Zahar: I’m also excited about Wejo’s success. I believe they contribute a lot to the development of data aggregation and harmonization tech, which is the future of mobility, no doubt. And the most intriguing is that both companies disengaged from the traditional approach. These are not startups that kick off SaaS products within a specific vertical and go in for the marketplace, adding more supply and demand on both ends, like Amazon.Instead, they utilize the marketplace model from the very beginning but intend to add SaaS functionality later. Both Wejo and Otonomo work with supply instead of demand – invest heavily into adding more data providers on the platforms. It is well indicated by the huge number of vehicles connected to these platforms (>10 mln each) and smaller revenue, at the same time. It means that both projects struggle to find a salable use case and positive unit economy.Alex: Moreover, Wejo intends to invest 120 mln into supply – adding more OEMs. Curious how this move should improve the unit economy. If we do not see strong signs of monetizing existing data providers and streams, why should adding more supply somehow stimulate the demand?Draivn team: Please, do get us right, our questions and hesitations do not mean that we don’t believe in the potential of the connected car data – of course, we do. We work in the same field and understand the value of telematics, we just see some things differently. And diversity is always great, we believe.
Here, at Draivn we believe that:
✅The future of mobility data is all about the open approach, where stakeholders do not limit themselves with a particular data type but use data-agnostic tools instead;
✅It all starts from a tailored solution and ends up in an ecosystem, not vice-versa;
✅A great product is developed upon the consumer demand and need, but not for the sake of creating a product.
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