The Best Outdoor Deals From the REI Anniversary Sale
It’s nearly summer. Birds are migrating, flowers are blooming, and REI is kicking off its annual anniversary sale.
It’s the outdoor retailer’s biggest sale of the year. This year’s REI sale starts May 15 and runs through Memorial Day, May 25. Many items are up to 30 percent off, but REI Co-op members save up to 20 percent on any full-price item and an extra 20 percent off any REI Outlet item. To get the discount, add the promo code ANNIV26 at checkout.
Goal Zero’s new Yeti 1500 is one of the best camping and overlanding power stations we’ve tested. The new LiFePO4 chemistry battery is rated for 4,000 charge cycles (about 10 years of average use) and there’s a new high amp output (30 A) for tying into van and overlanding setups. Goal Zero also engineered it to be able to handle the high vibration environment of off-roading. With 4 AC outlets and USB charging at up to 140 watts, the Yeti 1500 can keep your wired world running for well over a week, no grid required.
Yes your phone has some features of a dedicated satellite messenger, but we still think you’re better off with a dedicated device. Garmin’s new inReach Mini 3 now offers some of those phone features—like voice and photo messaging—along with the emergency features and excellent service world wide. It’s also still tiny, well built and it has great battery life. The cheaper Garmin Inreach Mini 3 (which does not have the new photo sharing features) is also on sale for $400 ($50 off).
The Garmin Instinct Solar is our favorite rugged and affordable outdoor watch powered by the sun. It has long battery life and yes, recharges any time it’s in the sun. GPS is enabled and there’s tons of sports tracking and navigation features. It’s cheaper than a Fenix and just as reliable.
Courtesy of Coleman
My favorite of Coleman’s current lineup, the Cascade 3-in-1 (8/10, WIRED Recommends) features heavy-duty cast iron grates, comes with a cast-iron griddle and grill, and can fit a 12-inch pan and a 10-inch pan side by side. It’s sturdier and all-around more robust than other Coleman stoves, well worth the extra money if you’re serious about camp cooking. That said, the much cheaper stove below will get you by if you’re only using it a few nights a year.
This is our favorite camp stove for most people. Technically this version is a little fancier than our top pick, with electronic ignition and a nice pale green paint job. Is it worth an extra $30? That’s up to you. If it’s not, snag the less fancy version for $59 at Walmart.
The thing to keep in mind when you shop REI brand gear is the company’s basic proposition: you get 90 percent of the designer item for 70 percent of the price. It’s a strategy that works quite well and has generated some really great, affordable gear. This chair is a good example of that. It’s not as nice as the Nemo above, but it’s still comfortable (it does wobble a little, side to side when you move) and nearly half the price.
Photograph: Scott Gilbertson
Whenever I can, I like to cook over open flame using my firebox stove, which often means cutting wood. The best portable saw I’ve found is this Silky folding saw. It’s light enough to bring bike packing (5.3 ounces), and it folds down to about 9 inches long, which slips in a pannier no problem. This thing is razor sharp though, be careful when using it in the backcountry.
The thing to keep in mind when you shop for gear bearing the REI brand is the company’s basic proposition: You get 90 percent of the designer item for 70 percent of the price. It’s a strategy that works quite well and has generated some really great, affordable gear. This REI chair is a good example of that. It’s not as nice as the Nemo above, but it’s still comfortable (it does wobble a little, side to side when you move) and nearly half the price.
REI’s Base Camp tent is WIRED’s favorite car camping tent. It’s extremely well designed and proved plenty weatherproof in our testing. The traditional dome tent design, with two crossed poles and two side poles, holds up well in wind, and the tent floor is high-quality 150-denier (150D) polyester. There’s loads of storage pockets, double doors, great vents, and huge windows, making it comfortable even in summer heat.
The REI Half Dome 2 is the best budget two-person backpacking tent. I’ve toted it on many a backpacking trip and found it to be plenty sturdy, quick to set up, and capable of fitting two people and their gear. It even comes with a footprint (which I never bother with, but it’s nice to have it if you have to deal with prickers or pointy rocks).
The Big Agnes Copper Spur series is our top pick for freestanding ultralight tents. This is a high-quality, well-designed tent that’s lightweight, easy to set up, and roomy enough to be livable in the backcountry. The “awning” design (where the front fabric is held aloft with trekking poles or sticks) is a nice extra and the mix of 15D nylon, and 20D ripstop, while to feels fragile, as held up well over time. The 4-person version, which is one of the lightest 4P tents on the market is also on sale.
Nemo’s Dragonfly tents are great. I really like the generous amount of mesh at the top, which provides some nice ventilation on warm summer nights and is perfect for falling asleep under the stars when the weather permits. The Osmo fabric continues to live up to the hype, with much less water absorption than nylon tents in rainy weather, and there’s a good amount of room for storing all your stuff.
REI’s Magma line of down gear are some of the best deals around. The Magma 15 sleeping bag has long been an affordable bag that’s perfect for shoulder season trips when the temp potentially swing lower than you’re expecting (the comfort rating is 21 degrees Fahrenheit). There are three lengths and three widths, making it easy to get something that’s perfect for your body, and the 850-fill-power goose down (Bluesign-approved) packs down nice and small. If you don’t need the shoulder season coverage the Magma 30 is also on sale for $262 ($87 off), and makes a great summer sleeping bag.
I just spent a week sleeping under this quilt at the Biggest Week in American Birding. The Magma quilt was surprisingly warm. I did have on an puffer jacket, but I managed to stay comfy down to 30 degrees. Like the sleeping bag version above, this is 95 percent of what you get from far more expensive quilts. It’s light (20.3 ounces for the medium), packs down small, includes straps to keep it on your sleeping pad, can be completely unzipped and used like a comforter or snapped up in a proper foot box on colder nights.
Photograph: Scott Gilbertson
This is one of my favorite ultralight sleeping bags. There are lighter quilts out there, but when you need the warmth of a mummy bag on those colder nights, this is what I use. It also has the smallest pack size of any bag I’ve tested in this temperature range. With the included compression sack, this thing is truly tiny. The down fill is PFC-free, 850+ hydrophobic down. The zippers are on the small side, but they slide well and rarely if ever snag on the bag. I’ve slept in this bag down to 20 degrees and never been the least bit cold.
Nemo’s Forte 20 is a 20-degree synthetic-fill sleeping bag, but the comfort rating is 30 degrees. In my testing, this feels more like where you’d want to stay temperature-wise with this bag. The outer shell uses a 30-denier recycled polyester ripstop with an inside liner made from 20-denier recycled polyester taffeta. The fill is what Nemo calls Zerofiber insulation, which is made from 100 percent postconsumer recycled content fibers. The Zerofiber packs down remarkably small—this is the most compact synthetic-fill bag I’ve tested in this temp range.
Photograph: Scott Gilbertson
I had to surrender my ultralight cred to the Reddit mods for carrying this robust pad, but it is totally worth the improved sleep. The 6 or so extra ounces is more than made up for by how well I sleep—rest and recovery are a key part of long miles, kids—on this pad compared to, well, every other backpacking sleeping pad. It’s that good. Alas, it is also kinda pricey … which is why you should grab one now on sale.
The Tensor All-Season hits all the sweet spots. It weighs an acceptably light 18.2 ounces, provides a good 3 inches of padding, and has an R value of 5.4. (The R value of a sleeping pad denotes its level of insulation; the higher the number, the warmer you stay and 5.4 is enough insulation for colder spring or autumn nights.) That works out to the best padding and R rating for the weight. It’s also mercifully quiet—none of that annoying crunching noise every time you roll over.
If you’re gearing up for a winter trip, this is a good deal on a great winter sleeping pad. The Tensor Extreme Conditions has the highest R value of any pad we’ve tested (8.5) yet somehow manages to pack down to about the size of a Nalgene water bottle and weighs just 21 ounces (587 g).
Courtesy of Exped
This is my new favorite winter sleeping pad. It doesn’t have quite the R-value of the Tensor Extreme above, but I find it more comfortable and when paired the a Therm-a-Rest Z-lite, I stayed plenty warm even on a night spent at minus 25 degrees Fahrenheit this past winter. I like it so much a bought a second one for whomever is foolish enough to come with me on such trips.
The big fat camping pad that started the trend of big fat camping pads, the Megamat is a revelation. Trust me, you have no idea how comfortable tent camping can be until you sleep on a Megamat. The 4-inch-thick Exped MegaMat is soft and surprisingly firm thanks to the closed-cell foam inside it, which relieves pressure and feels about as close to the mattress in your bedroom as you’re going to get in the woods.
When I sold my Jeep, I had to give up my overlanding dreams and return to being a mere camper. But this Megamat, which cuts in to fit around the wheel wells of an SUV, has brought some of those overlanding dreams back to life. I throw this in the back of my wife’s Rav4, and while it’s not a perfect fit (check Exped to see which vehicles are supported), it’s close enough that I can get a good night’s sleep in the car.
It’s nearly summer. Birds are migrating, flowers are blooming, and REI is kicking off its annual anniversary sale.
It’s the outdoor retailer’s biggest sale of the year. This year’s REI sale starts May 15 and runs through Memorial Day, May 25. Many items are up to 30 percent off, but REI Co-op members save up to 20 percent on any full-price item and an extra 20 percent off any REI Outlet item. To get the discount, add the promo code ANNIV26 at checkout.
We’ve highlighted the best deals on gear we’ve loved over our years of testing. There’s something for nearly all our favorite summer activities: tents, stoves, sleeping bags, and plenty of outdoor apparel. Be sure to look at our guides to outdoor gear, like the Best Tents, Best Sleeping Bags, Best Backpacking Sleeping Pads, Best Rain Jackets, Best Backpacking Water Filters, Best Merino Wool, and Best Binoculars.
WIRED Featured Deals
Deals on Camping Gadgets and Gear
Photograph: Scott Gilbertson
Goal Zero’s new Yeti 1500 is one of the best camping and overlanding power stations we’ve tested. The new LiFePO4 chemistry battery is rated for 4,000 charge cycles (about 10 years of average use) and there’s a new high amp output (30 A) for tying into van and overlanding setups. Goal Zero also engineered it to be able to handle the high vibration environment of off-roading. With 4 AC outlets and USB charging at up to 140 watts, the Yeti 1500 can keep your wired world running for well over a week, no grid required.
Yes your phone has some features of a dedicated satellite messenger, but we still think you’re better off with a dedicated device. Garmin’s new inReach Mini 3 now offers some of those phone features—like voice and photo messaging—along with the emergency features and excellent service world wide. It’s also still tiny, well built and it has great battery life. The cheaper Garmin Inreach Mini 3 (which does not have the new photo sharing features) is also on sale for $400 ($50 off).
The Garmin Instinct Solar is our favorite rugged and affordable outdoor watch powered by the sun. It has long battery life and yes, recharges any time it’s in the sun. GPS is enabled and there’s tons of sports tracking and navigation features. It’s cheaper than a Fenix and just as reliable.
Courtesy of Coleman
My favorite of Coleman’s current lineup, the Cascade 3-in-1 (8/10, WIRED Recommends) features heavy-duty cast iron grates, comes with a cast-iron griddle and grill, and can fit a 12-inch pan and a 10-inch pan side by side. It’s sturdier and all-around more robust than other Coleman stoves, well worth the extra money if you’re serious about camp cooking. That said, the much cheaper stove below will get you by if you’re only using it a few nights a year.
This is our favorite camp stove for most people. Technically this version is a little fancier than our top pick, with electronic ignition and a nice pale green paint job. Is it worth an extra $30? That’s up to you. If it’s not, snag the less fancy version for $59 at Walmart.
The thing to keep in mind when you shop REI brand gear is the company’s basic proposition: you get 90 percent of the designer item for 70 percent of the price. It’s a strategy that works quite well and has generated some really great, affordable gear. This chair is a good example of that. It’s not as nice as the Nemo above, but it’s still comfortable (it does wobble a little, side to side when you move) and nearly half the price.
Photograph: Scott Gilbertson
Whenever I can, I like to cook over open flame using my firebox stove, which often means cutting wood. The best portable saw I’ve found is this Silky folding saw. It’s light enough to bring bike packing (5.3 ounces), and it folds down to about 9 inches long, which slips in a pannier no problem. This thing is razor sharp though, be careful when using it in the backcountry.
Petzl’s Tikka headlamp is one of our favorite headlamps. It provides plenty of light to cook by in the backcountry, runs on three AAA batteries (we recommend Panasonic Eneloop rechargeable batteries) and lasts over 5.5 hours. It’s also compatible with Petzl’s USB-rechargable Core battery ($30).
The thing to keep in mind when you shop for gear bearing the REI brand is the company’s basic proposition: You get 90 percent of the designer item for 70 percent of the price. It’s a strategy that works quite well and has generated some really great, affordable gear. This REI chair is a good example of that. It’s not as nice as the Nemo above, but it’s still comfortable (it does wobble a little, side to side when you move) and nearly half the price.
Deals on Tents
REI tents are some of the best deals around, even more so during sales. If you’d like to learn more, see our guide to the best backpacking tents and best car camping tents.
Photograph: Scott Gilbertson
REI’s Base Camp tent is WIRED’s favorite car camping tent. It’s extremely well designed and proved plenty weatherproof in our testing. The traditional dome tent design, with two crossed poles and two side poles, holds up well in wind, and the tent floor is high-quality 150-denier (150D) polyester. There’s loads of storage pockets, double doors, great vents, and huge windows, making it comfortable even in summer heat.
The REI Half Dome 2 is the best budget two-person backpacking tent. I’ve toted it on many a backpacking trip and found it to be plenty sturdy, quick to set up, and capable of fitting two people and their gear. It even comes with a footprint (which I never bother with, but it’s nice to have it if you have to deal with prickers or pointy rocks).
The Big Agnes Copper Spur series is our top pick for freestanding ultralight tents. This is a high-quality, well-designed tent that’s lightweight, easy to set up, and roomy enough to be livable in the backcountry. The “awning” design (where the front fabric is held aloft with trekking poles or sticks) is a nice extra and the mix of 15D nylon, and 20D ripstop, while to feels fragile, as held up well over time. The 4-person version, which is one of the lightest 4P tents on the market is also on sale.
Nemo’s Dragonfly tents are great. I really like the generous amount of mesh at the top, which provides some nice ventilation on warm summer nights and is perfect for falling asleep under the stars when the weather permits. The Osmo fabric continues to live up to the hype, with much less water absorption than nylon tents in rainy weather, and there’s a good amount of room for storing all your stuff.
Sleeping Bag and Sleeping Pad Deals
Whether you need a cheap car camping bag or something more robust for fall and spring trips, we’ve got you covered. Be sure to read our guides to the best sleeping bags, best camping sleeping pads, and best backpacking sleeping pads for even more options.
Photograph: Scott Gilbertson
REI’s Magma line of down gear are some of the best deals around. The Magma 15 sleeping bag has long been an affordable bag that’s perfect for shoulder season trips when the temp potentially swing lower than you’re expecting (the comfort rating is 21 degrees Fahrenheit). There are three lengths and three widths, making it easy to get something that’s perfect for your body, and the 850-fill-power goose down (Bluesign-approved) packs down nice and small. If you don’t need the shoulder season coverage the Magma 30 is also on sale for $262 ($87 off), and makes a great summer sleeping bag.
I just spent a week sleeping under this quilt at the Biggest Week in American Birding. The Magma quilt was surprisingly warm. I did have on an puffer jacket, but I managed to stay comfy down to 30 degrees. Like the sleeping bag version above, this is 95 percent of what you get from far more expensive quilts. It’s light (20.3 ounces for the medium), packs down small, includes straps to keep it on your sleeping pad, can be completely unzipped and used like a comforter or snapped up in a proper foot box on colder nights.
Photograph: Scott Gilbertson
This is one of my favorite ultralight sleeping bags. There are lighter quilts out there, but when you need the warmth of a mummy bag on those colder nights, this is what I use. It also has the smallest pack size of any bag I’ve tested in this temperature range. With the included compression sack, this thing is truly tiny. The down fill is PFC-free, 850+ hydrophobic down. The zippers are on the small side, but they slide well and rarely if ever snag on the bag. I’ve slept in this bag down to 20 degrees and never been the least bit cold.
Nemo’s Forte 20 is a 20-degree synthetic-fill sleeping bag, but the comfort rating is 30 degrees. In my testing, this feels more like where you’d want to stay temperature-wise with this bag. The outer shell uses a 30-denier recycled polyester ripstop with an inside liner made from 20-denier recycled polyester taffeta. The fill is what Nemo calls Zerofiber insulation, which is made from 100 percent postconsumer recycled content fibers. The Zerofiber packs down remarkably small—this is the most compact synthetic-fill bag I’ve tested in this temp range.
Photograph: Scott Gilbertson
I had to surrender my ultralight cred to the Reddit mods for carrying this robust pad, but it is totally worth the improved sleep. The 6 or so extra ounces is more than made up for by how well I sleep—rest and recovery are a key part of long miles, kids—on this pad compared to, well, every other backpacking sleeping pad. It’s that good. Alas, it is also kinda pricey … which is why you should grab one now on sale.
The Tensor All-Season hits all the sweet spots. It weighs an acceptably light 18.2 ounces, provides a good 3 inches of padding, and has an R value of 5.4. (The R value of a sleeping pad denotes its level of insulation; the higher the number, the warmer you stay and 5.4 is enough insulation for colder spring or autumn nights.) That works out to the best padding and R rating for the weight. It’s also mercifully quiet—none of that annoying crunching noise every time you roll over.
If you’re gearing up for a winter trip, this is a good deal on a great winter sleeping pad. The Tensor Extreme Conditions has the highest R value of any pad we’ve tested (8.5) yet somehow manages to pack down to about the size of a Nalgene water bottle and weighs just 21 ounces (587 g).
Courtesy of Exped
This is my new favorite winter sleeping pad. It doesn’t have quite the R-value of the Tensor Extreme above, but I find it more comfortable and when paired the a Therm-a-Rest Z-lite, I stayed plenty warm even on a night spent at minus 25 degrees Fahrenheit this past winter. I like it so much a bought a second one for whomever is foolish enough to come with me on such trips.
The big fat camping pad that started the trend of big fat camping pads, the Megamat is a revelation. Trust me, you have no idea how comfortable tent camping can be until you sleep on a Megamat. The 4-inch-thick Exped MegaMat is soft and surprisingly firm thanks to the closed-cell foam inside it, which relieves pressure and feels about as close to the mattress in your bedroom as you’re going to get in the woods.
When I sold my Jeep, I had to give up my overlanding dreams and return to being a mere camper. But this Megamat, which cuts in to fit around the wheel wells of an SUV, has brought some of those overlanding dreams back to life. I throw this in the back of my wife’s Rav4, and while it’s not a perfect fit (check Exped to see which vehicles are supported), it’s close enough that I can get a good night’s sleep in the car.
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#Outdoor #Deals #REI #Anniversary #Sale
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.
-SOURCE-Scott-Gilbertson.jpg)
![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.
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")
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