Apple’s recently announced $30 billion multi-year agreement with Broadcom is significant because it means billions of chips for Apple devices will be made in the US, supporting hundreds of jobs. 

This is Apple’s biggest US procurement deal so far, but it won’t be the last; when it announced the arrangement, Apple confirmed it is, “working with the administration and businesses across the US to help create an end-to-end silicon supply chain in America.”

That statement implies that the 15 billion chips Broadcom will produce won’t be the only processors in Apple devices to carry tiny little “Made in the USA” slogans. Broadcom is making custom silicon components and wireless connectivity technologies such as RF/wireless chips (Wi-Fi, Bluetooth, cellular, FBAR filters) and ASIC work, rather than application processors. But they are still chips for Apple devices.

TSMC doubles down

That’s why it is significant that TSMC confirmed plans to extend its own manufacturing in America. It already has a $165 billion US commitment; now, it is investing an additional $100 billion in four more chip plants — including one dedicated to churning out the company’s most advanced 2nm (and smaller) processors. 

“We believe this investment will help to further foster the development of the US semiconductor ecosystem, strengthen the supply chain, and support an increasing number of high-tech, high-paying jobs in the United States,”  CEO C.C. Wei told analysts.

TSMC has also confirmed plans to invest in packaging facilities for processors, which is basically the process where memory, processor, and networking nodes can all be combined and packaged on the chip. That sort of packaging is needed to make the final SoC chip. That means TSMC factories in the US will be able to churn out the advanced processors used in Apple’s current and, presumably, future devices.

The bill so far

That’s three investments — in processor manufacturing, packaging, and Broadcom radios and chips — all of which are strategically important to Apple devices. TSMC makes the brains, Broadcom brings the connectivity. Total value so far: $295 billion, around 1.5 times Apple’s annual revenue in the Americas.

It isn’t all about Apple. TSMC has other clients, and Apple is no longer the company’s biggest customer thanks to the drive to AI. But it is still an important one. That means at least some of TSMC’s newly invested US manufacturing capacity will be dedicated to making chips for Apple. The open question is how much US-manufactured chips will cost in contrast to those made elsewhere.

It’s bigger than two deals

These aren’t the only chip-focused partnerships Apple has made domestically. Apple’s American Manufacturing Program (AMP) launched in August 2025 as part of a $600 billion four-year US investment commitment. TSMC and Broadcom were both named AMP partners, but they weren’t alone, and some arrangements have already been announced:

• GlobalFoundries is bringing mixed-signal chip manufacturing to make advanced ICs for Face ID.
• Texas Instruments expanded production for analog/power chips.
• Samsung is making a new chip-making process at its Austin, TX fab, described by Apple as having “never been used before anywhere in the world.”
• Apple became the “first and largest customer” of Amkor’s new advanced packaging/test facility in Arizona.
• Corning is expanding glass production.
• Applied Materials is making chip manufacturing equipment under AMP.

Bundle all these deals together and it’s crystal clear that Apple’s $600 billion investment is at least in part focused on the technologically advanced components on which its devices are built. These components also have the advantage in being incredibly small, which means they are easy and cheap to ship for final assembly at increasingly automated final production locations worldwide. 

So, is it coming home?

That’s the strategy: keep the high-value, hard-to-automate work — and the jobs it requires — in America, while leaving final assembly flexible enough to go wherever that makes sense now or in the future. Is Apple bringing manufacturing home? Partially, in that the bits that matter the most — brains and networking— are coming back, even if assembly is not.

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Forget “Florida Man.” Want to hear a California Man story? 

Here goes. 

A California man rolled up to a yoga studio in San Francisco’s Marina District in a self-driving Waymo car, walked into the studio, grabbed an armful of yoga shorts, got back in the Waymo and took off. 

Six months later, police still haven’t found him, according to a story this week in The San Francisco Chronicle. Since the rider’s credit card information didn’t lead to an arrest, we can assume the perp used a stolen phone’s Waymo account and financial information to hail the ride. And by the time police requested interior video of the man’s face, Waymo had already deleted it. 

This is a “California Man” story in part because of the association of Waymo with the city of San Francisco. Soon that association will be obsolete. (In fact, while Waymo is headquartered in San Francisco and is more visible there, Arizona got Waymos two years before San Francisco did.) 

At the moment, Waymos are publicly available to riders in 11 US cities — San Francisco, Phoenix, Los Angeles, Austin, Atlanta, Miami, Orlando, Dallas, Houston, San Antonio, Nashville.

Before long, riders will be able to enjoy robot car rides from Waymo in Las Vegas, San Diego, Washington DC, Denver, Detroit, Baltimore, Boston, Charlotte, Chicago, Minneapolis, New Orleans, New York, Philadelphia, Pittsburgh, Sacramento, Seattle, St. Louis, Tampa, London, and Tokyo.

Historically, Waymo has been taking a bath on rides. 

(I’m not talking about recent stories where Waymo cars have driven onto flooded roads. On May 12, Waymo issued a voluntary recall of 3,791 cars after a software defect allowed an autonomous vehicle in April to drive into a flooded, impassable roadway in San Antonio and be swept into a creek. A week after the recall, the company paused all freeway rides and suspended service in Atlanta, Austin, Dallas, Houston, San Antonio, and Nashville because of construction-zone navigation issues.)

To date, self-driving ride-hailing services like Waymo are a loss-leader business. Waymo is secretive about its costs, but independent estimates suggest that a $20 ride for the rider may be a $50-$100 ride for Waymo, when you factor in all costs. 

But help is on the way. 

Cars that drive themselves don’t pay for themselves

A big part of why Waymo rides have been so costly is that the car is a retrofitted Jaguar I-PACE. It’s true that Waymo got a deal on the roughly $70,000 car (a steal at $50,000 per vehicle because the company bought thousands of them). 

But then Waymo had to bolt on all kinds of costly sensors and electronics to make them self-driving, including a roof-mounted lidar assembly of five units, 29 cameras all around the car, six radar units, a custom Waymo-designed AI inference compute platform, and the wiring harness and power distribution system. 

Estimates for the total cost per car for Waymo are in the $120,000 to $200,000 range. 

Another problem is that the Jaguar I-PACE is notorious for a lack of reliability, especially involving its batteries and its longevity. Jaguar stopped making I-PACE cars two years ago. 

Finally, Waymo can’t do what regular car owners do and sell the car to recover some of the initial investment. Nobody wants an electric car with a depleted battery covered in electronics and sensors that can’t be used. 

The good news is that we learned this week that used Waymo batteries will be repurposed as backup storage for power grids in California and Texas. 

Say “Oh, Hi!” to the Ojai

The combination of growth and the end of manufacturing for the Jaguar I-PACE means that Waymo’s next platform is right on time. The car is called the Ojai, named after the unaffordable artsy hippie mecca located 80 miles northwest of Los Angeles. 

Waymo announced last week that the company will soon open Ojai cars to free rides for select riders in San Francisco, Los Angeles, and Phoenix. (See this Redditor’s drone photos  of the current fleet of Ojai cars in Mesa, AZ.)

The Ojai is a purpose-built electric minivan made by Zeekr, an arm of China-based Geely Automobile Holdings. It’s got doors that slide open like an elevator door, more legroom than the I-PACE, three screens for passengers, Braille instructions, grab bars, a flat floor with low-step height for easier entry, charge ports, cupholders, more cargo space, better batteries, faster EV charging, and easier cleaning and maintenance than the I-PACE cars. 

It’s much cheaper for Waymo to buy — and much cheaper and faster to integrate Waymo electronics. 

The Ojai gets Waymo’s sixth-generation Driver as a factory-co-engineered system with just 23 sensors (13 cameras, four lidar, six radar). While that’s far fewer sensors, they’re much more capable than the older generations of Waymo systems. One of my favorite details of the Ojai sensor package is that each car will have 10 sensor wipers with heaters and fluid sprayers specifically designed for snow, rain, and adverse weather. They’re like tiny, high-tech windshield wipers, but for the glass in front of the sensors. Ojai cars will likely do far better in rain and snow conditions. 

Weirdly, the Ojai still has needless controls, like a steering wheel and gas and brake pedals. And the only reason for those is that the US Congress is asleep at the wheel. US. federal motor vehicle safety standards require steering wheels and pedals for street-legal vehicles, and neither NHTSA nor Congress has granted a permanent exemption for purpose-built driverless vehicles. 

Despite the vestigial controls, the difference between the two cars is that the Jaguar was an old-school car designed for drivers, while the Ojai is the new concept for cars, one built for riders. And for riders, the Ojai is better in every way that matters. 

The Chinese factor

There’s only one factor keeping Ojai cars from replacing the full Jaguar I-PACE: They’re  made in China. 

Waymo is getting around the 100% tariff imposed by the Trump Administration by “location-laundering” the build. Zeekr completes the Ojai shells in Gothenburg, Sweden, and because the “substantial transformation” occurs within the EU, the vehicles are classified as EU-origin products. The stripped-down gliders arrive with no modems, ECUs, or autonomy software, and Waymo installs all connected technology at its Mesa facility, which satisfies the Commerce Department’s 2027 and 2030 rules prohibiting Chinese-linked vehicle electronics. 

Some lawmakers are using Waymo as a case study for general anxieties about Chinese technology infiltration into American infrastructure. The other problem is protectionism. If un-tariffed Chinese cars were allowed into the US market, the US car industry would likely be decimated by the competition. Chinese carmakers like BYD enjoy a 25% material cost advantage over Western carmakers. They would enter $5,000 to $10,000 cheaper than comparable U.S. offerings, according to some estimates. 

So, Washington is jittery about Chinese-made cars. 

I drove a BYD rental car in the UK last month. And I can tell you, they’re great cars and very enjoyable to drive. (My only complaint was that the steering wheel was on the wrong side.)

Instead of Waymo taking a risky bet on Ojai cars, they’re instead expanding with Hyundai Ioniq 5 EVs, which are produced locally and will be retrofitted with Waymo’s sixth-generation Driver at that Mesa facility. This is a massive deal in which Hyundai will supply Waymo with 50,000 cars by 2028. 

Waymo hasn’t disclosed plans for Ojai cars, but it’s unlikely to even come close to the number of Hyundai cars it is on the hook for. 

(The company also has around 100 Zeekr cars, but plans to expand that fleet to a few thousand.)

The right solution for Waymo’s next few years would be all Ojai cars with no steering wheel or pedals. The Ojai is purpose-built for autonomous car ride sharing, affordable, and capable in all weather. But that’s not going to happen because of Congressional inaction, China panic, and protectionism in Washington. 

Instead, Waymo’s future is to use too many cars from the past, by which I mean much or most of its fleet will be driverless cars retrofitted from cars that prioritize the driver, rather than the passengers. And reports suggest that the price of Hyundai cars will be comparable to the overpriced Jaguars. 

I’m sure the Hyundai Ioniq 5 will be nice. But an all-Ojai fleet would have been the better future for Waymo. Instead of the right car for the job, Waymo is stuck with an expensive, less comfortable, less capable car than the Ojai.