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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 is doing R&D in the U.S., but isn’t selling cars there. Here’s why. EV manufacturer XPENG will begin the global rollout of its VLA 2.0 autonomous driving system next year, the AI-powered model marking an important step in the company’s efforts to develop driverless cars. Unfortunately, this tech won’t be arriving in the U.S., with high tariffs continuing to keep the Chinese automakers out of the country. SEE ALSO: Chinese EVs are spreading across the globe, but not in the U.S. Yet despite this, XPENG continues to maintain its Silicon Valley R&D centre, as well as develop its tech to account for U.S. drivers. Speaking to Mashable, XPENG’s General Intelligence Center head Dr. Xianming Liu explained that, while it isn’t in the U.S. market and doesn’t test its cars in the country, having an R&D centre there remains invaluable for ensuring it’s familiar with driving habits and conditions across the world.“We need to make sure we and our R&D team understand the regulations, the traffic rules, but also the customer needs or customer habits. Once you have people locally drive [their cars] every day in Europe, in the U.S., you will know what people will like,” said Liu. “How people are using [their cars] and how the regulations are different. I mean, the traffic rules are different, the traffic signs, everything is different.”XPENG has also established an R&D centre in Munich, Germany, Liu telling Mashable that each of these locations offer the company specific individual advantages. While Silicon Valley has a lot of talent and innovation, Germany excels at manufacturing and is home to several successful automotive companies. By conducting R&D in these areas, XPENG aims to both utilise and learn from these resources.“Once you have an R&D centre in all the areas of the world, you can combine all the talent, all the thoughts together, and you can just make sure everyone is complementary to each other,” said Liu.EVs: the future of the automotive industry XPENG showed off the technology in its cars at the Beijing Auto Show. Credit: XPENG This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”Over half of all new cars sold in China are New Energy Vehicles (NEV), meaning that they are primarily or entirely powered by electricity. This April, that number rose above 60 percent. China isn’t the only country embracing EVs either, with global electric car sales rising by over 25 percent in 2024. Almost all new cars sold in Norway during 2025 were EVs, while regions such as Latin America and Africa saw EV adoption double. In comparison, U.S. EV uptake has slowed significantly over the past two years, although they still account for approximately 10 percent of new car sales in the country.“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.” Mashable Light Speed As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people —  and governments — to embrace electric cars first.Creating a safe self-driving car Autonomous driving systems are better suited to EVs than traditional combustion engine cars. Credit: XPENG Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount. “One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind. “We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour. “We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.” Autonomous cars for the world (except the U.S.) Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are. “We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.This interview has been lightly edited for grammar and clarity.Disclosure: Mashable travelled to China as a guest of XPENG. Topics Self-Driving Cars Cars #XPENG #U.S #isnt #selling #cars #Heresxpeng p7,vla 2.0,autonomous driving,self-driving car,electric vehicle,china,mashable,amanda yeoh,self-parking,flying car,land aircraft carrier,us tariffs,automotive technology,evs

XPENG showed off the technology in its cars at the Beijing Auto Show. Credit: XPENG

This includes tapping into China’s resources as well. Like the San Francisco Bay Area, Liu stated that there’s an abundance of talent in China’s Greater Bay Area, including in Guangzhou where XPENG is headquartered. The widespread acceptance of EVs in China certainly helps autonomous car development in the region as well.

“We have people, we have freedom, we have flexibility to build the innovations,” said Liu, speaking on the advantages of their Chinese R&D centre. “But also in China, the application of the AI system is pretty fast… People accept the concept of AI, accept the concept of [autonomous] driving, and also are willing to use it. So this gives us big room to keep iterating on the product.”

Over half of all new cars sold in China are New Energy Vehicles (NEV), meaning that they are primarily or entirely powered by electricity. This April, that number rose above 60 percent. China isn’t the only country embracing EVs either, with global electric car sales rising by over 25 percent in 2024. Almost all new cars sold in Norway during 2025 were EVs, while regions such as Latin America and Africa saw EV adoption double. In comparison, U.S. EV uptake has slowed significantly over the past two years, although they still account for approximately 10 percent of new car sales in the country.

“The new energy revolution is changing the world,” said Liu. “It’s not only happening in the U.S., not only in China, but also in other countries. South America, Central America, and even Europe, South Asia. So we will see the number keep increasing. And this can be very beneficial to the economy and also to the environment.”

These aren’t the only advantages to widespread EV adoption. Liu also explained that NEVs have better compatibility with autonomous driving systems than traditional internal combustion engine (ICE) cars.

“The New Energy Vehicle is more suitable for intelligent car systems or smart driving because the control chain is shorter,” Liu said. “The signal is an electric signal instead of the power train using the gas.”

As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people —  and governments — to embrace electric cars first.

Creating a safe self-driving car

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

Autonomous driving systems are better suited to EVs than traditional combustion engine cars. Credit: XPENG

Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount. 

“One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”

Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind. 

“We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”

For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.

“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.” 

Autonomous cars for the world (except the U.S.)

Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.

“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.

The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are. 

“We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”

The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.

This interview has been lightly edited for grammar and clarity.

Disclosure: Mashable travelled to China as a guest of XPENG.

Topics Self-Driving Cars Cars

#XPENG #U.S #isnt #selling #cars #Heresxpeng p7,vla 2.0,autonomous driving,self-driving car,electric vehicle,china,mashable,amanda yeoh,self-parking,flying car,land aircraft carrier,us tariffs,automotive technology,evs

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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.”

As such, it is far simpler to develop a fully autonomous EV than an ICE vehicle. If fully self-driving cars are to not only become a reality, but tech that is commonplace, it will require people —  and governments — to embrace electric cars first.

Creating a safe self-driving car

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

Autonomous driving systems are better suited to EVs than traditional combustion engine cars.
Credit: XPENG

Liu previously worked at U.S. self-driving car company Cruise, a subsidiary of General Motors. When asked to compare development approaches in the U.S. and China’s autonomous car industries, he said he found them to be the same: with safety as paramount. 

“One underlying principle or philosophy that is not changing across different areas is safety,” said Liu. “That’s the first principle. No matter where you’re working at, no matter U.S., Europe, or China, or even Southeast Asia, the problem is the same.”

Secondary to this is to ensure the car feels safe as well, offering a smooth, comfortable experience that drivers can enjoy with peace of mind. 

“We have four axes to evaluate our system. We call it CCES: comfort, compliance, efficiency, and safety,” said Liu. “So you can make sure the car is safe enough, but a lot of hard breaks [are] just not [comfortable].”

For Liu, controlling the car’s speed is key to ensuring both safety and comfort. To deliver this, XPENG trains its VLA 2.0 autonomous driving model to identify and adjust to real-time road conditions, as well as recognise road marks and signs, rather than rely on map data to determine the car’s behaviour.

“We don’t use any kind of rules or external information to say you have to drive this speed,” said Liu. “Of course, people can control the wheel, control the scroll to set up the speed limit [of the car]. The model tries to learn what kind of typical speed people will drive in this kind of situation, because we need to make sure the car is safe enough and also [isn’t] too slow.” 

Autonomous cars for the world (except the U.S.)

Though VLA 2.0 is expected to hit the global market in 2027, XPENG hasn’t released any details about its international release schedule. At present, which country it will arrive in first will largely come down to whose regulations and standards XPENG can satisfy first.

“We’re trying to work on different areas, different regions of the world, but we work with local governments to [ensure] we meet all the requirements,” said Liu.

The U.S. may not be one of these regions, but being shut out of that market hasn’t slowed XPENG’s ambitions. The company is continuing to invest in R&D to ensure it can meet the different needs of new markets wherever they are. 

“We are seeing the trend [of increasing EV adoption] is changing the entire industry. All the cars selling now in China, if you don’t have the smart driving system, usually people will not consider it,” said Liu. “That’s why we keep pushing hard on the physical AI. Because we believe this is going to be the next big thing, and this is going to be invaluable in the next decade.”

The auto industry is evolving at a rapid pace, with EV acceptance and adoption accelerating across the globe. XPENG is working to ensure they’re prepared for this future, and will be ready if the U.S. decides to join in.

This interview has been lightly edited for grammar and clarity.

Disclosure: Mashable travelled to China as a guest of XPENG.

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ASUS Vivobook 15, which it claims is India’s first laptop powered by Intel’s new Core 5 Series 3 processor. Alongside it, ASUS has also introduced a new TUF Gaming A15 variant and announced discounts across its gaming and consumer laptop lineup.

The new Vivobook 15 is aimed at students, professionals, and anyone looking for an everyday AI-ready laptop without stepping into premium creator or gaming territory.

ASUS Vivobook 15 Brings Intel’s New Core 5 Series 3 Processor

ASUS Vivobook 15 Debuts in India With Intel Core 5 Series 3 Chip: Price & Specs If you’re planning to pick up a new laptop during Amazon Prime Day or Flipkart’s GOAT Sale, ASUS has just added another option to the list. The company has launched the new ASUS Vivobook 15, which it claims is India’s first laptop powered by Intel’s new Core 5 Series 3 processor. Alongside it, ASUS has also introduced a new TUF Gaming A15 variant and announced discounts across its gaming and consumer laptop lineup. The new Vivobook 15 is aimed at students, professionals, and anyone looking for an everyday AI-ready laptop without stepping into premium creator or gaming territory. ASUS Vivobook 15 Brings Intel’s New Core 5 Series 3 Processor The biggest highlight of the new Vivobook 15 is its Intel Core 5 Series 3 processor, which includes an integrated Intel AI Boost NPU capable of delivering up to 16 TOPS of AI performance. While it isn’t a full-fledged Copilot+ PC, it is designed to support Windows’ growing list of AI-powered features. The laptop features a 15.6-inch Full HD anti-glare display, 16GB of DDR5 RAM, and a 512GB PCIe 4.0 SSD. ASUS says the combination is built to handle everyday multitasking, office work, web browsing, media consumption, and light creative workloads. Connectivity includes Wi-Fi 6, while the rest of the package is fairly premium for this segment. You get a backlit keyboard, a dedicated Copilot key for quickly launching Microsoft’s AI assistant, a fingerprint reader for Windows Hello authentication, and a physical privacy shutter for the HD webcam. Despite the large display, the Vivobook 15 weighs 1.7kg and also carries MIL-STD-810H military-grade durability certification, which should help it withstand the occasional bump during daily commuting. The laptop will be available exclusively through Amazon and Flipkart in Cool Silver, Quiet Blue, and Terra Cotta. ASUS Also Launches a New TUF Gaming A15 Gamers aren’t being left out either. ASUS has also announced a new TUF Gaming A15 (FA506NCG-HN192WS) as part of Amazon Prime Day. The laptop pairs an AMD Ryzen 7 8845HS processor with an NVIDIA GeForce RTX 3050 GPU with 4GB of memory, alongside 16GB of DDR5 RAM and a 512GB PCIe 4.0 SSD. It also gets a 15.6-inch Full HD 144Hz display, making it a suitable option for esports titles and AAA games at medium to high settings. The TUF Gaming A15 carries a starting price of ₹1,24,990. #ASUS #Vivobook #Debuts #India #Intel #Core #Series #Chip #Price #SpecsAsus

The biggest highlight of the new Vivobook 15 is its Intel Core 5 Series 3 processor, which includes an integrated Intel AI Boost NPU capable of delivering up to 16 TOPS of AI performance. While it isn’t a full-fledged Copilot+ PC, it is designed to support Windows’ growing list of AI-powered features. The laptop features a 15.6-inch Full HD anti-glare display, 16GB of DDR5 RAM, and a 512GB PCIe 4.0 SSD. ASUS says the combination is built to handle everyday multitasking, office work, web browsing, media consumption, and light creative workloads.

Connectivity includes Wi-Fi 6, while the rest of the package is fairly premium for this segment. You get a backlit keyboard, a dedicated Copilot key for quickly launching Microsoft’s AI assistant, a fingerprint reader for Windows Hello authentication, and a physical privacy shutter for the HD webcam.

Despite the large display, the Vivobook 15 weighs 1.7kg and also carries MIL-STD-810H military-grade durability certification, which should help it withstand the occasional bump during daily commuting. The laptop will be available exclusively through Amazon and Flipkart in Cool Silver, Quiet Blue, and Terra Cotta.

ASUS Also Launches a New TUF Gaming A15

Gamers aren’t being left out either. ASUS has also announced a new TUF Gaming A15 (FA506NCG-HN192WS) as part of Amazon Prime Day.

The laptop pairs an AMD Ryzen 7 8845HS processor with an NVIDIA GeForce RTX 3050 GPU with 4GB of memory, alongside 16GB of DDR5 RAM and a 512GB PCIe 4.0 SSD. It also gets a 15.6-inch Full HD 144Hz display, making it a suitable option for esports titles and AAA games at medium to high settings. The TUF Gaming A15 carries a starting price of ₹1,24,990.

#ASUS #Vivobook #Debuts #India #Intel #Core #Series #Chip #Price #SpecsAsus">ASUS Vivobook 15 Debuts in India With Intel Core 5 Series 3 Chip: Price & Specs If you’re planning to pick up a new laptop during Amazon Prime Day or Flipkart’s GOAT Sale, ASUS has just added another option to the list. The company has launched the new ASUS Vivobook 15, which it claims is India’s first laptop powered by Intel’s new Core 5 Series 3 processor. Alongside it, ASUS has also introduced a new TUF Gaming A15 variant and announced discounts across its gaming and consumer laptop lineup. The new Vivobook 15 is aimed at students, professionals, and anyone looking for an everyday AI-ready laptop without stepping into premium creator or gaming territory. ASUS Vivobook 15 Brings Intel’s New Core 5 Series 3 Processor The biggest highlight of the new Vivobook 15 is its Intel Core 5 Series 3 processor, which includes an integrated Intel AI Boost NPU capable of delivering up to 16 TOPS of AI performance. While it isn’t a full-fledged Copilot+ PC, it is designed to support Windows’ growing list of AI-powered features. The laptop features a 15.6-inch Full HD anti-glare display, 16GB of DDR5 RAM, and a 512GB PCIe 4.0 SSD. ASUS says the combination is built to handle everyday multitasking, office work, web browsing, media consumption, and light creative workloads. Connectivity includes Wi-Fi 6, while the rest of the package is fairly premium for this segment. You get a backlit keyboard, a dedicated Copilot key for quickly launching Microsoft’s AI assistant, a fingerprint reader for Windows Hello authentication, and a physical privacy shutter for the HD webcam. Despite the large display, the Vivobook 15 weighs 1.7kg and also carries MIL-STD-810H military-grade durability certification, which should help it withstand the occasional bump during daily commuting. The laptop will be available exclusively through Amazon and Flipkart in Cool Silver, Quiet Blue, and Terra Cotta. ASUS Also Launches a New TUF Gaming A15 Gamers aren’t being left out either. ASUS has also announced a new TUF Gaming A15 (FA506NCG-HN192WS) as part of Amazon Prime Day. The laptop pairs an AMD Ryzen 7 8845HS processor with an NVIDIA GeForce RTX 3050 GPU with 4GB of memory, alongside 16GB of DDR5 RAM and a 512GB PCIe 4.0 SSD. It also gets a 15.6-inch Full HD 144Hz display, making it a suitable option for esports titles and AAA games at medium to high settings. The TUF Gaming A15 carries a starting price of ₹1,24,990. #ASUS #Vivobook #Debuts #India #Intel #Core #Series #Chip #Price #SpecsAsus

, which it claims is India’s first laptop powered by Intel’s new Core 5 Series 3 processor. Alongside it, ASUS has also introduced a new TUF Gaming A15 variant and announced discounts across its gaming and consumer laptop lineup.

The new Vivobook 15 is aimed at students, professionals, and anyone looking for an everyday AI-ready laptop without stepping into premium creator or gaming territory.

ASUS Vivobook 15 Brings Intel’s New Core 5 Series 3 Processor

ASUS Vivobook 15 Debuts in India With Intel Core 5 Series 3 Chip: Price & Specs If you’re planning to pick up a new laptop during Amazon Prime Day or Flipkart’s GOAT Sale, ASUS has just added another option to the list. The company has launched the new ASUS Vivobook 15, which it claims is India’s first laptop powered by Intel’s new Core 5 Series 3 processor. Alongside it, ASUS has also introduced a new TUF Gaming A15 variant and announced discounts across its gaming and consumer laptop lineup. The new Vivobook 15 is aimed at students, professionals, and anyone looking for an everyday AI-ready laptop without stepping into premium creator or gaming territory. ASUS Vivobook 15 Brings Intel’s New Core 5 Series 3 Processor The biggest highlight of the new Vivobook 15 is its Intel Core 5 Series 3 processor, which includes an integrated Intel AI Boost NPU capable of delivering up to 16 TOPS of AI performance. While it isn’t a full-fledged Copilot+ PC, it is designed to support Windows’ growing list of AI-powered features. The laptop features a 15.6-inch Full HD anti-glare display, 16GB of DDR5 RAM, and a 512GB PCIe 4.0 SSD. ASUS says the combination is built to handle everyday multitasking, office work, web browsing, media consumption, and light creative workloads. Connectivity includes Wi-Fi 6, while the rest of the package is fairly premium for this segment. You get a backlit keyboard, a dedicated Copilot key for quickly launching Microsoft’s AI assistant, a fingerprint reader for Windows Hello authentication, and a physical privacy shutter for the HD webcam. Despite the large display, the Vivobook 15 weighs 1.7kg and also carries MIL-STD-810H military-grade durability certification, which should help it withstand the occasional bump during daily commuting. The laptop will be available exclusively through Amazon and Flipkart in Cool Silver, Quiet Blue, and Terra Cotta. ASUS Also Launches a New TUF Gaming A15 Gamers aren’t being left out either. ASUS has also announced a new TUF Gaming A15 (FA506NCG-HN192WS) as part of Amazon Prime Day. The laptop pairs an AMD Ryzen 7 8845HS processor with an NVIDIA GeForce RTX 3050 GPU with 4GB of memory, alongside 16GB of DDR5 RAM and a 512GB PCIe 4.0 SSD. It also gets a 15.6-inch Full HD 144Hz display, making it a suitable option for esports titles and AAA games at medium to high settings. The TUF Gaming A15 carries a starting price of ₹1,24,990. #ASUS #Vivobook #Debuts #India #Intel #Core #Series #Chip #Price #SpecsAsus

The biggest highlight of the new Vivobook 15 is its Intel Core 5 Series 3 processor, which includes an integrated Intel AI Boost NPU capable of delivering up to 16 TOPS of AI performance. While it isn’t a full-fledged Copilot+ PC, it is designed to support Windows’ growing list of AI-powered features. The laptop features a 15.6-inch Full HD anti-glare display, 16GB of DDR5 RAM, and a 512GB PCIe 4.0 SSD. ASUS says the combination is built to handle everyday multitasking, office work, web browsing, media consumption, and light creative workloads.

Connectivity includes Wi-Fi 6, while the rest of the package is fairly premium for this segment. You get a backlit keyboard, a dedicated Copilot key for quickly launching Microsoft’s AI assistant, a fingerprint reader for Windows Hello authentication, and a physical privacy shutter for the HD webcam.

Despite the large display, the Vivobook 15 weighs 1.7kg and also carries MIL-STD-810H military-grade durability certification, which should help it withstand the occasional bump during daily commuting. The laptop will be available exclusively through Amazon and Flipkart in Cool Silver, Quiet Blue, and Terra Cotta.

ASUS Also Launches a New TUF Gaming A15

Gamers aren’t being left out either. ASUS has also announced a new TUF Gaming A15 (FA506NCG-HN192WS) as part of Amazon Prime Day.

The laptop pairs an AMD Ryzen 7 8845HS processor with an NVIDIA GeForce RTX 3050 GPU with 4GB of memory, alongside 16GB of DDR5 RAM and a 512GB PCIe 4.0 SSD. It also gets a 15.6-inch Full HD 144Hz display, making it a suitable option for esports titles and AAA games at medium to high settings. The TUF Gaming A15 carries a starting price of ₹1,24,990.

#ASUS #Vivobook #Debuts #India #Intel #Core #Series #Chip #Price #SpecsAsus">ASUS Vivobook 15 Debuts in India With Intel Core 5 Series 3 Chip: Price & Specs

If you’re planning to pick up a new laptop during Amazon Prime Day or Flipkart’s GOAT Sale, ASUS has just added another option to the list. The company has launched the new ASUS Vivobook 15, which it claims is India’s first laptop powered by Intel’s new Core 5 Series 3 processor. Alongside it, ASUS has also introduced a new TUF Gaming A15 variant and announced discounts across its gaming and consumer laptop lineup.

The new Vivobook 15 is aimed at students, professionals, and anyone looking for an everyday AI-ready laptop without stepping into premium creator or gaming territory.

ASUS Vivobook 15 Brings Intel’s New Core 5 Series 3 Processor

ASUS Vivobook 15 Debuts in India With Intel Core 5 Series 3 Chip: Price & Specs If you’re planning to pick up a new laptop during Amazon Prime Day or Flipkart’s GOAT Sale, ASUS has just added another option to the list. The company has launched the new ASUS Vivobook 15, which it claims is India’s first laptop powered by Intel’s new Core 5 Series 3 processor. Alongside it, ASUS has also introduced a new TUF Gaming A15 variant and announced discounts across its gaming and consumer laptop lineup. The new Vivobook 15 is aimed at students, professionals, and anyone looking for an everyday AI-ready laptop without stepping into premium creator or gaming territory. ASUS Vivobook 15 Brings Intel’s New Core 5 Series 3 Processor The biggest highlight of the new Vivobook 15 is its Intel Core 5 Series 3 processor, which includes an integrated Intel AI Boost NPU capable of delivering up to 16 TOPS of AI performance. While it isn’t a full-fledged Copilot+ PC, it is designed to support Windows’ growing list of AI-powered features. The laptop features a 15.6-inch Full HD anti-glare display, 16GB of DDR5 RAM, and a 512GB PCIe 4.0 SSD. ASUS says the combination is built to handle everyday multitasking, office work, web browsing, media consumption, and light creative workloads. Connectivity includes Wi-Fi 6, while the rest of the package is fairly premium for this segment. You get a backlit keyboard, a dedicated Copilot key for quickly launching Microsoft’s AI assistant, a fingerprint reader for Windows Hello authentication, and a physical privacy shutter for the HD webcam. Despite the large display, the Vivobook 15 weighs 1.7kg and also carries MIL-STD-810H military-grade durability certification, which should help it withstand the occasional bump during daily commuting. The laptop will be available exclusively through Amazon and Flipkart in Cool Silver, Quiet Blue, and Terra Cotta. ASUS Also Launches a New TUF Gaming A15 Gamers aren’t being left out either. ASUS has also announced a new TUF Gaming A15 (FA506NCG-HN192WS) as part of Amazon Prime Day. The laptop pairs an AMD Ryzen 7 8845HS processor with an NVIDIA GeForce RTX 3050 GPU with 4GB of memory, alongside 16GB of DDR5 RAM and a 512GB PCIe 4.0 SSD. It also gets a 15.6-inch Full HD 144Hz display, making it a suitable option for esports titles and AAA games at medium to high settings. The TUF Gaming A15 carries a starting price of ₹1,24,990. #ASUS #Vivobook #Debuts #India #Intel #Core #Series #Chip #Price #SpecsAsus

The biggest highlight of the new Vivobook 15 is its Intel Core 5 Series 3 processor, which includes an integrated Intel AI Boost NPU capable of delivering up to 16 TOPS of AI performance. While it isn’t a full-fledged Copilot+ PC, it is designed to support Windows’ growing list of AI-powered features. The laptop features a 15.6-inch Full HD anti-glare display, 16GB of DDR5 RAM, and a 512GB PCIe 4.0 SSD. ASUS says the combination is built to handle everyday multitasking, office work, web browsing, media consumption, and light creative workloads.

Connectivity includes Wi-Fi 6, while the rest of the package is fairly premium for this segment. You get a backlit keyboard, a dedicated Copilot key for quickly launching Microsoft’s AI assistant, a fingerprint reader for Windows Hello authentication, and a physical privacy shutter for the HD webcam.

Despite the large display, the Vivobook 15 weighs 1.7kg and also carries MIL-STD-810H military-grade durability certification, which should help it withstand the occasional bump during daily commuting. The laptop will be available exclusively through Amazon and Flipkart in Cool Silver, Quiet Blue, and Terra Cotta.

ASUS Also Launches a New TUF Gaming A15

Gamers aren’t being left out either. ASUS has also announced a new TUF Gaming A15 (FA506NCG-HN192WS) as part of Amazon Prime Day.

The laptop pairs an AMD Ryzen 7 8845HS processor with an NVIDIA GeForce RTX 3050 GPU with 4GB of memory, alongside 16GB of DDR5 RAM and a 512GB PCIe 4.0 SSD. It also gets a 15.6-inch Full HD 144Hz display, making it a suitable option for esports titles and AAA games at medium to high settings. The TUF Gaming A15 carries a starting price of ₹1,24,990.

#ASUS #Vivobook #Debuts #India #Intel #Core #Series #Chip #Price #SpecsAsus

Johannes Heidecke, the Head of Safety Systems at OpenAI, is leaving. I know what you’re thinking: Hey, didn’t the head of safety at OpenAI just leave?

In fact, it feels like a head of safety at OpenAI is pretty much always leaving. Working in safety leadership—loosely defined—at OpenAI is a little like working as a drummer in the band Spinal Tap; lots of turnover. I’m not the world’s premier OpenAI Kremlinologist, so I might be missing some details and nuance, but here’s my basic timeline:

According to Wired, those previously reporting to Heidecke’s safety teams will be led by Mia Glaese, who is a VP, and also the head of alignment. However, there does seem to be an other replacement for Heidecke, according to Wired. Saachi Jain, former leader of safety teams, will now be an “interim head of safety systems” under Glaese.

What exactly keeps happening inside OpenAI’s offices is anyone’s guess, but OpenAI research chief Mark Chen did at least give Wired a hint, saying, “The demands on safety continue to increase—we are training models at a much faster cadence, and release cycles have come down greatly in turn,” and added, “As a result, we have bigger coordination challenges around safety today than ever before.”

The generous reading is that this is still an immature industry. The points along the chain where safety considerations are needed genuinely may keep jumping around as OpenAI figures out how best to build its products. Perhaps today’s sensible safety test procedure is tomorrow’s unnecessary bottleneck.

And there’s no actual direct evidence for a less generous reading of Heidecke’s departure—for instance, one in which any such consideration is a post-hoc rationalization for a pruning of safety procedures in service of faster product rollouts.

#Safety #Leader #OpenAI #Leftai alignment,AI safety,OpenAI">Yet Another Safety Leader at OpenAI Has Left Johannes Heidecke, the Head of Safety Systems at OpenAI, is leaving. I know what you’re thinking: Hey, didn’t the head of safety at OpenAI just leave? In fact, it feels like a head of safety at OpenAI is pretty much always leaving. Working in safety leadership—loosely defined—at OpenAI is a little like working as a drummer in the band Spinal Tap; lots of turnover. I’m not the world’s premier OpenAI Kremlinologist, so I might be missing some details and nuance, but here’s my basic timeline: According to Wired, those previously reporting to Heidecke’s safety teams will be led by Mia Glaese, who is a VP, and also the head of alignment. However, there does seem to be an other replacement for Heidecke, according to Wired. Saachi Jain, former leader of safety teams, will now be an “interim head of safety systems” under Glaese. What exactly keeps happening inside OpenAI’s offices is anyone’s guess, but OpenAI research chief Mark Chen did at least give Wired a hint, saying, “The demands on safety continue to increase—we are training models at a much faster cadence, and release cycles have come down greatly in turn,” and added, “As a result, we have bigger coordination challenges around safety today than ever before.” The generous reading is that this is still an immature industry. The points along the chain where safety considerations are needed genuinely may keep jumping around as OpenAI figures out how best to build its products. Perhaps today’s sensible safety test procedure is tomorrow’s unnecessary bottleneck. And there’s no actual direct evidence for a less generous reading of Heidecke’s departure—for instance, one in which any such consideration is a post-hoc rationalization for a pruning of safety procedures in service of faster product rollouts. #Safety #Leader #OpenAI #Leftai alignment,AI safety,OpenAI

working as a drummer in the band Spinal Tap; lots of turnover. I’m not the world’s premier OpenAI Kremlinologist, so I might be missing some details and nuance, but here’s my basic timeline:

According to Wired, those previously reporting to Heidecke’s safety teams will be led by Mia Glaese, who is a VP, and also the head of alignment. However, there does seem to be an other replacement for Heidecke, according to Wired. Saachi Jain, former leader of safety teams, will now be an “interim head of safety systems” under Glaese.

What exactly keeps happening inside OpenAI’s offices is anyone’s guess, but OpenAI research chief Mark Chen did at least give Wired a hint, saying, “The demands on safety continue to increase—we are training models at a much faster cadence, and release cycles have come down greatly in turn,” and added, “As a result, we have bigger coordination challenges around safety today than ever before.”

The generous reading is that this is still an immature industry. The points along the chain where safety considerations are needed genuinely may keep jumping around as OpenAI figures out how best to build its products. Perhaps today’s sensible safety test procedure is tomorrow’s unnecessary bottleneck.

And there’s no actual direct evidence for a less generous reading of Heidecke’s departure—for instance, one in which any such consideration is a post-hoc rationalization for a pruning of safety procedures in service of faster product rollouts.

#Safety #Leader #OpenAI #Leftai alignment,AI safety,OpenAI">Yet Another Safety Leader at OpenAI Has LeftYet Another Safety Leader at OpenAI Has Left Johannes Heidecke, the Head of Safety Systems at OpenAI, is leaving. I know what you’re thinking: Hey, didn’t the head of safety at OpenAI just leave? In fact, it feels like a head of safety at OpenAI is pretty much always leaving. Working in safety leadership—loosely defined—at OpenAI is a little like working as a drummer in the band Spinal Tap; lots of turnover. I’m not the world’s premier OpenAI Kremlinologist, so I might be missing some details and nuance, but here’s my basic timeline: According to Wired, those previously reporting to Heidecke’s safety teams will be led by Mia Glaese, who is a VP, and also the head of alignment. However, there does seem to be an other replacement for Heidecke, according to Wired. Saachi Jain, former leader of safety teams, will now be an “interim head of safety systems” under Glaese. What exactly keeps happening inside OpenAI’s offices is anyone’s guess, but OpenAI research chief Mark Chen did at least give Wired a hint, saying, “The demands on safety continue to increase—we are training models at a much faster cadence, and release cycles have come down greatly in turn,” and added, “As a result, we have bigger coordination challenges around safety today than ever before.” The generous reading is that this is still an immature industry. The points along the chain where safety considerations are needed genuinely may keep jumping around as OpenAI figures out how best to build its products. Perhaps today’s sensible safety test procedure is tomorrow’s unnecessary bottleneck. And there’s no actual direct evidence for a less generous reading of Heidecke’s departure—for instance, one in which any such consideration is a post-hoc rationalization for a pruning of safety procedures in service of faster product rollouts. #Safety #Leader #OpenAI #Leftai alignment,AI safety,OpenAI

Johannes Heidecke, the Head of Safety Systems at OpenAI, is leaving. I know what you’re thinking: Hey, didn’t the head of safety at OpenAI just leave?

In fact, it feels like a head of safety at OpenAI is pretty much always leaving. Working in safety leadership—loosely defined—at OpenAI is a little like working as a drummer in the band Spinal Tap; lots of turnover. I’m not the world’s premier OpenAI Kremlinologist, so I might be missing some details and nuance, but here’s my basic timeline:

According to Wired, those previously reporting to Heidecke’s safety teams will be led by Mia Glaese, who is a VP, and also the head of alignment. However, there does seem to be an other replacement for Heidecke, according to Wired. Saachi Jain, former leader of safety teams, will now be an “interim head of safety systems” under Glaese.

What exactly keeps happening inside OpenAI’s offices is anyone’s guess, but OpenAI research chief Mark Chen did at least give Wired a hint, saying, “The demands on safety continue to increase—we are training models at a much faster cadence, and release cycles have come down greatly in turn,” and added, “As a result, we have bigger coordination challenges around safety today than ever before.”

The generous reading is that this is still an immature industry. The points along the chain where safety considerations are needed genuinely may keep jumping around as OpenAI figures out how best to build its products. Perhaps today’s sensible safety test procedure is tomorrow’s unnecessary bottleneck.

And there’s no actual direct evidence for a less generous reading of Heidecke’s departure—for instance, one in which any such consideration is a post-hoc rationalization for a pruning of safety procedures in service of faster product rollouts.

#Safety #Leader #OpenAI #Leftai alignment,AI safety,OpenAI

Image may contain Adapter Electronics Escooter Transportation and Vehicle

Photograph: Chris Null

Naturally, the AstroRinse also needs a power supply, so if you don’t have a standard electrical outlet near your hose spigot, you’ll need another extension cord solution here. The unit must be level to run properly, and it features adjustable feet and a built-in spirit level to help you achieve that.

All told, you’ll need to carefully consider where you’re going to place the AstroRinse, ensuring you have access to water, power, and drainage—and that the location isn’t too far from the pool. Since the AquaSense X robot itself weighs 29 pounds (and more when freshly pulled from the water), you probably don’t want to haul the thing halfway across the yard to clean and charge it. Unfortunately, given the availability of the above three services in my backyard, that’s exactly what I had to do.

A Familiar Friend in the Water

The Beatbot AquaSense X robot is nearly identical in appearance to the Beatbot AquaSense 2 Ultra except for some changes to the basket design (which is a single piece here instead of two). Setting it up is far simpler than the AstroRinse.

Physical configuration involves installing two side brushes—these are used only by the skimmer function—but this is a fairly quick affair. Once the brushes are attached, the robot must be set on top of the AstroRinse cleaner so the two devices can be wirelessly paired together. (The quick start guide lays out the particular button presses you must do to complete this process; don’t lose it.) Lastly, the system must then be paired to the Beatbot mobile app; you’ll need Bluetooth and a 2.4 GHz or 5 GHz Wi-Fi connection to complete this task. One tiny hiccup I encountered: After completing all this work, both devices downloaded firmware updates, which promptly broke their pairing connection. It was easy to reestablish, however, by simply repeating the pairing process.

Video: Chris Null

After a full charge, I put the cleaner through its paces in the pool on both the floor and the surface, and as expected, I saw no real difference in performance against the AquaSense 2 Ultra. During floor testing with both organic and synthetic debris, the device picked up an average of 97 percent of the test material, doing exceptionally well on steps and platforms. On the surface, the unit was predictably middling to awful, collecting less than half of floating debris and sinking most of the rest. The unit is just too slow to collect much material on the surface, even though its spinning side brushes help, to a small extent, to pull leaves into its maw.

On the floor of the pool, maximum running time is about 41/2 hours, courtesy of a 13,400 mAh battery—the same as the battery on the AquaSense 2 Ultra.

Image may contain Electronics Mobile Phone Phone and Text

ScreenshotBeatbot app via Chris Null

As with other AquaSense robots, a bevy of operating modes are available in the Beatbot app, letting you choose from dozens of potential combinations of floor, wall, waterline, and surface cleaning, each with up to two runs per zone and with various running times. An AI Quick Mode activates the onboard camera to allow the robot to actively search for debris instead of encountering it randomly; it’s good for a quick clean when there’s not much to pick up but more than you can easily fetch with a net.

Again, not much of this is any different from how the AquaSense 2 Ultra behaves, and aside from the poor surface performance, it works outstandingly well.

Charging and Cleaning

On to the main event: cleanup. After each run, the AquaSense X parked itself at the waterline to await retrieval, and I dutifully lugged it across the pool deck to where I had the AstroRinse station set up. While it can take a little trial and error to get the robot seated in just the right spot, once you do, the cleaning system kicks in automatically within a few seconds.

Video: Chris Null

As the rinsing system starts up, the top-mounted arm swings into place and connects with the mouth the robot uses for surface skimming. Then, a high-pressure stream of water (sounding quite loud) begins blasting from the arm and into the filter basket, which is positioned directly below this opening. The water spray runs uninterrupted for three minutes before the arm swings back and the system shuts off. (A quick mode, which runs for one minute, can also be selected in the app.) After that, the arm retracts and the unit is done. Debris is captured in a net-covered basket built into the base of the cleaning station. Any remaining water drains out through a mesh screen at the very bottom of the unit.

Image may contain Car Transportation and Vehicle

Photograph: Chris Null

#Pool #Robot #Cleans #Pooland #Cleansshopping,review,reviews,robots,home,outdoors">This Pool Robot Cleans the Pool—and Then Cleans ItselfPhotograph: Chris NullNaturally, the AstroRinse also needs a power supply, so if you don’t have a standard electrical outlet near your hose spigot, you’ll need another extension cord solution here. The unit must be level to run properly, and it features adjustable feet and a built-in spirit level to help you achieve that.All told, you’ll need to carefully consider where you’re going to place the AstroRinse, ensuring you have access to water, power, and drainage—and that the location isn’t too far from the pool. Since the AquaSense X robot itself weighs 29 pounds (and more when freshly pulled from the water), you probably don’t want to haul the thing halfway across the yard to clean and charge it. Unfortunately, given the availability of the above three services in my backyard, that’s exactly what I had to do.A Familiar Friend in the WaterThe Beatbot AquaSense X robot is nearly identical in appearance to the Beatbot AquaSense 2 Ultra except for some changes to the basket design (which is a single piece here instead of two). Setting it up is far simpler than the AstroRinse.Physical configuration involves installing two side brushes—these are used only by the skimmer function—but this is a fairly quick affair. Once the brushes are attached, the robot must be set on top of the AstroRinse cleaner so the two devices can be wirelessly paired together. (The quick start guide lays out the particular button presses you must do to complete this process; don’t lose it.) Lastly, the system must then be paired to the Beatbot mobile app; you’ll need Bluetooth and a 2.4 GHz or 5 GHz Wi-Fi connection to complete this task. One tiny hiccup I encountered: After completing all this work, both devices downloaded firmware updates, which promptly broke their pairing connection. It was easy to reestablish, however, by simply repeating the pairing process.Video: Chris NullAfter a full charge, I put the cleaner through its paces in the pool on both the floor and the surface, and as expected, I saw no real difference in performance against the AquaSense 2 Ultra. During floor testing with both organic and synthetic debris, the device picked up an average of 97 percent of the test material, doing exceptionally well on steps and platforms. On the surface, the unit was predictably middling to awful, collecting less than half of floating debris and sinking most of the rest. The unit is just too slow to collect much material on the surface, even though its spinning side brushes help, to a small extent, to pull leaves into its maw.On the floor of the pool, maximum running time is about 41/2 hours, courtesy of a 13,400 mAh battery—the same as the battery on the AquaSense 2 Ultra.ScreenshotBeatbot app via Chris NullAs with other AquaSense robots, a bevy of operating modes are available in the Beatbot app, letting you choose from dozens of potential combinations of floor, wall, waterline, and surface cleaning, each with up to two runs per zone and with various running times. An AI Quick Mode activates the onboard camera to allow the robot to actively search for debris instead of encountering it randomly; it’s good for a quick clean when there’s not much to pick up but more than you can easily fetch with a net.Again, not much of this is any different from how the AquaSense 2 Ultra behaves, and aside from the poor surface performance, it works outstandingly well.Charging and CleaningOn to the main event: cleanup. After each run, the AquaSense X parked itself at the waterline to await retrieval, and I dutifully lugged it across the pool deck to where I had the AstroRinse station set up. While it can take a little trial and error to get the robot seated in just the right spot, once you do, the cleaning system kicks in automatically within a few seconds.Video: Chris NullAs the rinsing system starts up, the top-mounted arm swings into place and connects with the mouth the robot uses for surface skimming. Then, a high-pressure stream of water (sounding quite loud) begins blasting from the arm and into the filter basket, which is positioned directly below this opening. The water spray runs uninterrupted for three minutes before the arm swings back and the system shuts off. (A quick mode, which runs for one minute, can also be selected in the app.) After that, the arm retracts and the unit is done. Debris is captured in a net-covered basket built into the base of the cleaning station. Any remaining water drains out through a mesh screen at the very bottom of the unit.Photograph: Chris Null#Pool #Robot #Cleans #Pooland #Cleansshopping,review,reviews,robots,home,outdoors

Beatbot AquaSense 2 Ultra except for some changes to the basket design (which is a single piece here instead of two). Setting it up is far simpler than the AstroRinse.

Physical configuration involves installing two side brushes—these are used only by the skimmer function—but this is a fairly quick affair. Once the brushes are attached, the robot must be set on top of the AstroRinse cleaner so the two devices can be wirelessly paired together. (The quick start guide lays out the particular button presses you must do to complete this process; don’t lose it.) Lastly, the system must then be paired to the Beatbot mobile app; you’ll need Bluetooth and a 2.4 GHz or 5 GHz Wi-Fi connection to complete this task. One tiny hiccup I encountered: After completing all this work, both devices downloaded firmware updates, which promptly broke their pairing connection. It was easy to reestablish, however, by simply repeating the pairing process.

Video: Chris Null

After a full charge, I put the cleaner through its paces in the pool on both the floor and the surface, and as expected, I saw no real difference in performance against the AquaSense 2 Ultra. During floor testing with both organic and synthetic debris, the device picked up an average of 97 percent of the test material, doing exceptionally well on steps and platforms. On the surface, the unit was predictably middling to awful, collecting less than half of floating debris and sinking most of the rest. The unit is just too slow to collect much material on the surface, even though its spinning side brushes help, to a small extent, to pull leaves into its maw.

On the floor of the pool, maximum running time is about 41/2 hours, courtesy of a 13,400 mAh battery—the same as the battery on the AquaSense 2 Ultra.

Image may contain Electronics Mobile Phone Phone and Text

ScreenshotBeatbot app via Chris Null

As with other AquaSense robots, a bevy of operating modes are available in the Beatbot app, letting you choose from dozens of potential combinations of floor, wall, waterline, and surface cleaning, each with up to two runs per zone and with various running times. An AI Quick Mode activates the onboard camera to allow the robot to actively search for debris instead of encountering it randomly; it’s good for a quick clean when there’s not much to pick up but more than you can easily fetch with a net.

Again, not much of this is any different from how the AquaSense 2 Ultra behaves, and aside from the poor surface performance, it works outstandingly well.

Charging and Cleaning

On to the main event: cleanup. After each run, the AquaSense X parked itself at the waterline to await retrieval, and I dutifully lugged it across the pool deck to where I had the AstroRinse station set up. While it can take a little trial and error to get the robot seated in just the right spot, once you do, the cleaning system kicks in automatically within a few seconds.

Video: Chris Null

As the rinsing system starts up, the top-mounted arm swings into place and connects with the mouth the robot uses for surface skimming. Then, a high-pressure stream of water (sounding quite loud) begins blasting from the arm and into the filter basket, which is positioned directly below this opening. The water spray runs uninterrupted for three minutes before the arm swings back and the system shuts off. (A quick mode, which runs for one minute, can also be selected in the app.) After that, the arm retracts and the unit is done. Debris is captured in a net-covered basket built into the base of the cleaning station. Any remaining water drains out through a mesh screen at the very bottom of the unit.

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Photograph: Chris Null

#Pool #Robot #Cleans #Pooland #Cleansshopping,review,reviews,robots,home,outdoors">This Pool Robot Cleans the Pool—and Then Cleans Itself
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Photograph: Chris Null

Naturally, the AstroRinse also needs a power supply, so if you don’t have a standard electrical outlet near your hose spigot, you’ll need another extension cord solution here. The unit must be level to run properly, and it features adjustable feet and a built-in spirit level to help you achieve that.

All told, you’ll need to carefully consider where you’re going to place the AstroRinse, ensuring you have access to water, power, and drainage—and that the location isn’t too far from the pool. Since the AquaSense X robot itself weighs 29 pounds (and more when freshly pulled from the water), you probably don’t want to haul the thing halfway across the yard to clean and charge it. Unfortunately, given the availability of the above three services in my backyard, that’s exactly what I had to do.

A Familiar Friend in the Water

The Beatbot AquaSense X robot is nearly identical in appearance to the Beatbot AquaSense 2 Ultra except for some changes to the basket design (which is a single piece here instead of two). Setting it up is far simpler than the AstroRinse.

Physical configuration involves installing two side brushes—these are used only by the skimmer function—but this is a fairly quick affair. Once the brushes are attached, the robot must be set on top of the AstroRinse cleaner so the two devices can be wirelessly paired together. (The quick start guide lays out the particular button presses you must do to complete this process; don’t lose it.) Lastly, the system must then be paired to the Beatbot mobile app; you’ll need Bluetooth and a 2.4 GHz or 5 GHz Wi-Fi connection to complete this task. One tiny hiccup I encountered: After completing all this work, both devices downloaded firmware updates, which promptly broke their pairing connection. It was easy to reestablish, however, by simply repeating the pairing process.

Video: Chris Null

After a full charge, I put the cleaner through its paces in the pool on both the floor and the surface, and as expected, I saw no real difference in performance against the AquaSense 2 Ultra. During floor testing with both organic and synthetic debris, the device picked up an average of 97 percent of the test material, doing exceptionally well on steps and platforms. On the surface, the unit was predictably middling to awful, collecting less than half of floating debris and sinking most of the rest. The unit is just too slow to collect much material on the surface, even though its spinning side brushes help, to a small extent, to pull leaves into its maw.

On the floor of the pool, maximum running time is about 41/2 hours, courtesy of a 13,400 mAh battery—the same as the battery on the AquaSense 2 Ultra.

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ScreenshotBeatbot app via Chris Null

As with other AquaSense robots, a bevy of operating modes are available in the Beatbot app, letting you choose from dozens of potential combinations of floor, wall, waterline, and surface cleaning, each with up to two runs per zone and with various running times. An AI Quick Mode activates the onboard camera to allow the robot to actively search for debris instead of encountering it randomly; it’s good for a quick clean when there’s not much to pick up but more than you can easily fetch with a net.

Again, not much of this is any different from how the AquaSense 2 Ultra behaves, and aside from the poor surface performance, it works outstandingly well.

Charging and Cleaning

On to the main event: cleanup. After each run, the AquaSense X parked itself at the waterline to await retrieval, and I dutifully lugged it across the pool deck to where I had the AstroRinse station set up. While it can take a little trial and error to get the robot seated in just the right spot, once you do, the cleaning system kicks in automatically within a few seconds.

Video: Chris Null

As the rinsing system starts up, the top-mounted arm swings into place and connects with the mouth the robot uses for surface skimming. Then, a high-pressure stream of water (sounding quite loud) begins blasting from the arm and into the filter basket, which is positioned directly below this opening. The water spray runs uninterrupted for three minutes before the arm swings back and the system shuts off. (A quick mode, which runs for one minute, can also be selected in the app.) After that, the arm retracts and the unit is done. Debris is captured in a net-covered basket built into the base of the cleaning station. Any remaining water drains out through a mesh screen at the very bottom of the unit.

Image may contain Car Transportation and Vehicle

Photograph: Chris Null

#Pool #Robot #Cleans #Pooland #Cleansshopping,review,reviews,robots,home,outdoors

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