News

Waymo Partner Ecosystem (2025)

Rinat Enikeev

24 Oct 2025 — 33 min read

Waymo, Alphabet’s autonomous vehicle unit, relies on a broad network of suppliers and partners across its self-driving technology stack. These range from automakers providing vehicle platforms to tech companies supplying computing hardware, sensor manufacturers, and cloud/software partners.

🔋 Battery & Powertrain

Electric Vehicle Batteries: Waymo’s fleet includes all-electric vehicles whose battery packs are supplied by leading OEM partners. Jaguar Land Rover’s I-PACE SUVs – deployed as Waymo robotaxis – use high-capacity 90 kWh lithium-ion batteries from LG Chem (LG Energy Solution)[1]. These LG Chem cells (manufactured in Poland) are also found in other EVs like the Chevy Bolt, underscoring their industry ubiquity[1]. Similarly, the Chrysler Pacifica Hybrid minivans in Waymo’s fleet have a 16 kWh lithium-ion battery pack exclusively supplied by LG Chem, per FCA’s supplier announcements[2]. In practice, Waymo leverages the battery technology integrated by its OEM partners rather than developing its own packs – for instance, the Pacifica’s LG battery modules and the I-PACE’s LG battery are built into those vehicles by the manufacturers before Waymo adds self-driving hardware.

Powertrain (Electric & Hybrid): Waymo’s strategy has been to partner with automakers for vehicle platforms, including their propulsion systems. Jaguar Land Rover (JLR) provides the I-PACE’s electric powertrain, a dual-motor AWD system delivering sportscar performance in a zero-emissions package[11]. This JLR-developed EV powertrain – combined with a large fast-charge battery – was a key reason Waymo chose the I-PACE, as it can “drive all day” in ride-hailing service[34]. On the hybrid front, Fiat Chrysler (FCA, now part of Stellantis) supplies the Pacifica Hybrid’s plug-in hybrid drive unit, pairing a Pentastar V6 engine with dual electric motors and an eCVT. These FCA-engineered components come standard on the minivan; Waymo simply takes advantage of the Pacifica’s “capable, L4-ready” hybrid platform[35][4].

Upcoming EV Platforms: Waymo is also teaming with automakers on next-generation electric vehicles purpose-built for autonomy. In late 2021, Waymo announced a partnership with Geely’s EV brand Zeekr to integrate the Waymo Driver into a new mobility-focused EV, designed in Sweden expressly for autonomous ride-hailing[5]. This custom robotaxi, based on Zeekr’s M-Vision concept, has no steering wheel or pedals and features a roomy, flat-floor interior for passengers[36][37]. Geely will provide the entire EV platform – including battery (likely a CATL or similar advanced pack) and electric drivetrain – while Waymo installs its Driver system. Likewise, in 2020 Waymo formed an exclusive global L4 partnership with Volvo Car Group (and its affiliates Polestar and Lynk & Co) to eventually integrate Waymo’s self-driving tech into a new electric vehicle platform for ride-hailing[9]. This indicates future Waymo vehicles may use Volvo’s EV architectures and motors, although specific models haven’t been publicly launched yet.

Summary: In the battery & powertrain domain, Waymo leverages supplier relationships through its OEM partners – from LG Chem’s lithium-ion cells that power the Jaguar I-PACE and Chrysler Pacifica[1][2], to entire electrified drivetrains engineered by Jaguar Land Rover and Stellantis/FCA. New alliances with Geely (Zeekr)[5] and Volvo[9] ensure that Waymo’s future ride-hailing EVs will likewise have state-of-the-art battery-electric platforms without Waymo needing to develop those in-house.

🏗 Body / Chassis / Casting

Waymo does not manufacture car bodies itself; instead it partners with automakers and contract manufacturers for the physical vehicles. Automaker OEM partnerships have been crucial in providing Waymo with roadworthy chassis that are then fitted with self-driving hardware:

Jaguar Land Rover (JLR): In March 2018, Waymo and JLR announced a long-term partnership to deploy 20,000 all-electric Jaguar I-PACE SUVs as self-driving vehicles over the next few years[3][6]. The I-PACE – a premium compact SUV – serves as a “first premium self‑driving electric vehicle” in Waymo’s fleet[3]. JLR provides the complete body and chassis of the I-PACE, including its aluminum frame and suspension. These vehicles are built by Jaguar’s contract manufacturer Magna Steyr in Austria (JLR’s production partner for the I-PACE), then shipped to Waymo for autonomous integration. The sleek I-PACE body was chosen for its ideal size and design, offering a safe, quiet, and eco-friendly ride for Waymo One passengers[34].
Fiat Chrysler (FCA/Stellantis): Waymo’s very first OEM partner was Fiat Chrysler, dating back to 2016[35]. FCA provided Chrysler Pacifica Hybrid minivans – a family minivan with a spacious interior and proven safety – as the initial platform for Waymo’s self-driving tests and early ride-hailing service. In 2018, Waymo ordered 62,000 additional Pacifica minivans to scale its fleet[7]. These minivans (manufactured by Chrysler in Windsor, Canada) come with the full body/chassis and standard features, which Waymo then outfits with its Driver sensors. FCA and Waymo expanded their partnership in 2020, with FCA selecting Waymo as “exclusive L4 partner” across its product portfolio[38][39]. This includes co-developing future Ram ProMaster vans for goods delivery, meaning Waymo will also integrate into light commercial van chassis for logistics[40][41].
Geely Zeekr: Waymo’s next-generation robotaxi will ride on a Geely/Zeekr chassis. The companies are co-designing a purpose-built autonomous people-mover, unveiled in 2022, which has a van-like body with no steering wheel or mirrors[42][36]. Zeekr (owned by Geely) is engineering the vehicle’s body structure – including a B-pillarless design for easy entry – and will handle production. Waymo will integrate its self-driving system into this platform[43]. The Zeekr robotaxi’s chassis is optimized for autonomy: e.g. redundant braking/steering, low step-in height, and a layout that maximizes interior space for riders[44].
Daimler Freightliner (Trucks): In the freight domain, Waymo partnered with Daimler Trucks to integrate Waymo Driver into a Class 8 semi. Freightliner, Daimler’s U.S. subsidiary, is providing the Cascadia truck platform – a popular long-haul truck chassis – modified with redundant systems for safe autonomous operation[45]. Waymo and Daimler are co-developing an autonomous Freightliner Cascadia, combining Waymo’s “World’s Most Experienced Driver” AI with Daimler’s heavy-duty chassis engineering[8]. This marks Waymo’s first entry into OEM-supported truck bodies.
Volvo and Renault-Nissan: In addition to core partners above, Waymo has exploratory agreements with other automakers. The Volvo Car Group partnership (2020) envisions a new EV platform for robotaxis – essentially Volvo providing the base vehicle/chassis built to accommodate Waymo’s Driver[9]. Similarly, in 2019 Waymo signed a deal with the Renault-Nissan-Mitsubishi Alliance to explore driverless mobility services in France and Japan[31]. As part of that, Renault and Nissan considered providing electric car platforms (such as Renault’s EZ-go concept or Nissan EVs) for Waymo pilot services, though no commercial deployments have been announced yet.
Firefly Prototype (Google Car): Before partnering with major OEMs, Google built its own prototype vehicle nicknamed “Firefly.” This was a tiny two-seater pod car with no steering wheel, used from 2014–2017 to test true driverless operation[46][47]. The Firefly’s composite body and chassis were developed from scratch with help from Detroit-area suppliers – notably Roush Industries, which was contracted to build around 100 prototypes[10]. Roush, known for automotive prototyping, assembled the Firefly’s custom micro-car frame and body panels in Michigan[47]. This hand-built vehicle allowed Google/Waymo to gain experience in designing a car “without human control points”[48]. Although Firefly was retired in 2017 in favor of using mass-produced cars, it established Waymo’s early automotive OEM relationships and know-how[47].

In summary, Waymo sources its vehicle bodies and chassis exclusively through automakers and contract builders. Key suppliers include Jaguar Land Rover (I-PACE SUVs)[3], Stellantis (Pacifica minivans)[7], and coming soon Geely’s Zeekr (custom robotaxi)[5]. Even for heavy trucks, Waymo leans on Freightliner’s Cascadia platform[8]. Early prototyping was aided by firms like Roush, but today Waymo’s strategy is to modify existing production vehicles or co-create new models with OEMs rather than build cars itself[47].

⚙ Drive Units & Thermal

This category covers the components that propel the vehicle (electric motors, engines, transmissions) and the thermal management systems that keep the vehicle and electronics at optimal temperatures. Waymo largely utilizes the drive units provided by its vehicle OEM partners, while adding custom cooling for its autonomous hardware as needed:

Electric Drive Units: In Waymo’s EV fleet, the Jaguar I-PACE’s dual electric motors serve as the drive units. These motors (one per axle) were developed by Jaguar, delivering a combined ~400 hp and capable of highway speeds. The motors and single-speed gearboxes are integrated into the I-PACE’s axles – Waymo uses them unchanged, relying on Jaguar’s engineering for traction and performance. Likewise, any future Volvo or Zeekr EV that Waymo adopts will come with the OEM’s e-motors and drive unit. For example, Volvo’s anticipated mobility EV platform (from the 2020 partnership) was expected to have a fully electric powertrain onto which Waymo would integrate its Driver[9]. On the hybrid side, the Chrysler Pacifica Hybrid’s powertrain includes a Pentastar V6 gasoline engine plus dual electric motor-generators within an eFlite transaxle. This entire hybrid drive unit is stock from FCA – Waymo does not modify the engine/motor hardware, it simply interfaces with the Pacifica’s drive-by-wire controls.
Redundant/Automated Controls: One area Waymo does influence is ensuring drive units can be controlled by the autonomous system. This means electronic throttle and brake control, steer-by-wire or steering motor actuation, and shifting – most of which are built into modern vehicles. For instance, the I-PACE and Pacifica both have electronic gear selectors and power steering, allowing Waymo to send commands to accelerate, brake, and steer via the vehicle’s CAN bus. In cases like the Freightliner Cascadia trucks, Daimler is developing a redundant steering and braking system specifically for Waymo’s L4 trucks[45][49]. This upgraded drive/steering unit will allow safe fail-operational control of the 18-wheeler’s movement under Waymo Driver.
Thermal Management for Vehicle & AV Systems: Both electric vehicles and autonomous computing generate significant heat, requiring robust cooling. The base vehicles come with OEM-designed thermal systems: e.g. the Jaguar I-PACE has a liquid-cooled battery and motors, plus refrigerant-based cabin AC and a heat pump – all supplied by Tier-1s like Denso or Valeo (Jaguar hasn’t disclosed, but Valeo commonly supplies JLR HVAC). Waymo ensures that adding self-driving equipment doesn’t overwhelm these systems. In fact, Waymo’s 5th-generation hardware suite was engineered for automotive-grade environments from “sub-zero Michigan to Death Valley heat”[18], with all components tested to withstand vibration and temperature extremes. Waymo includes cooling loops for its onboard computers and rooftop sensors. For example, the Waymo sensor dome on the I-PACE’s roof is connected via coolant hoses to an extra radiator and pump that cool the Lidar, cameras, and radar electronics[12]. These hoses run through the Jaguar’s body and tie into a Waymo-added cooling system housed in the trunk with the compute unit[12]. The compute unit itself (high-performance CPUs, GPUs, etc.) sits in a rugged enclosure with liquid cooling plates, since it can consume kilowatts of power. Waymo worked with integrators to mount these thermal components without impeding the vehicle; notably, Magna helped package and integrate such hardware into the Jaguar and Chrysler platforms[21].
Thermal Safety: The integrated design considers contingencies like leaks – Waymo’s hoses and electronics in the I-PACE are “waterproof insulated in the luggage compartment, in case liquids leak”[12]. This attention to thermal system safety underscores Waymo’s partnership with automotive-grade suppliers for things like coolant lines, pumps, and fans. While specific supplier names aren’t public, it’s likely Tier-1 cooling specialists (Modine, Mahle, Valeo) were involved under Magna’s integration effort.

In essence, Waymo leverages the drive units that come with its partner vehicles, from Jaguar’s electric motors to Chrysler’s hybrid engines, without custom propulsion development. The company’s contribution is in integrating redundant control and cooling: making sure the cars’ drivetrain can be controlled by the AI, and adding dedicated thermal management for the self-driving hardware. These tasks have been done in collaboration with Tier-1 suppliers and Magna, ensuring that Waymo’s cars can handle the heat (or cold) of autonomous operation[18][12].

💻 Autonomy Compute

Each Waymo vehicle carries a powerful on-board computer – effectively the “brain” running the self-driving software. Waymo has partnered with high-tech suppliers for the compute hardware while also developing custom system architecture in-house:

Intel: Waymo’s early autonomous driving computers were built on Intel technology. In 2017, Intel disclosed that Waymo’s Chrysler Pacifica minivans “feature Intel-based technologies for sensor processing, general compute and connectivity”, enabling real-time decisions[13]. This collaboration meant Waymo’s compute platform utilized Intel processors (likely high-end Xeon or Atom automotive CPUs) to run the AI algorithms. Intel also provided chipset components for routing data from Lidar/radars (sensor processing) and possibly 4G LTE modems for vehicle connectivity[13]. The partnership ensured Waymo vehicles had “advanced processing power” sufficient for SAE Level 4/5 autonomy[50]. Essentially, an Intel motherboard/SoC is at the heart of Waymo’s self-driving stack (at least in earlier generations).
NVIDIA and Others: While not officially confirmed by Waymo in press releases, industry reports have long suspected that Waymo supplemented its CPUs with GPU or FPGA accelerators for machine learning. Early test cars (e.g. Google’s Lexus RX hybrids) used NVIDIA GPUs in the trunk for computer vision. By the 5th-gen Waymo Driver, the company likely moved to more specialized hardware. (For instance, Tesla and Cruise developed custom AI chips; Waymo has kept its exact hardware secret.) However, analysis by Bloomberg NEF and others in 2020 indicated Waymo’s 5th-gen sensor+compute suite cost up to $100k, implying multiple high-end processors and self-designed boards[14]. It’s possible Waymo’s system uses Intel Xeon CPUs combined with AI accelerators (like Intel’s Movidius VPUs or GPUs). Notably, Waymo hired chip engineers and in 2022 was rumored to be developing an in-house autonomous driving ASIC, but details remain proprietary.
Compute Performance: Waymo emphasizes that each generation of its compute gets more powerful and efficient. The “central computer (Superbrain)” in the latest Waymo cars delivers 20× the computing power of the previous generation[51]. This massive increase is required to process data from 360° sensors in real time and run advanced machine learning models for perception and planning. The computer is an integration of CPUs, GPUs, and possibly TPUs, all connected via high-bandwidth networks in an automotive-grade enclosure. All of this is assembled by Waymo (or manufacturing partners) as a custom unit installed in the vehicle’s rear – highlighting both external supplier contributions (chip vendors like Intel) and Waymo’s own hardware integration.
Vehicle Networking & OS: Waymo likely uses automotive networking components from suppliers like Bosch, Continental, or Molex for power distribution and communication in the car. Its system interfaces with the vehicle via CAN bus and likely uses an RTOS (real-time operating system) or Linux-based OS for the driving stack. These are internal details, but Waymo’s close work with OEMs ensures the compute system can safely command steering/braking through the car’s electronic control units (ECUs).
Cloud Compute (Training & Simulation): Although not on the vehicle, a part of Waymo’s “full-stack” compute is the enormous cloud infrastructure for data processing. As an Alphabet company, Waymo leverages Google’s data centers and Cloud services for off-board computation – for example, training neural networks using TPUs/GPUs on Google Cloud, running simulation at scale (Waymo’s Carcraft simulator), and storing the petabytes of driving data. This tight integration with Google’s cloud is a key (albeit implicit) partnership enabling Waymo’s rapid AI development and map updates. While the question focuses on suppliers in the vehicle, it’s worth noting Waymo’s software is backed by Google’s computing might.

In summary, Waymo’s autonomy compute is a mix of partner-sourced hardware (notably Intel’s chips)[13] and Waymo’s own engineering. The result is a high-performance automotive computer that can process data from multiple Lidars, 29 cameras, and 6 radars simultaneously[17]. By working “closely with Waymo,” Intel helped tailor the platform for full autonomy[50], and Waymo continues to refine this compute stack for greater power and efficiency in each generation.

👁 Cameras & Sensors

Waymo’s vehicles are outfitted with one of the industry’s most advanced sensor suites, giving the autonomous system a 360-degree view of the world. Over the years, Waymo has transitioned from off-the-shelf sensors to building many sensors in-house:

Lidar (Light Detection and Ranging): In its early days (2009–2011), Google’s self-driving project relied on commercial Lidar units – famously the Velodyne HDL-64E spinning Lidar on the roof, which cost about $75,000 each[14]. As the program matured, Waymo found off-the-shelf sensors inadequate[25] and started developing its own. By 2017, Waymo had designed custom LiDARs for different ranges. For instance, the 4th-gen Chrysler Pacifica used three types of Waymo lidars (one 360° rooftop, and multiple peripheral units). In 2019, Waymo even began selling one of its designs – the Laser Bear Honeycomb lidar – to select non-automotive partners[15][16]. This short-range 3D lidar, mounted around the vehicle’s bumper, provides a 95° vertical field and 360° horizontal field, replacing the need for multiple lower-FOV sensors[52]. Waymo’s in-house lidar team (Laser Bear) essentially became a supplier to Waymo itself, achieving major cost reductions (Waymo said its custom lidars are 90% cheaper than Velodyne’s)[14]. Key point: Current Waymo vehicles use all proprietary lidars, including a long-range rooftop lidar that can see ~300 m in all directions[53], and several short-range lidars covering blind spots[54]. The main external “supplier” in this case is Waymo’s own manufacturing or contract manufacturing of these units (they’ve kept specifics internal, but they work with fabrication partners to build the sensors).
Cameras: Waymo’s vision system consists of an array of cameras providing high-resolution, 360° coverage. The latest (5th-gen) Waymo Driver employs 29 cameras in total[17]. Sixteen of these are mounted behind the windshield of the roof pod (beneath the top lidar) for a stitched panoramic view, including some telephoto lenses that can spot a human or stop sign “500 meters away, even in dark and rain”[17]. Additional fisheye cameras around the vehicle cover the sides and near-field (with IR sensitivity for night vision)[17]. All these camera modules were custom-developed by Waymo to meet its needs[18]. Waymo hasn’t publicly named the vendors of the camera sensors, but it’s likely using top-tier CMOS image sensors (e.g. Sony IMX series or On Semiconductor AR-series, which are common in automotive HDR cameras). The lens and enclosure design is Waymo’s, including features like small wiper mechanisms on each roof camera to clear rain and dust[55]. In short, Waymo acts as the integrator of camera hardware – working with optical component suppliers under the hood – to supply its vehicles with robust vision.
Radar: Radar is critical for seeing moving objects and distance in all weather. Waymo’s vehicles carry around 6 radars (earlier gens had only a few). The 5th-gen Waymo Driver has radars mounted at each corner and on the roof, giving 360° coverage in high resolution[56][57]. Notably, Waymo claims these are also custom-built radars, developed alongside its other sensors[58]. It’s possible Waymo started with units from Continental or Bosch (common automotive radar suppliers) – in fact, the Jaguar I-PACE base vehicle includes short-range parking radars from Valeo by default[59]. But for autonomous driving, Waymo likely needed longer-range, higher-resolution radar. There were reports that Waymo acquired or partnered with radar tech startups (this is speculative; e.g. Waymo hired engineers from Magna’s radar team). As of the 5th-gen system debut, Waymo said “all sensors…were developed by Waymo itself”[18], strongly implying the radars are Waymo-designed. They operate in concert to, for example, instantly measure a pedestrian’s speed and trajectory even in fog or rain[60][61].
Ultrasonics: On production cars, ultrasonic sensors are used for close-range (parking). Waymo’s I-PACEs likely retain the stock ultrasonic sensors (supplied by Valeo on Jaguar)[59], though these are a minor part of the perception stack and not unique to Waymo.
GPS, IMU, and Other Sensors: Waymo also uses high-precision GPS and inertial measurement units for localization, likely from specialized suppliers like NovAtel or Honeywell. These were not publicly detailed but are typical in AVs.

Overall, Waymo’s approach to sensors has evolved into vertical integration: from initially buying pricey Velodyne lidars to now producing its own lidars (Laser Bear Honeycomb)[16], radars, and camera units. This in-house capability is a differentiator – Waymo even briefly commercialized its lidar outside the company[15]. The “supplier” list for Waymo’s sensors thus includes Waymo’s internal teams and manufacturing partners. Key past suppliers were Velodyne (lidar) and Continental/Bosch (radar) when the tech was off-the-shelf. Today, the hardware is Waymo-built, and any external vendors (for lasers, photo-detectors, sensor ASICs, etc.) operate behind the scenes under Waymo’s design specifications.

🌐 Connectivity & Comms

While the Waymo Driver is designed to operate without constant external communication, each vehicle still needs robust connectivity for maps, telemetry, and rider interaction. Waymo’s connectivity stack involves cellular hardware and network services:

Onboard Modems: Waymo vehicles are equipped with cellular data modems to connect to the internet (for receiving map updates, sending vehicle status, and enabling the rider’s app functions). In the Intel collaboration, it was noted that Intel provided connectivity solutions for Waymo’s Pacifica fleet[13]. This suggests Waymo used Intel’s 4G LTE modem chips or modules – possibly the Intel XMM series which was available in 2017 (Intel was one of the few modem suppliers besides Qualcomm at the time). The Intel modem, integrated in Waymo’s compute platform, allows the vehicle to communicate in real time. With Intel exiting the modem business in 2019, it’s plausible newer Waymo cars use Qualcomm Snapdragon Auto modems for 4G/5G. However, Waymo has been cautious about relying on 5G for core operations. In industry discussions, Waymo has “deliberately excluded 5G” from critical driving functions, focusing on onboard computing instead[19]. In other words, the car doesn’t need constant high-bandwidth connection to drive; connectivity is auxiliary.
Carrier Partnerships: Waymo has quietly worked with wireless carriers to ensure coverage for its fleets. Although not highly publicized, Waymo’s cars in Phoenix likely use Verizon or AT&T enterprise data plans. (Notably, a Phoenix pilot in 2018 involved Verizon, Avis, and others in a city partnership[62], and later, Waymo partnered with T-Mobile for some 5G tests in San Francisco, according to news reports.) In 2023, Waymo did announce a partnership with Uber for ride-hailing which includes Uber handling some connectivity/telematics aspects when dispatching Waymo vehicles[29][63]. Still, generally each car is equipped to automatically switch between carriers to maintain a link to Waymo servers.
V2X and Short-Range Comms: Waymo has tested vehicle-to-vehicle or vehicle-to-infrastructure communications (e.g. for traffic light info), but there’s no known dedicated supplier. The vehicles might include Wi-Fi and Bluetooth for maintenance and rider connectivity (the rider tablet could be on an internal Wi-Fi network connected to the car’s computer).
Mapping & Cloud Data Sync: Connectivity allows the Waymo Driver to download HD map updates and upload driving data. Here, Waymo’s “supplier” is essentially Google Cloud. Waymo uses Google’s secure cloud to distribute up-to-date maps to each vehicle before trips (e.g. construction zones or new road info from satellite maps). The car’s comms system will sync with Waymo’s data center periodically to pull these updates. Likewise, after a ride or during idle times, the car can upload logs, images of novel scenarios, etc., over the cellular link to Waymo’s servers for analysis. This backend pipeline is part of Waymo’s competitive advantage – and it inherently relies on Google’s networking infrastructure.
Emergency Communication: Waymo vehicles have systems to call for help or allow remote diagnostics. For example, if a car stops for an incident, it can contact Waymo’s fleet support center over cellular. The built-in telematics are similar to an OEM’s OnStar or connected car module, but configured for Waymo’s operations team to remotely monitor vehicle health and send assistance if needed. This likely uses the same LTE modem and is managed through Waymo’s cloud.

In summary, the connectivity and comms in Waymo’s stack are enabled by Intel/Qualcomm modems in the cars[13] and by partnerships with mobile network operators for data service. Waymo doesn’t depend on ultra-low latency networks for driving; instead, it uses connectivity for rider experience and data. This design choice (local autonomy with cloud support) means Waymo’s vehicles remain operational even if coverage is spotty, uploading data once a stable connection returns. Thus, Waymo’s key communications suppliers are largely tech firms like Intel (for hardware)[13] and the telecoms (for service), with the umbrella of Google’s cloud tying the system together.

🖥 Interior / HMI

The passenger experience inside a Waymo vehicle is another area involving multiple suppliers and custom integration. Waymo’s autonomous cars have unique interior modifications on top of the base vehicle interiors:

Rider Interface Hardware: Each Waymo car features an interactive touchscreen for riders, usually mounted in the back of the front console. This tablet-like device allows passengers to see their route, ETA, and press buttons to “Start ride” or contact support. Waymo has shown that this display is a custom implementation – effectively an Android tablet running Waymo’s app. The hardware could be sourced from a supplier (it might be a ruggedized tablet from Samsung or Asus repurposed, or a custom unit built by an automotive Tier-1 like Panasonic). Waymo hasn’t named a specific supplier, but given the need to meet automotive safety, it likely worked with Magna or Harman to securely install the screen and connect it to the car’s systems. The Waymo Driver integration done by Magna in Michigan and Arizona includes fitting these HMI devices into Jaguars and Pacificas[21]. For instance, a Magna team would remove parts of the center console to add the screen and user buttons, ensuring they meet crash safety, etc.
In-Car Audio and Alerts: Without a human driver, the car itself provides feedback to passengers. Waymo installed audio systems (speakers) that play pre-recorded voice prompts (like “Please buckle your seatbelt” or “We’re waiting for traffic to pass”). These prompts are part of Waymo’s HMI. They likely piggyback on the vehicle’s existing speaker system, but some Waymo cars have additional speakers (including external speakers to emit pedestrian warning sounds). Suppliers such as Harman (for audio systems) or the OEM’s infotainment supplier would be indirectly involved. For example, the Chrysler Pacifica’s UConnect infotainment, supplied by Panasonic, might be leveraged to display “Car is in self-driving mode” on screens or play sounds through speakers. Waymo also equips cars with LED signage (like a lit Waymo logo or front-mounted lights) to signal to pedestrians – these could be from specialty lighting suppliers.
User Controls: In the passenger cabin, Waymo provides physical buttons for safety – e.g. an “Help” button to call customer support and an “Pull Over” button to initiate a safe stop. These are custom hardware pieces integrated into the ceiling or console. The design and supply of these likely went through an automotive supplier for switches (like Bosch or Continental which make interior electronics). Magna’s retrofit work included wiring these buttons into the system.
Interior Design Considerations: Otherwise, the interior furnishings (seats, trim, airbags) remain stock from the base vehicles (Jaguar or Chrysler). That means standard OEM suppliers are in play (Faurecia for seats, etc.) but not specific to Waymo. The key change is the removal of the driver controls in some vehicles: For example, Waymo’s upcoming Zeekr robotaxi will have no steering wheel – implying a unique interior. Geely’s design team (in Sweden at Zeekr’s R&D center) is handling that cabin, with Waymo’s input to make it “rider-first” (e.g. lots of legroom, reclining seats, and screens within reach)[44]. So in that case, Geely/Zeekr is the supplier of the interior itself, in addition to the chassis.
Cleaning and Materials: Given these cars are for ride-hailing, interior materials need to be durable and easy to clean. Waymo likely coordinated with OEMs to use certain seat fabrics or coatings. For instance, the I-PACEs delivered to Waymo might have slightly different upholstery (maybe vinyl instead of leather) to facilitate quick cleaning by Avis/AutoNation staff between rides[64]. This is a minor point but involves supplier choices at the manufacturing stage (Jaguar working with its interior supplier).

Overall, the interior/HMI domain sees Waymo designing the user-facing interface and working with partners to integrate it seamlessly. Magna International played a big role in physically adding Waymo’s screens and buttons into vehicles[21]. The software UI on the screens is built by Waymo (leveraging Android). On the supply side, one can infer Panasonic or Bosch provided some of the electronics, but Waymo has kept these specifics under wraps. What’s publicly confirmed is Waymo’s focus on an intuitive rider experience – for example, partnering with Google Assistant and Google Maps teams to eventually allow voice commands or app-based interactions. In 2018 Waymo did a pilot with Walmart where riders ordered groceries and the screen greeted them upon pickup[65], showing how the HMI ties into services. All these integrations speak to Waymo’s role as a system integrator, orchestrating various suppliers’ contributions (tablets, buttons, audio) into a coherent in-car experience.

🏭 Assembly & Integration

As Waymo doesn’t fully build cars from scratch, it relies on contract manufacturing and integration facilities to turn stock vehicles into self-driving vehicles. Key partners and initiatives in this area:

Magna International: Magna, a global automotive supplier and contract manufacturer, has been a critical integration partner for Waymo. According to reports, Waymo used vehicle assembler Magna to convert Jaguar I-PACE SUVs and Chrysler Pacifica minivans into Level 4 autonomous vehicles[21]. In practice, Magna’s teams receive the base vehicles (minus some trim and roof pieces) and then install the Waymo Driver hardware: mounting lidar/radar/camera units on the roof and body, wiring up the compute unit and sensors, and calibrating everything. This work started around 2018 when Waymo ramped up I-PACE and Pacifica deployments. Magna’s expertise in automotive-grade manufacturing ensured that the retrofitted vehicles met quality and safety standards at scale. In fact, Magna was an investor in Waymo’s $2.25B funding round in 2020, further solidifying the partnership[66].
Waymo’s Dedicated Factories: Waymo has established its own integration factories in the U.S. In 2019, Waymo announced it would open the world’s first factory 100% dedicated to L4 autonomous vehicles in Detroit, Michigan[67]. This facility (a repurposed American Axle plant) was set up with support from Michigan’s economic development and was expected to create hundreds of jobs integrating Waymo systems into vehicles[24]. By 2020, that Detroit center was operational – effectively a Waymo/Magna joint effort on integration. More recently, in May 2025, Waymo opened a new integration plant in Mesa, Arizona, in collaboration with Magna[22]. This 239,000 sq ft factory is ramping up assembly of autonomous Jaguar I-PACEs and is built to be scalable for future platforms like the Zeekr robotaxi[22][68]. Waymo stated the Mesa plant will “build thousands of Jaguar I-PACEs… and tens of thousands per year at full capacity”, with an automated assembly line for efficiency[69][68]. The location in Metro Phoenix aligns with Waymo’s largest service area, allowing newly integrated cars to “drive themselves out of the factory and directly into service” within 30 minutes[70].
Roush and Early Integration: For historical context, Google’s first Firefly prototypes were assembled by Roush in Detroit as noted. Roush and other Detroit suppliers installed sensors on early Lexus RX and Prius test cars as well[10]. Those efforts laid groundwork for Waymo’s later assembly processes.
OEM Assembly Lines: In some cases, automakers themselves assist in integration on their assembly lines. For example, Jaguar Land Rover did not install Waymo’s sensors in the factory, but they did deliver vehicles to Waymo with certain preparations (perhaps roof cutouts or extra power provisions). In the future, as volumes increase, we may see OEMs like Zeekr building Waymo-specific variants on their line (with no steering wheels, etc.), then shipping them to Waymo for final calibration. The Volvo partnership also hinted at co-development, which might involve Volvo assembling cars with Waymo Driver pre-integrated.
Quality & Testing: After integration, each vehicle undergoes extensive testing and alignment (sensor calibration). Waymo’s new processes at the end-of-line in Mesa have cut down the time and cost to get vehicles “rider-ready”[70]. Now, vehicles assigned to Phoenix can literally enter passenger service the same day they are built[70]. This demonstrates a maturation of Waymo’s assembly pipeline in partnership with Magna and the use of advanced manufacturing techniques.

In summary, assembly & integration is a domain where Waymo has blended its operations with automotive manufacturing partners. Magna stands out as the primary partner, from retrofitting vehicles to co-running the new Arizona factory[22][23]. By investing in its own facilities (Detroit, Mesa) and teaming with experienced assemblers, Waymo can scale up its fleet while maintaining control over the autonomous installation process. The result is a full-stack approach: Waymo designs the self-driving hardware, and Magna/Waymo together physically build the self-driving cars in a factory setting, bridging the gap between tech prototype and automotive-grade production[21].

☁ Software & Data

Waymo’s software and data ecosystem is largely developed in-house, but it benefits from Alphabet’s broader technology stack and select partnerships:

Autonomous Driving Software: The “Waymo Driver” software – everything from perception to prediction to planning – is a proprietary asset built by Waymo’s engineers over a decade. No external vendor provides Waymo’s core driving software; it’s considered the secret sauce. Back in 2009–2015, the Google car project wrote its own code while using off-the-shelf sensors[25]. Today, Waymo continues to lead development of these algorithms internally (unlike some automakers that buy ADAS software from Tier-1 suppliers like Mobileye or Bosch, Waymo writes its own). However, Waymo does integrate some standard software components: for instance, it uses high-definition maps (which can be seen as data software) created with help from Google’s mapping data. It also likely utilizes open-source frameworks (Linux OS, middleware like ROS in early days, etc.).
HD Mapping & Localization: Waymo’s vehicles navigate using high-definition maps of the operating areas. These maps are built by Waymo using sensor data and also by leveraging Google Maps imagery. One could consider Google Maps/Earth as a “data supplier” – indeed Waymo has access to Google’s massive geo-database. Additionally, local governments have partnered with Waymo to share information for mapping; for example, Waymo has worked with Phoenix on getting roadway info and with San Francisco on construction data. In France and Japan, as part of the Renault-Nissan agreement, they planned to utilize local data (smart city info) as well[31].
Cloud & Simulation: As mentioned under compute, Waymo’s software development heavily uses Google’s cloud. Waymo has a homegrown simulation platform (nicknamed Carcraft) that runs billions of virtual miles to test software updates. This runs on clusters of servers – effectively Google data centers are the “hardware” supplier for this simulation software. Waymo also partners with DeepMind (an Alphabet sister company) and Google Research occasionally for cutting-edge AI techniques (e.g. reinforcement learning for better behavior prediction). These collaborations enhance Waymo’s software using expertise from the broader Alphabet ecosystem.
Data Sharing Partnerships: Waymo has engaged in a few data or research partnerships. For instance, Waymo partnered with Tampa Halliburton (a data analytics firm) for some data management – not widely publicized. It also collaborated with NHTSA and academic institutions to share data for safety research (Waymo released datasets like Waymo Open Dataset to researchers). Those aren’t suppliers per se, but demonstrate Waymo’s openness in data.
Backend Services: The rider application and dispatch system rely on typical software services. Waymo One app uses Google Cloud Messaging, Google Maps for ride routing in-app, and likely Twilio or similar for texting riders. But these are minor details. Notably, Waymo did partner with Lyft and Uber, effectively integrating its dispatch software with theirs via APIs in Phoenix (Lyft) and now via a deeper integration in the Uber app[28][29]. That required software development to allow ride requests to flow between platforms. One can consider Lyft/Uber as platform partners feeding ride demand into Waymo’s system (and vice versa).

In conclusion, Waymo’s software stack is primarily self-sufficient and built on Alphabet’s internal platforms. Key “partners” here are Google’s cloud, mapping, and AI units, which provide the underlying data and computing environment. When it comes to ride-hailing integration, partnerships with Lyft and Uber have extended Waymo’s software reach by connecting to their apps[28][30]. And in the trucking sector, integration with Uber Freight’s software in 2022 allowed Waymo Via trucks to match with shippers, effectively plugging Waymo’s autonomous trucks into existing logistics software[33]. All these examples underscore that while Waymo’s driving software is proprietary, its success is amplified by strategic partnerships on the data and platform level.

⚡ Fleet Ops / Recycling

Operating a commercial robotaxi or delivery fleet requires partnerships for vehicle care, fleet management, and end-of-life handling:

Fleet Operations & Maintenance: Waymo has struck partnerships with companies experienced in fleet services. Notably, in Phoenix it partnered with Avis Budget Group (the rental car company) as early as 2017 to help with daily upkeep of its cars. Avis handles tasks like car cleaning, refueling (for hybrids) and charging (for EVs), and providing secure parking/depot space[26]. At the same time, Waymo also teamed with AutoNation, a large car dealership/service chain. AutoNation’s dealerships provide long-term maintenance and repairs for Waymo’s vehicles[26] – including servicing brakes, tires, and collision repairs. AutoNation even uses Waymo vehicles as customer loaners (e.g. when an AutoNation customer’s car is being serviced, they might get a Waymo ride)[71]. These partnerships allowed Waymo to focus on technology while leveraging established networks for vehicle care.
Operational Support: In later partnerships, Waymo has involved its ride-hailing partners in operations. The 2024 expanded Uber partnership notably includes Uber providing fleet management services like vehicle cleaning, charging, and depot operations for Waymo One cars in Austin and Atlanta[30][63]. This is a significant collaboration – Uber effectively becomes a fleet ops supplier, using its experience managing ride-share vehicles (though traditionally with human drivers) to keep Waymo’s driverless fleet running. This indicates Waymo’s ops model can adapt city by city, adding partners.
Charging Infrastructure: While not explicitly a “supplier” partnership, Waymo has worked with others to secure charging for its EVs. In San Francisco and LA, Waymo has its own charging sites, but also likely uses public charging networks. It wouldn’t be surprising if Waymo made arrangements with providers like ChargePoint or EVgo for access, or with utilities for electrical infrastructure. In Phoenix, the operations base (in the Alphabet-owned warehouse) has many chargers installed – possibly built by ABB or Delta (common DC fast charger manufacturers).
Vehicle Recycling & End-of-Life: As an autonomous fleet operator, Waymo also considers sustainability. Recycling here primarily refers to what happens to the vehicle and batteries when they’re retired. Waymo hasn’t announced a dedicated recycling partner, but it’s logical that Stellantis and JLR’s recycling programs cover Waymo’s vehicles since they are still OEM products. For example, Jaguar in 2021 launched a program to reuse I-PACE batteries for energy storage[72]. Those were in partnership with a UK company (Pramac)[72]. Waymo could feed its decommissioned I-PACE battery packs into that program. On the battery recycling front, companies like Redwood Materials are partnering with many automakers (e.g. Ford, Volvo) – while Waymo hasn’t been named, indirectly Redwood could end up recycling Waymo’s packs that go through Jaguar or an authorized recycler.
Parts and Repairs: For collision repairs, Waymo might work with specialty shops. AutoNation covers many repairs, but for body work on Jaguar I-PACEs, Waymo also had a pilot with Maven (GM’s offshoot) earlier for small stuff – though primarily, AutoNation does it. Waymo vehicles carry unique parts (sensors), so Waymo’s ops team must stock spares. The sensor recycling is notable: when Waymo retired its older Firefly cars, it repurposed the sensors. Similarly, when moving from Pacifica to I-PACE, Waymo has likely reused some compute hardware. This internal recycling helps cost but isn’t a public partnership.
Mobility Partnerships (Ops side): Under fleet ops we can also mention how Waymo worked with companies to utilize the fleet. In 2018, Waymo partnered with Walmart to shuttle customers to stores[65], and with hotels like Element Hotel in Chandler to offer guests Waymo rides[73]. These deals were about generating demand and ensuring vehicles were being used effectively. While not suppliers, they were partnerships to integrate Waymo into the ecosystem of services – effectively treating rides as part of the supply of mobility.

To summarize, in the fleet operations realm, Waymo leans on partners with fleet expertise: Avis for vehicle housing/cleaning and AutoNation for maintenance have been pivotal since the early Waymo One service[26]. Now, Uber itself is stepping into a supplier-like role for operating Waymo fleets in new cities[63]. For vehicle end-of-life, Waymo relies on OEM channels and general EV recycling advancements (like those by LG Chem and Redwood Materials industry-wide). The approach ensures Waymo can scale its services without building a massive internal maintenance division from scratch, much as it scales vehicle production via partners.

🚖 Ride-Hailing / Mobility Platforms

Waymo’s core business is providing transportation-as-a-service, so it has formed partnerships to integrate with ride-hailing and logistics platforms, expanding the reach of its autonomous fleet:

Waymo One: This is Waymo’s own ride-hailing platform (the app and service the public can use in areas like Phoenix and San Francisco). While not a “partner,” it’s important to note that Waymo built this platform itself – handling rider accounts, bookings, and payments. However, Waymo One doesn’t operate in isolation; Waymo has wisely partnered with established mobility apps to increase utilization:
Lyft: In May 2019, Waymo launched a pilot with Lyft in Metro Phoenix. Under this deal, a subset of Waymo’s Pacifica minivans were made available through the Lyft app. Lyft users in Chandler, AZ could select a Waymo vehicle for their ride, introducing new riders to driverless tech[28]. Waymo deployed 10 vehicles for Lyft initially[74]. This partnership allowed Waymo to tap into Lyft’s customer base. It was relatively limited in scope and quietly concluded after accumulating rider feedback. Nonetheless, it was a notable early example of a robotaxi service integrating with a major ride-hailing network.
Uber: Historically, Google/Waymo and Uber were fierce competitors (even in a legal battle in 2017), but by 2023 they forged a strategic partnership. In May 2023, Waymo and Uber announced a multi-year agreement to make Waymo’s autonomous ride-hailing available via the Uber app in Phoenix, and later expanded it. As of late 2024, Waymo and Uber have expanded this partnership to Austin and Atlanta[29]. In those cities, Uber manages hailing and fleet operations while Waymo provides the vehicles and driving technology[75][63]. An Uber rider can summon a Waymo just like any Uber, and Uber’s system will dispatch a nearby Waymo Jaguar I-PACE. This tie-up massively increases Waymo’s reach (leveraging Uber’s millions of users) and gives Uber a driverless fleet. Uber’s CEO Dara Khosrowshahi noted that the partnership had “already powered fully autonomous trips for tens of thousands of riders in Phoenix” and they’re eager to replicate that success elsewhere[30]. Essentially, Uber’s platform becomes a customer front-end for Waymo’s service – a landmark partnership in autonomous mobility.
Public Transit & Municipal: Waymo has collaborated with transit authorities to integrate with public mobility. For example, Waymo partnered with Valley Metro (Phoenix) for a pilot program offering Waymo rides to connect people to public transit stops (first-mile/last-mile solution). In another case, Waymo was part of Los Angeles’ Transportation Technology Collaborative (with LA Metro, Lyft, Avis, and Verizon) to explore how autonomous vehicles can complement transit[62]. These are often pilots/MOUs rather than ongoing supplier relationships, but they position Waymo as part of a larger mobility ecosystem.
Logistics Platforms (Waymo Via): Beyond carrying people, Waymo Via focuses on goods delivery and trucking. In June 2022, Waymo partnered with Uber Freight – the logistics arm of Uber – to connect Waymo’s autonomous trucks with Uber’s freight brokerage platform[33]. This means shippers can book loads that a Waymo-driven truck will haul, through the familiar Uber Freight interface. Waymo benefits by not having to build its own broker network; Uber Freight supplies the loads and scheduling, acting as a platform partner. Waymo also has a partnership with UPS that started in 2020: initially, Waymo’s Chrysler Pacifica minivans carried UPS packages between stores and sorting facilities in Phoenix[76]. By 2022, this expanded to UPS contracting Waymo Via’s Class-8 trucks for long-haul routes in Texas[77][78]. UPS, as a global parcel carrier, effectively became a client/partner to help Waymo validate autonomous delivery services. Similarly, Waymo piloted grocery delivery with Walmart and package delivery with AutoNation (delivering car parts) in early programs[65].
Other Mobility Partners: Waymo’s alliance with Renault-Nissan (2019) was an exclusive agreement to research driverless ride-hailing in France and Japan[31]. This did not immediately produce a commercial service, but it indicated that Waymo might eventually partner with local ride-hailing or telecom companies in those countries under the Alliance’s guidance. For instance, they could integrate with JapanTaxi or Nissan’s rental services if that project revives.

In summary, Waymo’s robotaxi and delivery services have been amplified by partnering with existing mobility platforms. Integrating with Lyft and Uber’s apps gives Waymo access to a huge customer pool it wouldn’t reach on its own[28][29]. Working with logistics giants like UPS and Uber Freight embeds Waymo into the supply chains without needing to build that infrastructure from scratch[78][33]. These partnerships are mutually beneficial: Waymo scales faster, and companies like Uber and UPS can offer cutting-edge autonomous services. Going forward, we can expect Waymo to pursue more of these deals (for example, with public transit agencies or international ride-hailing apps) to cement its role across the mobility landscape.

Sources: The information above is drawn from official press releases, company blogs, and reputable news sources: e.g. Waymo’s announcements of partnerships with Jaguar Land Rover[3][6], FCA/Stellantis[39], Volvo[9], Geely Zeekr[5]; Intel’s release on Waymo’s use of its technology[79]; Waymo’s own blogs on its 5th-gen hardware and manufacturing plans[12][22]; TechCrunch and Reuters coverage of fleet partnerships with Avis, AutoNation, Walmart, UPS, Lyft, and Uber[26][29]; and additional context from MotorTrend and other analyses of Waymo’s supply chain[21][16]. These primary sources and connected references provide confirmation of each supplier relationship mentioned.

[1] Jaguar I-Pace Battery Class Action Lawsuit: LG Chem ... - InsideEVs

https://insideevs.com/news/681478/jaguar-i-pace-battery-lawsuit/

[2] LG Chem To Supply Chrysler Pacifica Hybrid Lithium-Ion Battery ...

https://www.forbes.com/sites/samabuelsamid/2016/03/01/lg-chem-to-supply-chrysler-pacifica-hybrid-lithium-ion-battery-packs/

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https://en.wikipedia.org/wiki/Waymo

[8] Waymo and Daimler Trucks partner on the development of fully autonomous trucks

https://waymo.com/blog/2020/10/waymo-and-daimler-trucks-partner-to-develop-fully-autonomous-trucks

[9] Volvo Car Group partners with Waymo - Volvo Cars Global Media Newsroom

https://www.media.volvocars.com/global/en-gb/media/pressreleases/269486/volvo-car-group-partners-with-waymo

[10] Google's Self-Driving Car Rumored to Be Built By Roush - autoevolution

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https://www.intc.com/news-events/press-releases/detail/205/waymo-and-intel-collaborate-on-self-driving-car-technology

[15] [16] [25] [52] Bringing 3D perimeter lidar to partners

https://waymo.com/blog/2019/03/bringing-3d-perimeter-lidar-to-partners

[19] Waymo keeps 5G way in the background - Light Reading

https://www.lightreading.com/iot/waymo-keeps-5g-way-in-the-background

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