Thoughts on the Market

AI Takes the Wheel

August 21, 2025
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AI Takes the Wheel

August 21, 2025

From China’s rapid electric vehicle adoption to the rise of robotaxis, humanoids, and flying vehicles, our analysts Adam Jonas and Tim Hsiao discuss how AI is revolutionizing the global auto industry.

Transcript

Adam Jonas: Welcome to Thoughts on the Market. I'm Adam Jonas. I lead Morgan Stanley's Research Department's efforts on embodied AI and humanoid robots.

 

Tim Hsiao: And I'm c, Greater China Auto Analyst.

 

Adam Jonas: Today – how the global auto industry is evolving from horsepower to brainpower with the help of AI.

 

It's Thursday, August 21st at 9am in New York.

 

Tim Hsiao: And 9pm in Hong Kong.

 

Adam Jonas: From Detroit to Stuttgart to Shanghai, automakers are making big investments in AI. In fact, AI is the engine behind what we think will be a $200 billion self-driving vehicle market by 2030. Tim, you believe that nearly 30 percent of vehicles sold globally by 2030 will be equipped with Level 2+ smart driving features that can control steering, acceleration, braking, and even some hands-off driving. We expect China to account for 60 percent of these vehicles by 2030.

 

What's driving this rapid adoption in China and how does it compare to the rest of the world?

 

Tim Hsiao: China has the largest EV market globally, and the country’s EV sales are not only making up over 50 percent of the new car sales locally in China but also accounting for over 50 percent of our global EV sales. As a result, the market is experiencing intense competition. And the car makers are keen to differentiate with the technological innovation, to which smart driving serve as the most effective means. This together with the AI breakthrough, enables China to aggressively roll out Level 2+ urban navigation on autopilot. In the meantime, Chinese government support and cost competitive supply chains also help.

 

So, we are looking for China's the adoption of Level 2+ smart driving on passenger vehicle to reach 25 percent by end of this year, and the 60 percent by 2030 versus 6 percent and the 17 percent for the rest of the world during the same period.

 

Adam Jonas: How is China balancing an aggressive rollout with safety and compliance, especially as it moves towards even greater vehicle automation going forward?

 

Tim Hsiao: Right.  That's a great and a relevant question because over the years, China has made significant strides in developing a comprehensive regulatory framework for autonomous vehicles. For example, China was already implementing its strategies for innovation and the development of autonomous vehicles in 2022 and had proved several auto OEM to roll out Level 3 pilot programs in 2023.

 

Although China has been implementing stricter requirements since early this year, for example, banning the terms like autonomous driving in advertisement and requiring stricter testing, we still believe more detailed industry standard and regulatory measures will facilitate development and adoption of Level 2+ Smart driving. And this is important to prevent, you know, the bad money from driving out goods.

 

Adam Jonas: , One way people might encounter this technology is through robotaxis. Robo taxis are gaining traction in China's major cities, as you've been reporting. What's the outlook for Level 4 adoption and how would this reshape urban mobility?

 

Tim Hsiao: The size of Level 4+ robotaxi fleet stays small at the moment in China, with less than 1 percent penetration rate. But we've started seeing accelerating roll out of robotaxi operation in major cities since early this year. So, by 2030, we are looking for  Level 4+ robotaxis to account for 8 percent of China's total taxi and ride sharing fleet size by 2030. So, this adoption is facilitated by robust regulatory frameworks, including designated test zones and the clear safety guidance. We believe the proliferation of a Level 4 robotaxi will eventually reshape the urban mobility by meaningfully reducing transportation costs, alleviating traffic congestion through optimized routing and potentially reducing accidents.

 

So, Adam, that's the outlook for China. But looking at the global trends beyond China, what are the biggest global revenue opportunities in your view? Is that going to be hardware, software, or something else?

 

Adam Jonas:  We are entering a new scientific era where the AI world, the software world is coming into far greater mental contact, and physical contact, with the hardware world and the physical world of manufacturing. And it's being driven by corporate rivalry amongst not just the terra cap, you know, super large cap companies, but also between public and private companies and competition. And then it's being also fueled by geopolitical rivalry and social issues as well, on a global scale. So, we're actually creating an entirely new species. This robotic species that yes, is expressed in many ways on our roads in China and globally, but it's just the beginning.

 

In terms of whether it's hardware, software, or something else – it’s all the above. What we've done with a across 40 sectors at Morgan Stanley is to divide the robot, whether it flies, drives, walks, crawls, whatever – we divide it into the brain and the body. And the brain can be divided into sensors and memory and compute and foundational models and simulation. The body can be broken up into actuators, the kind of motor neuron capability, the connective tissue, the batteries. And then there's integrators, that kind of do it all – the hardware, the software, the integration, the training, the data, the compute, the energy, the infrastructure. And so, what's so exciting about this opportunity for our clients is there's no one way to do it. There's no one region to do it.

 

. So, stick with us folks. There's a lot of – not just revenue opportunities – but alpha generating opportunities as well.

 

Tim Hsiao: We are seeing OEMs pivot from cars to humanoids and the electric vertical takeoff in the landing vehicles or EVOTL. Our listeners may have seen videos of these vehicles, which are like helicopters and are designed for urban air mobility. How realistic is this transition and what's the timeline for commercialization in your view?

 

Adam Jonas:  Anything that can be electrified will be electrified. Anything that can be automated will be automated. And the advancement of the state of the art in robotaxis and Level 2, Level 3, Level 4+ autonomy is directly transferrable to aviation.   There's obviously different regulatory and safety aspects of aviation, the air traffic control and the FAA and the equivalent regulatory bodies in Europe and in and in China that we will have to navigate, pun intended. But we will get there. We will get there ultimately because taking these technologies of automation and electronic and software defined technology into the low altitude economy will be a superior experience and a vastly cheaper experience. Point to point, on a per person, per passenger, per ton, per mile basis.

 

So  the Wright brothers can finally get excited that their invention

 

from 1903, quite a long time ago  could finally, really change how humans live and move around the surface of the earth, even beyond,  few tens of thousands of commercial and private aircraft that exist today.

 

Tim Hsiao:  The other key questions or key focus for investors is about the business model. So, until now, the auto industry has centered on the car ownership model. But with this new technology, we've been hearing a new model, as you just mentioned, the sheer mobility and the autonomous driving fleet. Experts say it could be major disruptor in this sector. So, what's your take on how this will evolve in developed and emerging markets?

 

Adam Jonas: Well, we think when you take autonomous and shared and electric mobility all the way – that transportation starts to resemble a utility like electricity or water or telecom; where the incremental mile traveled is maybe not quite free, but very, very, very low cost. Maybe only the marginal cost of the mile traveled may only just be the energy required to deliver that mile, whether it's a renewable or non-renewable energy source.

 

And the relationship with a car will change a lot. Individual vehicle ownership may go the way of horse ownership. There will be some, but it'll be seen as a nostalgic privilege, if you will, to own our own car. Others would say, I don't want to own my own car. This is crazy. Why would anyone want to do that?

 

So, it's going to really transform the business model. It will, I think, change the structure of the industry in terms of the number of participants and what they do. Not everybody will win. Some of the existing players can win. But they might have to make some uncomfortable trade-offs for survival.  And for others, the car – let’s say terrestrial vehicle modality may just be a small part of a broader robotics and then physical embodiment of AI that they're propagating; where auto will just be a really, really just one tendril of many, many dozens of different tendrils. So again, it's beginning now. This process will take decades to play out. But investors with even, you know, two-to-three or three-to-five-year view can take steps today to adjust their portfolios and position themselves.

 

Tim Hsiao:  The other key focus of the investor over the market would definitely be the geopolitical dynamics. So, Morgan Stanley expects to see a lot of what you call coopetition between global OEMs and the Chinese suppliers. What do you mean by coopetition and how do you see this dynamic playing out, especially in terms of the tech deflation?

 

Adam Jonas: In order to reduce the United States dependency on China, we need to work with China. So, there's the irony here. Look, in my former life of being an auto analyst, every auto CEO I speak to does not believe that tariffs will limit Chinese involvement in the global auto industry, including onshore in the United States.

 

Many are actively seeking to work with the Chinese through various structures  give them an on-ramp to move onshore to produce their, in many cases, superior products, but in U.S. factories on U.S. shores with American workers. That might lead to some, again, trade-offs.

 

But our view within Morgan Stanley and working with you is we do think that there are on-ramps for Chinese hardware, Chinese knowhow, and Chinese electrical vehicle architecture, but while still being sensitive to the dual-purpose AI sensitivities around  software and the AI networks that for national security reasons, nations want to have more control over.

 

So  that's a long-winded way of saying we want the Chinese body, but we may need to find a way to have the U.S. brain in that body. And I actually am hopeful and seeing some signs already that that's going to happen and play out over the next six to 12 months.

 

Tim Hsiao: I would say it's clear that the road ahead isn't just smarter, it’s faster, more connected, and increasingly autonomous.

 

Adam Jonas: That's correct, Tim. I could not agree more.  Thanks for joining me on the show today.

 

Tim Hsiao: Thanks, Adam. Always a pleasure.

 

Adam Jonas: And to our listeners, thanks for listening. Until next time, stay human and keep driving forward. If you enjoy Thoughts on the Market,  please leave us a review wherever you listen and share the podcast with a friend or colleague today.

 

 

Thoughts on the Market

Listen to our financial podcast, featuring perspectives from leaders within Morgan Stanley and their perspectives on the forces shaping markets today.

Up Next

The market thinks the Fed is likely to cut rates come September. Morgan Stanley economists disagree. Our Head of Corporate Credit Research Andrew Sheets explains our viewpoint and presents three scenarios for corporate credit.

Transcript

Andrew Sheets: Welcome to Thoughts on the Market. I'm Andrew Sheets, Head of Corporate Credit Research at Morgan Stanley.

 

Today – the big difference between our view and the market on what the Fed will do next month; and how that impacts our credit view.

 

It's Thursday, August 14th at 2pm in London.

 

As of this recording, the market is pricing in a roughly 97 percent chance that the Federal Reserve lowers interest rates at its meeting next month. But our economists think it remains more likely that they will leave this rate unchanged. It's a big divergence on a very important market debate.

 

But what may seem like a radical difference in view is actually, in my opinion, a pretty straightforward premise. The Federal Reserve has a so-called dual mandate tasked with keeping both inflation and unemployment low.

 

The unemployment rate is low, but the inflation rate – importantly – is not. In order to ensure that that inflation rate goes lower, absent a major weakening of the economy, we think it would be reasonable for the Fed to keep interest rates somewhat higher for somewhat longer. Hence, we forecast that the Fed will end up staying put at its September meeting.

 

Indeed, while the market rallied on this week's latest inflation numbers, they still leave the Fed with some pretty big questions. Core inflation in the US is above the Fed's target. It's been stuck near these levels now for more than a year. And based on this week's latest data, it started to actually tick up again, a trend that we think could continue over the next several readings as tariff impacts gradually come through.

And so, for credit, this presents three scenarios. One good, and two that are more troubling.

 

The good scenario is that our forecasts for inflation are simply too high. Inflation ends up falling faster than we expect even as the economy holds up. That would allow the Fed to lower interest rates sooner and faster than we're forecasting. And this would be a good scenario for credit, even at currently low rich spreads, and would likely drive good total returns.

 

Scenario two sees inflation elevated in line with our near-term forecast, but the Fed lowers rates anyway. But wouldn't this be good? Wouldn't the credit market like lower rates? Well, lowering rates stimulates the economy and tends to push inflation higher, all else equal. And so, with inflation still above where the Fed wants it to be, it raises the odds of a hot economy with faster growth, but higher prices.

 

That sort of mix might be welcomed by the equity market, which can do better in those booming times. But that same environment tends to be much tougher for credit. And if inflation doesn't end up falling as the Fed cuts rates, well, the Fed may be forced to do fewer rate cuts overall over the next one or two years. Or, even worse, may even have to reverse course and resume hikes – more volatile paths that we don't think the credit market would like.

 

A third scenario is that a forecast at Morgan Stanley for growth, inflation, and the Fed are all correct. The central bank doesn't lower interest rates next month despite currently widespread expectation that they do so. That scenario could still be reasonable for the credit market over the medium term, but it would represent a very big surprise – not too far away, relative to market expectations.

 

For now, markets may very well return to a late August slumber. But we're mindful that we're expecting something quite different than others when that summer ends.

 

Thank you as always, for your time. If you find Thoughts on the Market useful, let us know by leaving a review wherever you listen. And also tell a friend or colleague about us today.

Morgan Stanley Thoughts on the Market Podcast

Although tariff negotiations continue, deals are being made, shifting investor focus on assessing the fallout. Our Global Head of Fixed Income Research and Public Policy Strategy Michael Zezas and Chief U.S. Economist Michael Gapen consider the ripple effects on inflation and the bond market.

Transcript

Michael Zezas: Welcome to Thoughts on the Market. I'm Michael Zezas, Global Head of Fixed Income Research and Public Policy Strategy.

 

Michael Gapen: And I'm Michael Gapen, Chief U.S. Economist.

 

Michael Zezas: Today, how are tariffs impacting the economy and what it means for bond markets?

 

It's Wednesday, August 13th at 10:30am in New York.

 

Michael, we've been talking about how the near-term uncertainty around tariff levels has come down. Tariff deals are, of course, still pending with some major U.S. trading partners like China; but agreements are starting to come together. And though there's lots of ways they could break over time, in the near-term, deals like the one with Europe signal that the U.S. might be happy for several months with what's been arranged. And so, the range of outcomes has shrunk.

 

The U.S.' current effective tariff rate of 16 percent is about where we thought we'd be at year end. But that's substantially higher than the roughly 3 percent we started the year with. So, not as bad as it looked like it could have been after tariffs were announced on April 2nd, but still substantially higher. Now's the time when investors should stay away from chasing tariff headlines and guessing what the President might do next; and instead focus on assessing the impact of what's been done.

 

With that as the backdrop, we got some relevant data yesterday, the Consumer Price Index for July. You were expecting that this would show some clear signs of tariffs pushing prices higher. Why was that?

 

Michael Gapen: Well, we did analysis on the 2018-2019 tariff episode. So, in looking at the input-output tables, economy andou an idea of how prices move through certain sectors of the economy, and applying that to the 2018 episode of tariffs – we got the result that you should see some tariff inflation in June, and then sequentially more as we move into the late summer and the early fall.

 

So, the short answer, Mike, is a model based plus history-based exercise – that said yes, we should start seeing the effects of tariffs on those categories, where the direct effect is high. So that'd be most of your goods categories. Over time, as we move into later this year or early next year, it'll be more important to think about indirect effects, if any.

 

Michael Zezas: Got it. So, the July CPI data that came out yesterday, then did it corroborate this view?

 

Michael Gapen: Yes and no. So, I'm an economist, so I have to do a two-handed view on this. So yes…

 

Michael Zezas: Always fair.

 

Michael Gapen: Always, yes. So, yes, core goods prices rose by two-tenths on the month, in June they also rose by two-tenths. Prior to this goods’ prices were largely flat with some of the big durables, items like autos being negative, right? So, we had all the give back following COVID. So, the prior trend was flat to negative. The last two months, they've shown two-tenths increases. And we've seen upward pressure on things like household furnishings, apparel. We saw a strong used car print this month, motor vehicle and repairs. So, all of that suggests that tariffs are starting to flow through.

 

Now, we didn’t – on the other hand – is we didn't get as much as we thought. New car prices were flat and maybe those price increases will be delayed until models – the 2026 models start hitting the lot. That would be September or later. And we didn't actually; I said apparel. Apparel was up stronger last month. It really wasn't up all that much this month. So, the CPI data for July corroborated the view that the inflation pass through is happening.

 

Where I think it didn't answer the question is how much of it are we going to get and should we expect a lot of it to be front loaded? Or is this going to be a longer process?

 

Michael Zezas: Got it. And then, does that mean that tariffs aren't having the sort of aggregate impact on the economy that many thought they would? Or is maybe the composition of that impact different? So, maybe prices aren't going up so much, but companies are managing those costs in other ways. How would you break that down?

 

Michael Gapen: We would say, and our view is that, yes, you know, we have written down a forecast. And we used our modeling in the 2018-20 19 episode to tell us what's a reasonable forecast for how quickly and to what degree these tariffs should show up in inflation.

But obviously, this has been a substantial move in tariffs. They didn't start all at once. They've come in different phases and there's a lot of lags here

 

So, I just think there's a wide range of potential outcomes here. So, I wouldn't conclude that tariffs are not having the effect we thought they would.

 

I think it's way too early and would be incorrect to conclude, just [be]cause we've had relatively modest tariff pressures in June and July, inflation that we can be sanguine and say it's not a big deal and we should just move on.

Michael Zezas: And even so, is it fair to say that there's still plenty of evidence that this is weighing on growth in the way you anticipated?

 

Michael Gapen: I think so. I mean, it's clear the economy has moderated. If we kind of strip out the volatility and trade and inventories, final sales to domestic purchasers 1.5 in the first quarter. It was 1.1 in the second quarter, and a lot of that slowdown was related to spending by the consumer. And a slowdown in business spending. So that that could be a little more, maybe about policy uncertainty and not knowing exactly what to do and how to plan.

 

But it also we think is reflected in a slowdown, in the pace of hiring. So, I would say, you got the policy uncertainty shock first. That also came through the effect of the April 2nd Liberation Day tariffs, which probably caused a freeze in hiring and spending activity for a bit. And now I would say we're moving into the part of the world where the actual increase in tariffs are going to happen. So, we'll know whether or not firms can pass these prices along or not. If they can't, we'll probably get a weaker labor market. If they can, we'll continue to see it in inflation.

But Mike, let me ask you a question now. You've had all the fun. Let me turn the table.

 

Michael Zezas: Fair enough.

 

Michael Gapen: How much does it matter for you or your team, whether or not these tariffs are pushing prices higher? And/or delaying cuts from the Fed. How do you think about that on your side?

 

Michael Zezas: Yeah, so this question of composition and lags is really interesting. I think though that if the end state here is as you forecast – that we'll end up with weaker growth, and as a consequence, the Fed will embark on a substantial rate cutting program. Then the direction of travel for bond yields from here is still lower. So, if that's the case, then obviously this would be a favorable backdrop for owners of U.S. treasury bonds.

 

It's probably also good news for owners of corporate credit, but the story's a bit trickier here. If yields move lower on weaker growth, but we ultimately avoid a recession, this might be the sweet spot for corporate credit. You've got fundamental strength holding that limits credit risk, and so you get performance from all in yields declining – both the yield expressed by the risk-free rate, as well as the credit spread.

 

But if we tipped into recession, then naturally we'd expect there to be a repricing of all risk in the market. You'd expect there to be some expression of fundamental weakness and credit spreads would widen. So, government bonds would've been a better product to own in that environment.

But, of course, Michael, we have to consider alternative outcomes where yields go higher, and this would turn into a bad environment for bond returns that would appear to be most likely in the scenario where U.S. growth actually ticks higher, resetting expectations for monetary policy in a more hawkish direction.

 

So, what do you think investors should watch for that would lead to that outcome? Is it something like an AI productivity boom or maybe something else that's not on our radar?

 

Michael Gapen: Yeah, so I think that is something investors do have to think about; and let me frame one way to think about that – where ex-post any easing by the Fed as early as September might be retroactively viewed as a policy mistake, right? So, we can say, yes, tariffs should slow down growth and maybe that happens in the second half of this year.

 

The Fed maybe eases rates as a pre-emptive measure or risk management approach to avoid too much weakness in the labor market. So even though the Fed is seeing firming inflation now, which it is. It could ease in September, maybe again in December [be]cause it's worried about the labor market. So maybe that's what dominates 2025. And, and like you said, perhaps in the very near term, continues to pull bond prices lower.

 

But what if we get into 2026 and the tariff effect or the tariff drag on growth fades, and the consumer begins to accelerate. So, we don't have a recession, we just get a bit of a divot in growth and then the economy recovers. Then fiscal policy kicks in, right?

 

We don't think the One Big, Beautiful Bill act will provide a lot of stimulus, but we could be wrong. It could kickstart animal spirits and bring forward a lot of business spending. And then maybe AI, as you said; that could be a combining factor and financial conditions would be very easy in that world, in part – given that the Fed has eased, right?

 

So that that could be a world where, you know, growth is modest, but it's firming. Inflation that's moved up to about 3 percent or maybe a little bit higher later this year kind of stays there. And then retroactively, the problem is the Fed eased financial conditions into that and inflation's kind of stuck around 3 percent. Bond yields – at least the long end – would probably react negatively in that world.

 

Michael Zezas: Yeah, that makes perfect sense to us. Well, Michael, thanks for taking the time to talk with me.

 

Michael Gapen: Thanks for having me on, Mike.

 

Michael Zezas: And to our audience, thanks for listening. If you enjoy Thoughts on the Market, please leave us a review and tell your friends about the podcast. We want everyone to listen.

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