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Outbyte Driver Updater FREEFix the driver behind crashes, sound loss and screen glitchesFind Drivers →Outbyte PC Repair FREEClear out junk files and repair common Windows errorsFree Scan →Wayve CEO Alex Kendall sees autonomous-driving software reaching consumers through ordinary cars as well as robotaxis. In a Bloomberg TV interview published by Yahoo Finance on October 6, 2026, he argued that consumer vehicles could take the technology to many more people—but the approach still has to prove itself across vehicles and roads, meet safety expectations and win regulatory approval. Wayve’s London Uber rides, he said, remain supervised; they are not a driverless service.
Why Kendall thinks consumer cars could matter more than robotaxis
Kendall’s case is that autonomy software sold to automakers could ultimately reach a broader set of drivers than technology deployed only in dedicated robotaxi fleets. In the interview, he estimated that about 90 million cars are sold worldwide each year, with about 60 million sold outside China. Those are Kendall’s estimates; the transcript identifies no underlying dataset.
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That scale depends on the system working across different vehicles and unfamiliar roads, rather than relying on a tightly controlled fleet operating in a mapped service area. Kendall says Wayve is designing for lean hardware, operation without high-definition maps and generalization across road environments and vehicle platforms. He said the company is targeting deployment in more than 140 countries and has demonstrated its system in over 500 cities the previous year. The interview does not explain the test methods or independently validate these claims.
Robotaxis offer a different route: a fleet operator can manage vehicles and service areas, but must deploy and operate the vehicles themselves. Kendall estimated there were about 10,000 robotaxis worldwide and about 8 million drivers on Uber’s platform. The interview provides no dataset for either estimate, so they should be read as his comparison, not independently verified market totals.
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How Wayve’s consumer-vehicle plans stand
Kendall named Stellantis, Nissan and Mercedes-Benz as Wayve’s automaker customers and described development toward production across Europe, Japan and North America. He discussed several programs and trials:
- Fiat 500e and Maserati: Kendall described a supervised system planned for these vehicles.
- Jeep Grand Cherokee: He referred to a previously announced program.
- Nissan Leaf: He said public-road trials are underway and linked them to scaling Wayve’s system across vehicles.
These are program descriptions and plans as Kendall presented them in the October 6, 2026 interview; they do not establish that the vehicles are in production with Wayve’s system or broadly available to consumers.
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What the London Uber rides do—and do not—show
Kendall said Wayve vehicles are providing Uber rides under supervision in central and suburban London, with service locations on both sides of the river. He reported positive rider feedback and repeat usage, and said work with Transport for London is progressing. The interview does not provide independent rider research or a regulator’s assessment of the program.
Most importantly, a safety driver is still present. Kendall said further work is required before a driverless service can begin. The rides therefore demonstrate supervised operation in the locations he described, not an autonomous taxi service operating without a safety driver.
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What Wayve says must happen before removing the safety driver
Kendall identified three prerequisites for moving toward driverless operation:
- Scale the vehicle program. He cited Nissan Leaf public-road trials as part of extending the system across vehicles.
- Continue safety progress. He gave no numerical safety threshold or specific measure for when this condition would be met.
- Obtain regulatory authorization. He said dialogue with Transport for London continues, but gave no approval date.
He also said Wayve is engaging government and taxi unions about worker impacts, and supports incremental rollout and dialogue. His stated responsibility, as CEO, is to build technology that improves road safety and transport accessibility and that consumers will choose. That is a statement of intent, not evidence that those outcomes have already been measured.
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Wayve’s business model and funding, in Kendall’s account
Kendall described Wayve as a software licensor to automakers and fleets, rather than a company intending to build and finance a large robotaxi fleet of its own. His explanation is that developing the core model and tools is a central research-and-development cost, while adapting the system to additional vehicle platforms requires less incremental work. He characterized the model as high-margin but disclosed no margin figure; this is management’s business-model thesis, not proof of profitability.
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An IPO is not on a stated timetable
Kendall said Wayve needs to build and scale its product before it has earned the right to consider going public. He provided no IPO timing or venue. Asked whether a future listing should be assumed to include a dual listing, he replied: “You shouldn’t assume anything.”
What the interview establishes—and what remains open
The interview lays out Wayve’s strategy and Kendall’s view of its progress; it does not independently verify company claims. It offers no underlying dataset for the market estimates, no detailed test methodology for the city and country figures, no quantified safety benchmark, and no date for a driverless London service. Those gaps matter when distinguishing a stated ambition or supervised trial from a verified deployment milestone.
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