Creality Falcon T1 Combines Five Laser Engravers Into One Machine
Laser engraving can be incredibly versatile. You can engrave designs on metal or wood and gift them to your loved ones or sell them as a business. But there has always been a catch. If you want to work with different materials like metal, wood, glass, acrylic, or crystal, you’ll often need multiple machines, each designed for a specific job. This can quickly multiply the costs and make engraving an expensive hobby. Well, that’s exactly the problem the Creality Falcon T1 plans to solve. It’s a 5-in-1 laser workstation that lets you swap between five different laser modules in a single desktop machine.
How Does This Work?
The main selling point of the Falcon T1 is its modular design. Instead of buying separate machines for different materials, users can swap between five laser modules in about 15 seconds without tools.
Each module is designed for a specific type of work. The 20W Fiber Laser is intended for deep engraving on materials like stainless steel, aluminum, and hardwood. If you’re working primarily with metals and need things like color marking or deeper engravings, the 60W MOPA Laser is designed for materials such as titanium, gold, silver, brass, and copper.
For more traditional maker projects, the 20W and 40W Diode Lasers can cut and engrave wood, acrylic, MDF, leather, ceramics, and bamboo. Meanwhile, the 5W UV Laser focuses on transparent materials such as glass, crystal, and acrylic, opening up possibilities that standard diode lasers typically struggle with.
In practical terms, this means you could engrave a custom design on a metal nameplate and switch modules, then cut a wooden display stand for it with the same machine. According to Creality, building a similar setup using dedicated machines could easily cost over $20,000, whereas the Falcon T1 starts at $2,249.
Finally, to help you not blow your eyes out, the T1 has Class 1 laser safety certification and a fully enclosed design. Additional safeguards include automatic shutdown when the lid is opened, flame detection systems, airflow monitoring, an emergency stop button, and a laser key lock.
Laser engraving can be incredibly versatile. You can engrave designs on metal or wood and gift them to your loved ones or sell them as a business. But there has always been a catch. If you want to work with different materials like metal, wood, glass, acrylic, or crystal, you’ll often need multiple machines, each designed for a specific job. This can quickly multiply the costs and make engraving an expensive hobby. Well, that’s exactly the problem the Creality Falcon T1 plans to solve. It’s a 5-in-1 laser workstation that lets you swap between five different laser modules in a single desktop machine.
How Does This Work?
The main selling point of the Falcon T1 is its modular design. Instead of buying separate machines for different materials, users can swap between five laser modules in about 15 seconds without tools.
Each module is designed for a specific type of work. The 20W Fiber Laser is intended for deep engraving on materials like stainless steel, aluminum, and hardwood. If you’re working primarily with metals and need things like color marking or deeper engravings, the 60W MOPA Laser is designed for materials such as titanium, gold, silver, brass, and copper.
For more traditional maker projects, the 20W and 40W Diode Lasers can cut and engrave wood, acrylic, MDF, leather, ceramics, and bamboo. Meanwhile, the 5W UV Laser focuses on transparent materials such as glass, crystal, and acrylic, opening up possibilities that standard diode lasers typically struggle with.
In practical terms, this means you could engrave a custom design on a metal nameplate and switch modules, then cut a wooden display stand for it with the same machine. According to Creality, building a similar setup using dedicated machines could easily cost over $20,000, whereas the Falcon T1 starts at $2,249.
Finally, to help you not blow your eyes out, the T1 has Class 1 laser safety certification and a fully enclosed design. Additional safeguards include automatic shutdown when the lid is opened, flame detection systems, airflow monitoring, an emergency stop button, and a laser key lock.
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#Creality #Falcon #Combines #Laser #Engravers #Machine
It seems like the Murdochs couldn’t let the Ellisons have all the fun.
Fox Corporation has agreed to buy Roku in a $22 billion deal, the companies announced Monday.
The deal will bring Roku under the Fox umbrella, which already includes the Fox broadcast network, Fox Sports, Fox News, and the free ad-supported streaming service Tubi. Under the terms of the deal, Fox is buying Roku for $160 per share through a mix of cash and Fox stock.
The companies said the deal will benefit both sides by combining Fox’s content with Roku’s streaming platform, first-party data, and reach. According to a press release, Roku serves more than 100 million global streaming households, including more than half of all U.S. broadband households. The companies claim the combined company will become the third-largest player in U.S. television by share of viewing.
Lachlan Murdoch, the son of Rupert Murdoch, currently runs Fox and serves as chair of News Corp., the parent company of several major right-leaning news organizations, including The Wall Street Journal and the New York Post. He said the deal is a defining moment for Fox.
“Today, we take the next step: bringing together the most valuable live content portfolio in video consumption with the preeminent streaming platform through which America watches it,” Murdoch said in a statement. “This combination will transform the scope of our company into high-growth verticals and yield a step change in our overall growth profile.”
The deal continues the trend of media companies consolidating into massive conglomerates. Paramount, the parent company of CBS, Paramount Pictures, MTV, and Nickelodeon, was acquired by Skydance Media in 2025 in a deal backed in part by Trump ally and Oracle billionaire Larry Ellison. His son, David Ellison, became CEO of the combined company, now called Paramount Skydance. Just last week, Paramount Skydance received a green light from the U.S. Justice Department to acquire Warner Bros. Discovery, though that deal still needs other regulatory approvals.
The Roku deal also comes as streaming continues to take over traditional broadcast and cable TV. Nielsen reported that in March, streaming accounted for roughly 48% of TV viewing in the U.S., compared with about 20% for broadcast TV and 21% for cable. Within streaming, YouTube accounted for the largest share of TV viewing that month at 13%, followed by Netflix. at 8%. The Roku Channel accounted for 3% of TV viewing that month.
The acquisition of Roku is the Murdochs’ biggest streaming move yet. Fox has been one of the slowest traditional U.S. broadcast networks to fully jump into streaming. The company bought Tubi in 2020 for $440 million, but it didn’t launch its own paid streaming platform, Fox One, until 2025.
For comparison, NBC launched Peacock in 2020, while CBS launched CBS All Access, which later became Paramount+, back in 2014.
It seems like the Murdochs couldn’t let the Ellisons have all the fun.
Fox Corporation has agreed to buy Roku in a $22 billion deal, the companies announced Monday.
The deal will bring Roku under the Fox umbrella, which already includes the Fox broadcast network, Fox Sports, Fox News, and the free ad-supported streaming service Tubi. Under the terms of the deal, Fox is buying Roku for $160 per share through a mix of cash and Fox stock.
The companies said the deal will benefit both sides by combining Fox’s content with Roku’s streaming platform, first-party data, and reach. According to a press release, Roku serves more than 100 million global streaming households, including more than half of all U.S. broadband households. The companies claim the combined company will become the third-largest player in U.S. television by share of viewing.
Lachlan Murdoch, the son of Rupert Murdoch, currently runs Fox and serves as chair of News Corp., the parent company of several major right-leaning news organizations, including The Wall Street Journal and the New York Post. He said the deal is a defining moment for Fox.
“Today, we take the next step: bringing together the most valuable live content portfolio in video consumption with the preeminent streaming platform through which America watches it,” Murdoch said in a statement. “This combination will transform the scope of our company into high-growth verticals and yield a step change in our overall growth profile.”
The deal continues the trend of media companies consolidating into massive conglomerates. Paramount, the parent company of CBS, Paramount Pictures, MTV, and Nickelodeon, was acquired by Skydance Media in 2025 in a deal backed in part by Trump ally and Oracle billionaire Larry Ellison. His son, David Ellison, became CEO of the combined company, now called Paramount Skydance. Just last week, Paramount Skydance received a green light from the U.S. Justice Department to acquire Warner Bros. Discovery, though that deal still needs other regulatory approvals.
The Roku deal also comes as streaming continues to take over traditional broadcast and cable TV. Nielsen reported that in March, streaming accounted for roughly 48% of TV viewing in the U.S., compared with about 20% for broadcast TV and 21% for cable. Within streaming, YouTube accounted for the largest share of TV viewing that month at 13%, followed by Netflix. at 8%. The Roku Channel accounted for 3% of TV viewing that month.
The acquisition of Roku is the Murdochs’ biggest streaming move yet. Fox has been one of the slowest traditional U.S. broadcast networks to fully jump into streaming. The company bought Tubi in 2020 for $440 million, but it didn’t launch its own paid streaming platform, Fox One, until 2025.
For comparison, NBC launched Peacock in 2020, while CBS launched CBS All Access, which later became Paramount+, back in 2014.
#Murdoch #Familys #Fox #RokuFox,Roku,Streaming">The Murdoch Family’s Fox Is Taking Over Roku
It seems like the Murdochs couldn’t let the Ellisons have all the fun.
Fox Corporation has agreed to buy Roku in a $22 billion deal, the companies announced Monday.
The deal will bring Roku under the Fox umbrella, which already includes the Fox broadcast network, Fox Sports, Fox News, and the free ad-supported streaming service Tubi. Under the terms of the deal, Fox is buying Roku for $160 per share through a mix of cash and Fox stock.
The companies said the deal will benefit both sides by combining Fox’s content with Roku’s streaming platform, first-party data, and reach. According to a press release, Roku serves more than 100 million global streaming households, including more than half of all U.S. broadband households. The companies claim the combined company will become the third-largest player in U.S. television by share of viewing.
Lachlan Murdoch, the son of Rupert Murdoch, currently runs Fox and serves as chair of News Corp., the parent company of several major right-leaning news organizations, including The Wall Street Journal and the New York Post. He said the deal is a defining moment for Fox.
“Today, we take the next step: bringing together the most valuable live content portfolio in video consumption with the preeminent streaming platform through which America watches it,” Murdoch said in a statement. “This combination will transform the scope of our company into high-growth verticals and yield a step change in our overall growth profile.”
The deal continues the trend of media companies consolidating into massive conglomerates. Paramount, the parent company of CBS, Paramount Pictures, MTV, and Nickelodeon, was acquired by Skydance Media in 2025 in a deal backed in part by Trump ally and Oracle billionaire Larry Ellison. His son, David Ellison, became CEO of the combined company, now called Paramount Skydance. Just last week, Paramount Skydance received a green light from the U.S. Justice Department to acquire Warner Bros. Discovery, though that deal still needs other regulatory approvals.
The Roku deal also comes as streaming continues to take over traditional broadcast and cable TV. Nielsen reported that in March, streaming accounted for roughly 48% of TV viewing in the U.S., compared with about 20% for broadcast TV and 21% for cable. Within streaming, YouTube accounted for the largest share of TV viewing that month at 13%, followed by Netflix. at 8%. The Roku Channel accounted for 3% of TV viewing that month.
The acquisition of Roku is the Murdochs’ biggest streaming move yet. Fox has been one of the slowest traditional U.S. broadcast networks to fully jump into streaming. The company bought Tubi in 2020 for $440 million, but it didn’t launch its own paid streaming platform, Fox One, until 2025.
For comparison, NBC launched Peacock in 2020, while CBS launched CBS All Access, which later became Paramount+, back in 2014.
They won bipartisan allies from Bernie Sanders to Rand Paul, and helped create a billion-dollar industry out of kratom, which has pain-relieving effects they said could help fight the opioid epidemic as a far safer, natural alternative to pills.
Now, many of those same pro-kratom activists are calling for a ban on products containing concentrates of one of kratom’s active components: 7-hydroxymitragynine, or 7-OH, an ultra-potent extract with opioid-like effects. And it’s causing major friction amongst consumers, sellers, and advocates of both substances.
“This is a chemically manipulated, full-blown opioid that is now in the marketplace,” claims Mac Haddow, the senior public policy fellow at the American Kratom Association, a kratom industry lobby group. “They masquerade as kratom products.”
The proliferation of 7-OH in gummies, capsules, and shots with brand names like Magic 7OH, 7 O’Heaven, and Pure OHMS across thousands of gas stations and corner stores over the past few years has caused increasing consternation. Consumers of 7-OH have spoken of its excruciating withdrawal symptoms, and there have been reports of polydrug overdoses involving 7-OH and other substances. Some are now entering rehab to overcome their dependency, while others are self-detoxing based on advice from Redditors.
The kratom community fears that 7-OH’s bad reputation could drag the entire kratom industry into a regulatory quagmire. But the 7-OH industry has organized against the potential prohibition, claiming 7-OH is kratom, despite only appearing in trace amounts within the leaves of the kratom plant, and that its benefits as an analgesic outweigh its potential harms.
Anti-7-OH directives from the federal government have exacerbated tensions between the two sides.
Last July, US Health and Human Services secretary Robert F. Kennedy Jr. described the 7-OH industry as “sinister” at a press conference where FDA commissioner Marty Makary called for the DEA to categorize the drug as Schedule I—the most restrictive class of banned substances. Speaking from the Oval Office on May 11, President Donald Trump publicly endorsed “natural 7-OH,” in confusing remarks which appeared to refer to kratom. On top of all that, it appears that both RFK Jr. and Department of Homeland Security secretary Markwayne Mullin—who is also pushing for a 7-OH crackdown—have strong ties to a kratom lobbyist (and convicted criminal) behind a notorious kratom drinks company.
Proponents of 7-OH see the substance and the plant it’s derived from as inexorably linked. In April 2025 testimony to Colorado legislators debating how to regulate kratom and 7-OH, Michele Ross, the chief scientific adviser to the 7-OH advocacy group 7-HOPE Alliance, wrote, “To say 7-OH is not kratom is to say caffeine is not coffee or THC is not cannabis. It simply does not make sense.”
But as opposed to coffee, cannabis, and kratom—which have been consumed for centuries if not thousands of years—7-OH does not have a long history of human use. It’s only been on the market for a few years.
Many of the products that are labeled 7-OH contain little-understood compounds with unknown biological effects in animals or humans, says Chris McCurdy, a leading kratom researcher and director of the University of Florida’s translational drug development core. “So, these products, while represented as ‘clean’ are anything but.”
Meanwhile, a dozen states, from California to Vermont, according to reports, have already moved ahead of federal scheduling with their own 7-OH bans. Seven of those states have also banned kratom, although Rhode Island recently overturned its prohibition.
#Kratom #Civil #War #Heating #MAHA #Picked #Sidemedicine,health,politics,government,drugs,robert f. kennedy jr.">
They won bipartisan allies from Bernie Sanders to Rand Paul, and helped create a billion-dollar industry out of kratom, which has pain-relieving effects they said could help fight the opioid epidemic as a far safer, natural alternative to pills.
Now, many of those same pro-kratom activists are calling for a ban on products containing concentrates of one of kratom’s active components: 7-hydroxymitragynine, or 7-OH, an ultra-potent extract with opioid-like effects. And it’s causing major friction amongst consumers, sellers, and advocates of both substances.
“This is a chemically manipulated, full-blown opioid that is now in the marketplace,” claims Mac Haddow, the senior public policy fellow at the American Kratom Association, a kratom industry lobby group. “They masquerade as kratom products.”
The proliferation of 7-OH in gummies, capsules, and shots with brand names like Magic 7OH, 7 O’Heaven, and Pure OHMS across thousands of gas stations and corner stores over the past few years has caused increasing consternation. Consumers of 7-OH have spoken of its excruciating withdrawal symptoms, and there have been reports of polydrug overdoses involving 7-OH and other substances. Some are now entering rehab to overcome their dependency, while others are self-detoxing based on advice from Redditors.
The kratom community fears that 7-OH’s bad reputation could drag the entire kratom industry into a regulatory quagmire. But the 7-OH industry has organized against the potential prohibition, claiming 7-OH is kratom, despite only appearing in trace amounts within the leaves of the kratom plant, and that its benefits as an analgesic outweigh its potential harms.
Anti-7-OH directives from the federal government have exacerbated tensions between the two sides.
Last July, US Health and Human Services secretary Robert F. Kennedy Jr. described the 7-OH industry as “sinister” at a press conference where FDA commissioner Marty Makary called for the DEA to categorize the drug as Schedule I—the most restrictive class of banned substances. Speaking from the Oval Office on May 11, President Donald Trump publicly endorsed “natural 7-OH,” in confusing remarks which appeared to refer to kratom. On top of all that, it appears that both RFK Jr. and Department of Homeland Security secretary Markwayne Mullin—who is also pushing for a 7-OH crackdown—have strong ties to a kratom lobbyist (and convicted criminal) behind a notorious kratom drinks company.
Proponents of 7-OH see the substance and the plant it’s derived from as inexorably linked. In April 2025 testimony to Colorado legislators debating how to regulate kratom and 7-OH, Michele Ross, the chief scientific adviser to the 7-OH advocacy group 7-HOPE Alliance, wrote, “To say 7-OH is not kratom is to say caffeine is not coffee or THC is not cannabis. It simply does not make sense.”
But as opposed to coffee, cannabis, and kratom—which have been consumed for centuries if not thousands of years—7-OH does not have a long history of human use. It’s only been on the market for a few years.
Many of the products that are labeled 7-OH contain little-understood compounds with unknown biological effects in animals or humans, says Chris McCurdy, a leading kratom researcher and director of the University of Florida’s translational drug development core. “So, these products, while represented as ‘clean’ are anything but.”
Meanwhile, a dozen states, from California to Vermont, according to reports, have already moved ahead of federal scheduling with their own 7-OH bans. Seven of those states have also banned kratom, although Rhode Island recently overturned its prohibition.
#Kratom #Civil #War #Heating #MAHA #Picked #Sidemedicine,health,politics,government,drugs,robert f. kennedy jr.">The Kratom Civil War Is Heating Up, and MAHA Has Picked a Side
A decade ago,kratom advocates fought a surprisingly successful campaign against a proposedDrug Enforcement Administration ban that claimed the obscure Southeast Asian plant posed “an imminent hazard to public safety.”
They won bipartisan allies from Bernie Sanders to Rand Paul, and helped create a billion-dollar industry out of kratom, which has pain-relieving effects they said could help fight the opioid epidemic as a far safer, natural alternative to pills.
Now, many of those same pro-kratom activists are calling for a ban on products containing concentrates of one of kratom’s active components: 7-hydroxymitragynine, or 7-OH, an ultra-potent extract with opioid-like effects. And it’s causing major friction amongst consumers, sellers, and advocates of both substances.
“This is a chemically manipulated, full-blown opioid that is now in the marketplace,” claims Mac Haddow, the senior public policy fellow at the American Kratom Association, a kratom industry lobby group. “They masquerade as kratom products.”
The proliferation of 7-OH in gummies, capsules, and shots with brand names like Magic 7OH, 7 O’Heaven, and Pure OHMS across thousands of gas stations and corner stores over the past few years has caused increasing consternation. Consumers of 7-OH have spoken of its excruciating withdrawal symptoms, and there have been reports of polydrug overdoses involving 7-OH and other substances. Some are now entering rehab to overcome their dependency, while others are self-detoxing based on advice from Redditors.
The kratom community fears that 7-OH’s bad reputation could drag the entire kratom industry into a regulatory quagmire. But the 7-OH industry has organized against the potential prohibition, claiming 7-OH is kratom, despite only appearing in trace amounts within the leaves of the kratom plant, and that its benefits as an analgesic outweigh its potential harms.
Anti-7-OH directives from the federal government have exacerbated tensions between the two sides.
Last July, US Health and Human Services secretary Robert F. Kennedy Jr. described the 7-OH industry as “sinister” at a press conference where FDA commissioner Marty Makary called for the DEA to categorize the drug as Schedule I—the most restrictive class of banned substances. Speaking from the Oval Office on May 11, President Donald Trump publicly endorsed “natural 7-OH,” in confusing remarks which appeared to refer to kratom. On top of all that, it appears that both RFK Jr. and Department of Homeland Security secretary Markwayne Mullin—who is also pushing for a 7-OH crackdown—have strong ties to a kratom lobbyist (and convicted criminal) behind a notorious kratom drinks company.
Proponents of 7-OH see the substance and the plant it’s derived from as inexorably linked. In April 2025 testimony to Colorado legislators debating how to regulate kratom and 7-OH, Michele Ross, the chief scientific adviser to the 7-OH advocacy group 7-HOPE Alliance, wrote, “To say 7-OH is not kratom is to say caffeine is not coffee or THC is not cannabis. It simply does not make sense.”
But as opposed to coffee, cannabis, and kratom—which have been consumed for centuries if not thousands of years—7-OH does not have a long history of human use. It’s only been on the market for a few years.
Many of the products that are labeled 7-OH contain little-understood compounds with unknown biological effects in animals or humans, says Chris McCurdy, a leading kratom researcher and director of the University of Florida’s translational drug development core. “So, these products, while represented as ‘clean’ are anything but.”
Meanwhile, a dozen states, from California to Vermont, according to reports, have already moved ahead of federal scheduling with their own 7-OH bans. Seven of those states have also banned kratom, although Rhode Island recently overturned its prohibition.
#Kratom #Civil #War #Heating #MAHA #Picked #Sidemedicine,health,politics,government,drugs,robert f. kennedy jr.
Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.
“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”
XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.
“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.
EVs: the future of the automotive industry
XPENG showed off the technology in its cars at the Beijing Auto Show.Credit: XPENG
This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.
“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”
“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”
These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.
“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”
Mashable Light Speed
As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people — and governments — to embrace electric cars first.
Creating a safe self-driving car
Autonomous driving systems are better suited to EVs than traditional combustion engine cars.Credit: XPENG
Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount.
“One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”
Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind.
“We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”
For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.
“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.”
Autonomous cars for the world (except the U.S.)
Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.
“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.
The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are.
“We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”
The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.
This interview has been lightly edited for grammar and clarity.
Disclosure: Mashable travelled to China as a guest of XPENG.
Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.
“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”
XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.
“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.
EVs: the future of the automotive industry
XPENG showed off the technology in its cars at the Beijing Auto Show.Credit: XPENG
This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.
“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”
“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”
These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.
“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”
Mashable Light Speed
As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people — and governments — to embrace electric cars first.
Creating a safe self-driving car
Autonomous driving systems are better suited to EVs than traditional combustion engine cars.Credit: XPENG
Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount.
“One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”
Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind.
“We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”
For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.
“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.”
Autonomous cars for the world (except the U.S.)
Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.
“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.
The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are.
“We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”
The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.
This interview has been lightly edited for grammar and clarity.
Disclosure: Mashable travelled to China as a guest of XPENG.
Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.
“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”
XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.
“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.
EVs: the future of the automotive industry
XPENG showed off the technology in its cars at the Beijing Auto Show.Credit: XPENG
This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.
“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”
“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”
These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.
“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”
Mashable Light Speed
As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people — and governments — to embrace electric cars first.
Creating a safe self-driving car
Autonomous driving systems are better suited to EVs than traditional combustion engine cars.Credit: XPENG
Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount.
“One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”
Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind.
“We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”
For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.
“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.”
Autonomous cars for the world (except the U.S.)
Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.
“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.
The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are.
“We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”
The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.
This interview has been lightly edited for grammar and clarity.
Disclosure: Mashable travelled to China as a guest of XPENG.
![XPENG is doing R&D in the U.S., but isn’t selling cars there. Here’s why.
EV manufacturer XPENG will begin the global rollout of its VLA 2.0 autonomous driving system next year, the AI-powered model marking an important step in the company’s efforts to develop driverless cars. Unfortunately, this tech won’t be arriving in the U.S., with high tariffs continuing to keep the Chinese automakers out of the country.
SEE ALSO:
Chinese EVs are spreading across the globe, but not in the U.S.
Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.EVs: the future of the automotive industry
XPENG showed off the technology in its cars at the Beijing Auto Show.
Credit: XPENG
This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”Over half of all new cars sold in China are New Energy Vehicles (NEV), meaning that they are primarily or entirely powered by electricity. This April, that number rose above 60 percent. China isn’t the only country embracing EVs either, with global electric car sales rising by over 25 percent in 2024. Almost all new cars sold in Norway during 2025 were EVs, while regions such as Latin America and Africa saw EV adoption double. In comparison, U.S. EV uptake has slowed significantly over the past two years, although they still account for approximately 10 percent of new car sales in the country.“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”
Mashable Light Speed
As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people — and governments — to embrace electric cars first.Creating a safe self-driving car
Autonomous driving systems are better suited to EVs than traditional combustion engine cars.
Credit: XPENG
Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount. “One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind. “We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.
“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.” Autonomous cars for the world (except the U.S.)
Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are. “We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.This interview has been lightly edited for grammar and clarity.Disclosure: Mashable travelled to China as a guest of XPENG.
Topics
Self-Driving Cars
Cars
#XPENG #U.S #isnt #selling #cars #Heresxpeng p7,vla 2.0,autonomous driving,self-driving car,electric vehicle,china,mashable,amanda yeoh,self-parking,flying car,land aircraft carrier,us tariffs,automotive technology,evs](https://helios-i.mashable.com/imagery/articles/00VrAcFiAYV0ySTyVkLtTdH/images-2.fill.size_2000x1125.v1781500353.png "XPENG is doing R&D in the U.S., but isn’t selling cars there. Here’s why.
EV manufacturer XPENG will begin the global rollout of its VLA 2.0 autonomous driving system next year, the AI-powered model marking an important step in the company’s efforts to develop driverless cars. Unfortunately, this tech won’t be arriving in the U.S., with high tariffs continuing to keep the Chinese automakers out of the country.
SEE ALSO:
Chinese EVs are spreading across the globe, but not in the U.S.
Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.EVs: the future of the automotive industry
XPENG showed off the technology in its cars at the Beijing Auto Show.
Credit: XPENG
This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”Over half of all new cars sold in China are New Energy Vehicles (NEV), meaning that they are primarily or entirely powered by electricity. This April, that number rose above 60 percent. China isn’t the only country embracing EVs either, with global electric car sales rising by over 25 percent in 2024. Almost all new cars sold in Norway during 2025 were EVs, while regions such as Latin America and Africa saw EV adoption double. In comparison, U.S. EV uptake has slowed significantly over the past two years, although they still account for approximately 10 percent of new car sales in the country.“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”
Mashable Light Speed
As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people — and governments — to embrace electric cars first.Creating a safe self-driving car
Autonomous driving systems are better suited to EVs than traditional combustion engine cars.
Credit: XPENG
Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount. “One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind. “We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.
“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.” Autonomous cars for the world (except the U.S.)
Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are. “We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.This interview has been lightly edited for grammar and clarity.Disclosure: Mashable travelled to China as a guest of XPENG.
Topics
Self-Driving Cars
Cars
#XPENG #U.S #isnt #selling #cars #Heresxpeng p7,vla 2.0,autonomous driving,self-driving car,electric vehicle,china,mashable,amanda yeoh,self-parking,flying car,land aircraft carrier,us tariffs,automotive technology,evs")
![XPENG is doing R&D in the U.S., but isn’t selling cars there. Here’s why.
EV manufacturer XPENG will begin the global rollout of its VLA 2.0 autonomous driving system next year, the AI-powered model marking an important step in the company’s efforts to develop driverless cars. Unfortunately, this tech won’t be arriving in the U.S., with high tariffs continuing to keep the Chinese automakers out of the country.
SEE ALSO:
Chinese EVs are spreading across the globe, but not in the U.S.
Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.EVs: the future of the automotive industry
XPENG showed off the technology in its cars at the Beijing Auto Show.
Credit: XPENG
This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”Over half of all new cars sold in China are New Energy Vehicles (NEV), meaning that they are primarily or entirely powered by electricity. This April, that number rose above 60 percent. China isn’t the only country embracing EVs either, with global electric car sales rising by over 25 percent in 2024. Almost all new cars sold in Norway during 2025 were EVs, while regions such as Latin America and Africa saw EV adoption double. In comparison, U.S. EV uptake has slowed significantly over the past two years, although they still account for approximately 10 percent of new car sales in the country.“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”
Mashable Light Speed
As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people — and governments — to embrace electric cars first.Creating a safe self-driving car
Autonomous driving systems are better suited to EVs than traditional combustion engine cars.
Credit: XPENG
Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount. “One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind. “We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.
“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.” Autonomous cars for the world (except the U.S.)
Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are. “We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.This interview has been lightly edited for grammar and clarity.Disclosure: Mashable travelled to China as a guest of XPENG.
Topics
Self-Driving Cars
Cars
#XPENG #U.S #isnt #selling #cars #Heresxpeng p7,vla 2.0,autonomous driving,self-driving car,electric vehicle,china,mashable,amanda yeoh,self-parking,flying car,land aircraft carrier,us tariffs,automotive technology,evs](https://i0.wp.com/helios-i.mashable.com/imagery/articles/00VrAcFiAYV0ySTyVkLtTdH/images-2.fill.size_2000x1125.v1781500353.png?ssl=1 "XPENG is doing R&D in the U.S., but isn’t selling cars there. Here’s why.
EV manufacturer XPENG will begin the global rollout of its VLA 2.0 autonomous driving system next year, the AI-powered model marking an important step in the company’s efforts to develop driverless cars. Unfortunately, this tech won’t be arriving in the U.S., with high tariffs continuing to keep the Chinese automakers out of the country.
SEE ALSO:
Chinese EVs are spreading across the globe, but not in the U.S.
Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.EVs: the future of the automotive industry
XPENG showed off the technology in its cars at the Beijing Auto Show.
Credit: XPENG
This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”Over half of all new cars sold in China are New Energy Vehicles (NEV), meaning that they are primarily or entirely powered by electricity. This April, that number rose above 60 percent. China isn’t the only country embracing EVs either, with global electric car sales rising by over 25 percent in 2024. Almost all new cars sold in Norway during 2025 were EVs, while regions such as Latin America and Africa saw EV adoption double. In comparison, U.S. EV uptake has slowed significantly over the past two years, although they still account for approximately 10 percent of new car sales in the country.“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”
Mashable Light Speed
As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people — and governments — to embrace electric cars first.Creating a safe self-driving car
Autonomous driving systems are better suited to EVs than traditional combustion engine cars.
Credit: XPENG
Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount. “One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind. “We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.
“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.” Autonomous cars for the world (except the U.S.)
Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are. “We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.This interview has been lightly edited for grammar and clarity.Disclosure: Mashable travelled to China as a guest of XPENG.
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