Vay enables OEM SaaS licensing
Vay
The big shift is that Vay can move from running its own fleet city by city to selling a built in vehicle capability that an automaker can ship across entire model lines. In practice, that means Vay stops earning only per rental trip and starts earning recurring software and service revenue when an OEM embeds remote delivery, parking, and low speed teleoperation into factory connected cars, starting with the Peugeot E-3008 pilot and extending the same stack already used in Vay’s consumer service and B2B teledriving platform.
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The product is concrete. A remote operator uses a cockpit with wheel, pedals, and six screens, then takes over for low speed movements like bringing a car to a pickup point, parking it, or repositioning it after dropoff. That is much easier to standardize for OEMs than full self driving because it focuses on narrow, well defined vehicle movements.
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The economics look more like automotive software than car sharing. Vay already describes a higher margin licensing stream for partners that embed its remote driving stations and software into their own fleets. Selling this as a factory option or connected service lets an OEM charge per vehicle, per feature package, or through ongoing subscriptions across large annual production volumes.
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The trucking work with Kodiak shows why OEM licensing matters beyond passenger cars. Remote driving is becoming the human fallback layer for depot moves and edge cases that autonomy still struggles with. That makes Vay relevant anywhere a vehicle can mostly drive itself but still needs a trained person for the last tricky 1% of maneuvers.
From here, the category is heading toward teleoperation as a standard feature sold alongside connectivity, cameras, and driver assistance. If Vay can become the remote driving layer that OEMs and autonomy partners plug into, it can scale with vehicle production instead of only with fleet ownership, which is the path to software style revenue across passenger cars, trucks, and shared fleets.