Demand for custom-made infotainment system is expected to offer excellent business opportunities for market players

Premium segment cars or luxury cars such as Bentley, Mercedes-Benz, Audi, Ferrari, Lamborghini, Rolls Royce, Cadillac, and more are equipped with personalized infotainment system. These car makers offer luxury to its consumers to get customized dashboard and control panel for infotainment systems with specialty material or wood being used. Moreover, some consumers demand for special features such as automatic head-up display, voice control recognition, and similar other facilities, which in turn, is expected to pose significant business opportunities for market players over the forecast period.

Source: Coherent Market Insights

Market Trends

North America Trends

Key manufacturer are offer innovative products, in order to cater to growing consumer demand

In North American countries, especially in the U.S., commercial car manufacturers are offering company installed infotainment systems with distinguishing features. For instance, manufacturers such as Ford Motors contributed to the in-car smartphone app interface. Moreover, Ford engineers are working on a system, which will contain code and documentation required to implement the AppleLink software into the vehicle audio system head unit to enable two-way communication with Google Android and Apple iOS devices. In 2015, GM Corp. worked on similar technology and adopted two new technologies Android Auto and CarPlay, in order to augment the in-vehicle infotainment system into multi-dimensions and make it more user-friendly.

Latin America Trends

Growing popularity of multimedia car accessories is expected continue during the forecast period

Multimedia systems have gained significant popularity among young car owners. The major consumers of car in Brazil are aged between 20 and 30 years. Sound equipment such as speakers and stereos have gained significant traction in the region. According to Coherent Market Insights’ analysis, in 2015, the sound equipment and accessories market was valued at US$ 0.6 billion. According to the same source, some other car accessories are trending among young car owners such as GPS and car security products.

Entertainment system is expected to be the largest segment in global automotive infotainment market in 2019 and is expected to grow at a CAGR of 5.6% between 2019 and 2027

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Competitive Section

Key players operating in the global auto infotainment system market are Continental AG, Garmin Ltd., DENSO Corporation, Delphi Automotive LLP, Fujitsu Ten Limited, HARMAN International, and Clarion.

Key Developments

Key companies in the market are focused on product launch, in order to gain competitive edge in the market. For instance, in January 2019, Garmin International, Inc., a subsidiary of Garmin Ltd., launched updates to its navigation software, enhancements to infotainment platforms, and a demo of augmented reality technology at Electronics Show at Las Vegas, U.S.

Major market players are involved in collaborations and partnerships, in order to enhance their market presence. For instance, in January 2020, DENSO Corporation collaborated with Qualcomm Technologies, Inc., a subsidiary of Qualcomm Inc. to develop next-generation cockpit systems.

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