German automaker Volkswagen can now develop and build an electric vehicle in China for half the cost of doing so elsewhere. This shift from simple manufacturing to localized R&D—the "innovate in China for the world" model—signifies a dangerous hollowing out of core industrial capabilities and high-value jobs in Western economies.

While China bans many US tech giants, it welcomed Tesla. A compelling theory suggests this was a strategic move to observe and learn Tesla's methods for mass-producing EVs at scale, thereby accelerating the development of domestic champions like BYD, mirroring its past strategy with Apple's iPhone.

To innovate quickly without being bogged down by technical debt, portfolio companies should ring-fence new AI development. By outsourcing it and treating it as a separate "skunk works" project, the core tech team can focus on existing systems while the new initiative succeeds or fails on its own merits.

CEO Mary Barra has transformed GM's strategic planning from a rigid annual event into a more frequent and fluid process. This shift allows the senior leadership team to react quickly to new market data and technological learnings, preventing 'momentum' from pushing a program forward when a pivot is needed, a critical capability in the volatile auto market.

Afeyan advises against making breakthrough innovation everyone's responsibility, as it's unsustainable and disruptive to daily jobs. Instead, companies should create a separate group with different motivations, composition, and rewards, focused solely on discontinuous leaps.

Ford CEO Jim Farley relies on "Gemba," a Japanese principle of "go and see with your own eyes." For a major EV strategy shift, he personally inspected a torn-down competitor's car, counting fasteners and examining the wiring loom to understand the manufacturing gap firsthand before making a decision.

Ford's CEO states the company's EV investment strategy is designed to be sustainable without consumer tax credits. The new universal platform's primary goal is to make an affordable EV that is profitable for Ford on its own merits, a crucial step for long-term market viability.

Conceding that competitor BYD has a cost advantage from vertically integrated battery production, Ford's CEO revealed a counter-strategy: designing motors and gearboxes so efficient they require 30% less battery capacity to achieve the same range, thereby bypassing the core battery cost problem.

Unlike competitors creating isolated 'skunkworks' teams for EV development, GM pursues a steady, integrated approach. The company believes this avoids the 'ingestion risk' of bringing a radical project back into the main organization, allowing innovations in battery tech and architecture to scale more quickly and efficiently across its massive global portfolio.