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Anthropic taps former Microsoft India MD to lead Bengaluru expansion | TechCrunch

Anthropic taps former Microsoft India MD to lead Bengaluru expansion | TechCrunch

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Anthropic has appointed Irina Ghose, a former Microsoft India managing director, to lead its India business as the U.S. AI startup prepares to open an office in Bengaluru. The move underscores how India is becoming a key battleground for AI companies looking to expand beyond the U.S. for major growth markets.

Ghose brings deep big-tech operating experience to the role. She spent 24 years at Microsoft before stepping down in December 2025. Her appointment gives Anthropic a seasoned executive with local enterprise and government relationships as it gears up to establish an on-the-ground presence in one of the world’s fastest-growing AI markets.

India has become one of Anthropic’s most strategically important markets, with the country already ranking as the second-largest user base for Claude and usage heavily skewing toward technical and work-related tasks, including software development. Arch-rival OpenAI is also sharpening its focus on the market with plans to open an office in New Delhi — a sign India is fast becoming one of the most contested arenas in the global race to commercialize generative AI.

While India offers enormous scale — with more than a billion internet subscribers and over 700 million smartphone users — converting that reach into meaningful revenue has proven difficult, pushing AI companies to experiment with aggressive pricing and promotions. OpenAI last year introduced ChatGPT Go, its under-$5 plan aimed at attracting Indian users, and later made it available free for a year in the country.

Similar dynamics are playing out for Anthropic: its Claude app recorded a 48% increase from the previous year in downloads in India in September, reaching about 767,000 installs, while consumer spending surged 572% to $195,000 for the month, per Appfigures — still modest compared with the U.S., where September spending hit $2.5 million.

Anthropic has been stepping up its engagement in India at the highest levels. Chief executive Dario Amodei visited in October and met corporate executives and lawmakers, including Prime Minister Narendra Modi, to discuss the company’s expansion plans and growing adoption of its tools. Anthropic had also explored a potential partnership with billionaire Mukesh Ambani’s Reliance Industries to broaden access to Claude, as TechCrunch reported previously. Reliance, however, ultimately struck a deal with Google to offer its Gemini AI Pro plan free to Jio subscribers. That move came as rival Bharti Airtel partnered with Perplexity to bundle access to its premium subscription, underscoring how India’s telecom giants have become critical distribution gatekeepers in the race to scale consumer AI services.

In a LinkedIn post announcing the move, Ghose said she would focus on working with Indian enterprises, developers and startups adopting Claude for “mission-critical” use cases, pointing to growing demand for what she described as “high-trust, enterprise-grade AI.” She added that AI tailored to local languages could be a “force multiplier” across sectors including education and healthcare — signaling Anthropic’s intent to deepen adoption beyond early tech users into larger institutions and the public sector.

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The push by Anthropic, OpenAI, and Perplexity comes as India’s homegrown GenAI ecosystem remains relatively early-stage. While the country has a deep pool of software talent and a fast-growing base of AI users, it has produced few startups building large foundation models, with investors instead largely backing application-layer companies rather than committing the scale of capital typically required to train frontier systems.

The appointment also comes ahead of India’s AI Impact Summit 2026 in February, where the Indian government is expected to bring together AI startups, global CEOs, and industry experts to discuss the next phase of AI deployment in the country. The summit is part of New Delhi’s broader effort to signal support for domestic AI development and position India as a serious player in the global AI landscape, as competition intensifies across major markets.

Anthropic is also building out its India team, with job listings for roles including startup and enterprise account executives as well as a partner sales manager, signaling a push to deepen its go-to-market efforts and tap Indian businesses and startups as customers as it expands its presence in the country.

For Anthropic, the hire adds senior local leadership as it looks to turn India’s surging usage into a durable business, navigating a market where distribution partnerships, pricing pressure, and enterprise adoption will shape which AI players emerge as long-term winners.

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A decade ago, kratom advocates fought a surprisingly successful campaign against a proposed Drug 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.">The Kratom Civil War Is Heating Up, and MAHA Has Picked a SideA decade ago, kratom advocates fought a surprisingly successful campaign against a proposed Drug 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.

kratom advocates fought a surprisingly successful campaign against a proposed Drug 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.">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 proposed Drug 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.

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 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 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.”

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

The internal workings of an XPENG car on display at the Beijing Auto Show.

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

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 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 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.”

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

The internal workings of an XPENG car on display at the Beijing Auto Show.

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 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 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.”

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

The internal workings of an XPENG car on display at the Beijing Auto Show.

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

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Last year, the FBI opened a Cyber Range in Huntsville, Alabama, for simulating cyberattacks. Think of it sort of like the famous Hogan’s Alley, but for modern digital crime training. It’s a massive 22,000 square-foot replica of an entire town, complete with a convenience store, gas station, hospital, and even fully furnished houses.

It’s a training facility where the bureau can recreate real-world scenarios for training and research purposes. All of the various buildings and facilities are hooked up the way they would be in a real town. There’s even a small data center with over 200 servers that can be hacked, infected with malware, and studied. But, importantly, all of the systems in the fake town are cut off from the outside world, which means there’s no danger of any malicious code or anything from escaping containment.

Students practice performing forensic investigations on car entertainment systems, hospital computer networks, and corporate security systems. They can see how various cyberattacks might affect power grids or spread through home networks.

While the facility opened last year, the FBI only shared a video this week, giving the public its first glimpse inside.

#FBI #built #small #town #simulate #cyberattacksNews,Security,Tech">The FBI built a small town to simulate cyberattacksLast year, the FBI opened a Cyber Range in Huntsville, Alabama, for simulating cyberattacks. Think of it sort of like the famous Hogan’s Alley, but for modern digital crime training. It’s a massive 22,000 square-foot replica of an entire town, complete with a convenience store, gas station, hospital, and even fully furnished houses.It’s a training facility where the bureau can recreate real-world scenarios for training and research purposes. All of the various buildings and facilities are hooked up the way they would be in a real town. There’s even a small data center with over 200 servers that can be hacked, infected with malware, and studied. But, importantly, all of the systems in the fake town are cut off from the outside world, which means there’s no danger of any malicious code or anything from escaping containment.Students practice performing forensic investigations on car entertainment systems, hospital computer networks, and corporate security systems. They can see how various cyberattacks might affect power grids or spread through home networks.While the facility opened last year, the FBI only shared a video this week, giving the public its first glimpse inside.#FBI #built #small #town #simulate #cyberattacksNews,Security,Tech

Cyber Range in Huntsville, Alabama, for simulating cyberattacks. Think of it sort of like the famous Hogan’s Alley, but for modern digital crime training. It’s a massive 22,000 square-foot replica of an entire town, complete with a convenience store, gas station, hospital, and even fully furnished houses.

It’s a training facility where the bureau can recreate real-world scenarios for training and research purposes. All of the various buildings and facilities are hooked up the way they would be in a real town. There’s even a small data center with over 200 servers that can be hacked, infected with malware, and studied. But, importantly, all of the systems in the fake town are cut off from the outside world, which means there’s no danger of any malicious code or anything from escaping containment.

Students practice performing forensic investigations on car entertainment systems, hospital computer networks, and corporate security systems. They can see how various cyberattacks might affect power grids or spread through home networks.

While the facility opened last year, the FBI only shared a video this week, giving the public its first glimpse inside.

#FBI #built #small #town #simulate #cyberattacksNews,Security,Tech">The FBI built a small town to simulate cyberattacks

Last year, the FBI opened a Cyber Range in Huntsville, Alabama, for simulating cyberattacks. Think of it sort of like the famous Hogan’s Alley, but for modern digital crime training. It’s a massive 22,000 square-foot replica of an entire town, complete with a convenience store, gas station, hospital, and even fully furnished houses.

It’s a training facility where the bureau can recreate real-world scenarios for training and research purposes. All of the various buildings and facilities are hooked up the way they would be in a real town. There’s even a small data center with over 200 servers that can be hacked, infected with malware, and studied. But, importantly, all of the systems in the fake town are cut off from the outside world, which means there’s no danger of any malicious code or anything from escaping containment.

Students practice performing forensic investigations on car entertainment systems, hospital computer networks, and corporate security systems. They can see how various cyberattacks might affect power grids or spread through home networks.

While the facility opened last year, the FBI only shared a video this week, giving the public its first glimpse inside.

#FBI #built #small #town #simulate #cyberattacksNews,Security,Tech

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