Technologies

Apple CarPlay Ultra vs. Google Built-In: How the Next-Gen Auto Software Rivals Compare

Apple and Google are supercharging their car software experiences. Here’s how they differ.

I’d spent an hour driving a $250,000-plus Aston Martin up the Los Angeles coast when my hunger pangs became impossible to ignore, and as I’ve done many times before, I asked Siri (through Apple CarPlay) to find me a taco place. But then I did something no other car on the planet allows: I asked Siri to blast the AC and make the air colder. That’s because the 2025 Aston Martin DBX I drove was the first vehicle to come with Apple CarPlay Ultra, the upgraded version of the company’s car software.

Apple debuted CarPlay Ultra at WWDC 2025 last month, and this year’s version of the Aston Martin DBX is the first vehicle to launch with it (pairing with an iPhone running iOS 18.5 or later). As I drove the luxury crossover around, I fiddled with other features that aren’t available in regular CarPlay, from climate control to radio to checking the pressure on the car’s tires. Ultimately, Ultra gives deeper access to more car systems, which is a good thing.

That reminded me a lot of a new feature announced at Google I/O back in May: Google Built-In, which similarly lets users control more of a car’s systems straight from the software interface (in that case, Android Auto). When I got a demonstration of Google Built-In, sitting in a new Volvo EX90 electric SUV, I saw what this new integration of Google software offered: climate controls, Gemini AI assistance and even warnings about car maintenance issues.

But the name is telling: Google Built-In requires automakers to incorporate Android deeper into their cars’ inner workings. Comparatively, Apple CarPlay Ultra support seems like it won’t require car manufacturers to do nearly as much work to prepare their vehicles, just adding a reasonably advanced multicore processor onboard that can handle an increased task load. (Aston Martin will be able to add CarPlay Ultra support to its 2023 and 2024 lineups through firmware updates because they already contain sufficiently advanced CPUs.)

Both solutions reflect Apple’s and Google’s different approaches to their next versions of car software. Apple’s is lighter weight, seemingly requiring less commitment from the automaker to integrate CarPlay Ultra into their vehicles (so long as it has adequate processing power onboard), which will run through a paired iPhone. Google Built-In does require much more integration, but it’s so self-sufficient that you can leave your Android phone at home and still get much of its functionality (aside from getting and sending messages and calls).

Driving with Apple CarPlay Ultra: Controlling climate, radio and more

As I drove around Los Angeles in the Aston Martin with Apple CarPlay Ultra, I could tell what new features I would be missing once I stepped back into my far more humble daily driver.

At long last, I could summon Siri and ask it to play a specific song (or just a band) and have it pulled up on Spotify. Since Apple’s assistant now has access to climate controls, I asked to turn up the AC, and it went full blast. I asked to find tacos and it suggested several fast food restaurants — well, it’s not perfect, but at least it’s listening.

To my relief, Aston Martin retained the physical knobs by the gearshift to control fan speed, temperature, stereo volume and the car’s myriad roadway options (like driving assistance) in case the driver likes traditional controls, but almost all of them could also be altered in the interface. Now, things like radio controls (AM/FM and satellite) and car settings are nestled in their own recognizable apps in CarPlay’s interface.

Ultimately, that’ll be one of CarPlay Ultra’s greatest advantages: If you enter an unfamiliar vehicle (like a rental), you still know exactly where everything is. No wrestling with a carmaker’s proprietary software or trying to figure out where some setting or other is located. It’s not a complete replacement — in the Aston Martin’s case, there were still a handful of settings (like for ambient light projected when the doors open) that the luxury automaker controlled, but they were weaved into CarPlay so you could pop open those windows and go back to Apple’s interface without visibly changing apps.

The dependable ubiquity of Apple’s CarPlay software will likely become even more essential as cars swap out their analog instrument clusters for screens, as Aston Martin did. There’s still a touch of the high-end automaker’s signature style as the default screen behind the wheel shows two traditional dials (one for the speedometer, one for RPMs) with Aston Martin’s livery. But that can be swapped out for other styles, from other dials with customizable colors to a full-screen Maps option.

Each of the half-dozen or so dashboard options was swapped out via square touchpads smaller than a dime on the wheel next to the other touch controls. On the dual-dial display types, I swiped vertically to rotate between a central square (with Maps directions, current music or other app information) or swiped horizontally to switch to another dashboard option. No matter which one you choose, the bottom bar contains all the warning lights drivers will recognize from analog cars — even with digital displays, you’re not safe from the check engine light (which is a good thing).

Apple CarPlay Ultra doesn’t yet do everything I want. I wish I could also ask Siri to roll down the windows (as Google Built-In can — more on that later) and lock or unlock specific doors. If Apple is connected to the car enough to be able to read the pressure in each tire, I wish it could link up with the engine readout and be able to tell me in plain language what kind of maintenance issue has sprung up. Heck, I wish it could connect to the car remotely and blast the AC before I get in (or fire up the seat warmer), as some proprietary car apps can do. And while Apple Maps and Waze will be included at launch, Google Maps support is not, but it’s coming later.

These aren’t huge deficiencies, and they do show where CarPlay Ultra could better meet driver needs in future updates, notwithstanding the potentially dicey security concerns for using CarPlay Ultra for remote climate or unlocking capabilities. But it shows where the limits are today compared to Google’s more in-depth approach.

Google Built-In: Deeper car integrations — and, of course, Gemini AI

The day after Google I/O’s keynote was quieter back in May, as attendees flitted between focused sessions and demos of upcoming software. It was the ideal time to check out Google Built-In, which was appropriately shown off in a higher-end Volvo EX90 electric SUV (though not nearly as pricey as an Aston Martin).

As mentioned above, Google Built-In has deeper integrations with vehicles than what I saw in Apple CarPlay Ultra, allowing users to change the climate through its interface or access other systems, including through voice requests. For instance, it can go beyond AC control to switch on the defroster, and even raise and lower specific windows relative to the speaker’s position: cameras within the car (in the rearview mirror, if I remember right) meant that when my demonstrator asked to «roll down this window» pointing over his left shoulder, the correct window rolled down.

Google Built-In is also connected to Gemini, Google’s AI assistant, for what the company is calling «Google Live,» a separate and more capable version of the Android Auto assistant experience in cars right now. With a Live session, I could request music or directions much like I could with Siri — but my demo went further, as the demonstrator tasked Gemini with requests better suited for generative AI, such as asking, «Give me suggestions for a family outing» and telling it to send a specific text to a contact.

The demonstrator then asked Gemini for recipe advice — «I have chicken, rice and broccoli in the fridge, what can I make?» — as an example of a query someone might ask on the drive home.

Since you’re signed into your Google account, Gemini can consult anything connected to it, like emails and messages. It’s also trained on the user manuals from each car-maker, so if a warning light comes on, the driver can ask the voice assistant what it means — no more flipping through a dense manual trying to figure out what each alert means.

There are other benefits to Google Built-In, like not needing your phone for some features. But there are also drawbacks, like the need to keep car software updated, requiring more work on Google’s end to make sure cars are protected from issues or exploits. They can’t just fix it in the most current version of Android — they’ll need to backport that fix to older versions that vehicles might still be on.

This deeper integration with Google Built-In has a lot of the benefits of Apple CarPlay Ultra (a familiar interface, easier to access features), just cranked up to a greater degree. It surely benefits fans of hands-off controls, and interweaving Gemini naturally dovetails with Google’s investments, so it’s easy to see that functionality improving. But a greater reliance on Android within the car’s systems could be concerning as the vehicle ages: Will the software stop being supported? Will it slow down or be exposed to security exploits? A lot of questions remain regarding making cars open to phone software interfaces.

Technologies

Your Pixel 10 Might Have Issues With Older Wireless Chargers

You might want to try taking the case off your phone in order to successfully charge it.

When Google introduced the Pixel 10 lineup in August, it became one of the first major Android phones to receive the Qi 2 wireless charging standard, which Google calls Pixelsnap. However, users noticed issues with wireless charging on the Pixel 10 almost immediately after its release.

Some people are having trouble charging their phone with the new Pixelsnap charger, and others are having issues with older wireless chargers, including Google’s own Pixel Stands. The bulk of the problems happen when a case is on the phone — whether it has the magnet array or not.

I own both the first and second generation Pixel Stands and both will charge my Pixel 10 Pro XL without an issue if there’s no case on it. However, when I add a case to my phone, the problems begin.

I have three cases for my phone, the Mous Super Thin Clear Case, the Magnetic Slim Case Fit by Grecazo, and a no-name soft TPU case. If my phone has any of those cases on and I attempt to charge it while it’s vertical, it starts to charge and then stops after a second or two, and keeps doing that.

I can fix this for the first-generation Pixel Stand by turning the phone horizontal, but it will still charge very slowly. I can’t seem to fix it at all for the Pixel Stand 2 — vertical, horizontal, it doesn’t charge.

Not everyone has this issue

The problem doesn’t seem to be universal. CNET editor Patrick Holland said he had no issues charging the Pixel 10 Pro during his time with it.

A Google spokesperson told me the Pixel 10 lineup is not optimized for older Qi wireless charging standards, but that doesn’t necessarily mean the phones won’t work with older wireless chargers.

Qi 2 is backwards-compatible with older standards, but the phone’s height and charging coil placement on both the phone and the charger are still factors. If you’re having problems, you might see if removing the case helps.

The prospect of potentially needing to replace your older wireless chargers with newer ones isn’t ideal, especially if you shelled out $80 for one or both of Google’s own Pixel Stands. Still, if you want the best wireless charging speed for your brand new Pixel 10 phone, it won’t be with wireless chargers that only support older Qi standards.

Technologies

Today’s NYT Connections: Sports Edition Hints and Answers for Sept. 19, #361

Here are hints and the answers for the NYT Connections: Sports Edition puzzle for Sept. 19, No. 361.

Looking for the most recent regular Connections answers? Click here for today’s Connections hints, as well as our daily answers and hints for The New York Times Mini Crossword, Wordle and Strands puzzles.

The yellow category in Connections: Sports Edition is always easy, but today’s seemed like a no-brainer. The other categories aren’t too tough, either, especially for midwesterners. But if you’re struggling but still want to solve it, read on for hints and the answers.

Connections: Sports Edition is published by The Athletic, the subscription-based sports journalism site owned by the Times. It doesn’t show up in the NYT Games app but appears in The Athletic’s own app. Or you can play it for free online.

Read more: NYT Connections: Sports Edition Puzzle Comes Out of Beta

Hints for today’s Connections: Sports Edition groups

Here are four hints for the groupings in today’s Connections: Sports Edition puzzle, ranked from the easiest yellow group to the tough (and sometimes bizarre) purple group.

Yellow group hint: Spotted on TV.

Green group hint: Unusual team names.

Blue group hint: Air Jordan.

Purple group hint: The Big House is another one.

Answers for today’s Connections: Sports Edition groups

Yellow group: Things seen on an NFL sideline.

Green group: NBA teams with singular nicknames.

Blue group: Teams Michael Jordan played for.

Purple group: Big Ten stadiums.

Read more: Wordle Cheat Sheet: Here Are the Most Popular Letters Used in English Words

What are today’s Connections: Sports Edition answers?

The yellow words in today’s Connections

The theme is things seen on an NFL sideline. The four answers are benches, chains, coaches and medical tent.

The green words in today’s Connections

The theme is NBA teams with singular nicknames. The four answers are Heat, Jazz, Magic and Thunder.

The blue words in today’s Connections

The theme is teams Michael Jordan played for. The four answers are Barons, Bulls, UNC and Wizards.

The purple words in today’s Connections

The theme is Big Ten stadiums. The four answers are Beaver, Camp Randall, Ohio and Spartan.

Technologies

AirPods Pro 3 vs. AirPods Pro 2: Should You Upgrade?

Here’s a look at the key differences between Apple’s latest flagship noise-canceling earbuds compared with their predecessor.

With Apple releasing the AirPods Pro 3, folks who already own the AirPods Pro 2 may be wondering whether it’s worth upgrading.

A good portion of my full review of the AirPods Pro 3 is devoted to discussing the differences between the two models. Here’s how I conclude my review: «Several new features, such as Live Translation, will be available for the AirPods Pro 2, so many AirPods Pro 2 owners won’t feel the need to upgrade right away. But if you’ve been using AirPods Pro 2 for a while, it might be worth passing them on to a friend or relative and upgrading to the Pro 3s.»

Read more: Best wireless earbuds of 2025

AirPods Pro 3 vs. AirPods Pro 2: What’s stayed the same

The AirPods Pro 3’s list price is still $249 (£219, AU$429). That wasn’t a given with all the uncertainty surrounding the Trump administration tariffs, but we’ll see how the price shakes out on Amazon and other retailers, where AirPods models often get discounted.
The AirPods Pro 3 are powered by Apple’s H2 chip, the same one that powers the AirPods Pro 2, AirPods 4 and Beats Powerbeats Pro 2. Rumors pointed to an H3 chip, but that didn’t happen.
No new color options; white is still the only option.
The AirPods Pro 3 stick with Bluetooth 5.3, just like the AirPods Pro 2 (though some true-wireless earbuds have already jumped to Bluetooth 6.0).
The buds still feature a MagSafe charging case with USB-C and wireless charging. However, no USB-C charging cable is included (Apple also left out a charging cable with the AirPods 4, though most people have a USB-C cable).

AirPods Pro 3 vs. AirPods Pro 2: What’s changed

While they look similar to the previous model, the AirPods Pro 3 have been redesigned. Their geometric shape has changed a bit, with the angle of the bud shifted. They’re the same length but slightly smaller width-wise, slightly larger depth-wise and weigh a touch more (5.55 grams vs. 5.3 grams on the AirPods Pro 2).
The AirPods Pro 3 come with new foam-infused silicone eartips in five sizes, including a new extra-extra small size.
The AirPods Pro 3 are equipped with heart-rate sensors like the Beats Powerbeats Pro 2.
2x better noise cancellation compared to the AirPods Pro 2, according to Apple.
While the AirPods Pro 3 have 10.7mm drivers like the AirPods Pro 2, those drivers have been upgraded to take advantage of the buds’ new multiport acoustic architecture, which moves more air through the buds and improves sound quality.
The AirPods Pro 3’s microphones have been upgraded.
The AirPods Pro 3’s Transparency Mode has been enhanced.
New Live Translation feature (also available for the AirPods Pro 2 and AirPods 4 series, but not the Beats Powerbeats Pro 2).
The AirPods Pro 3’s battery life has improved to 8 hours with noise cancellation on and up to 10 hours in Hearing Aid mode with transparency on. The AirPods Pro 2 are rated for up to 6 hours of battery life with noise-canceling on.
Instead of being IPX4 splash-proof like the AirPods Pro 2, the AirPods Pro 3 got an IP57 rating (so did their charging case), which means they can withstand a sustained spray of water. (I poured water on them and they survived just fine.) They’re also dust-resistant.
The AirPods Pro’s case now includes a U2 chip, boosting Precision Finding range in the Find My app by 1.5x (requires an iPhone 17). The AirPods Pro 2’s case has the U1 chip.
Like with the AirPods 4, the AirPods Pro 3’s case no longer has a button for Bluetooth pairing. You simply double-tap on the front of the case to put the buds into Bluetooth pairing mode. The AirPods Pro 2 have a physical button for Bluetooth pairing.

The AirPods Pro 3’s new geometric shape and eartips are among the biggest changes

While the AirPods Pro 3 and AirPods Pro 2 look very similar at first glance, they do feel different in your ears. That’s because the AirPods Pro 3’s new eartips are made of silicone but infused with foam toward the front of the ear tip. Also, the angle of the bud has been adjusted so the eartips point more directly into your ear canals.

If you’re someone who couldn’t quite get a good fit with the original AirPods Pro or Pro 2, the new design could very well help you get a snugger, more secure fit. The fact is that a tight seal is crucial for optimal sound and noise-canceling performance, and Apple redesigned the eartips to make sure users could hear the sound and noise-canceling upgrades with the AirPods Pro 3.

Alas, the new AirPods Pro 3 tips don’t work with earlier AirPods Pro models; they attach differently.

Do you really need the AirPods Pro 3’s heart-rate monitoring?

I personally don’t feel that heart-rate monitoring is a must-have feature, particularly if you already own a smartwatch with the feature. But for some folks, it will be a welcome addition. The heart-rate sensors have been custom-designed for the AirPods Pro 3 (they’re Apple’s smallest heart-rate sensors) and aren’t identical to the ones in the Powerbeats Pro 2, but the experience using the heart-rate monitoring feature is the same.

How much better are the AirPods Pro 3 than the AirPods Pro 2?

It’s always hard to put an exact percentage on how improved one generation of a product is to the next, and there are always some people who will prefer the older model for whatever reason. But for me, the AirPods Pro 3 are about 20-25% better.

While they both use the H2 chip, the newest AirPods have been redesigned on the outside and inside, and most people should notice the improvements to sound quality, noise cancellation and fit.

If you own the original AirPods Pro, I wouldn’t hesitate to recommend upgrading, especially if your battery life has decreased.

If you’re happy with your AirPods Pro 2, there’s no hurry to upgrade unless your battery life has become an issue (some people have the older AirPods Pro 2 with a Lightning connector for charging instead of USB-C). The previous generation supports most of the same features as the AirPods Pro 3 (aside from heart-monitoring), including Live Translation and Hearing Aid mode.

It’s worth pointing out that the AirPods Pro 3 offer slightly better speech clarity for Hearing Aid mode (with Automatic Conversation Boost) and better battery life — up to 10 hours with Transparency and Hearing Aid mode. That makes the AirPods 3 the better choice if you have small to moderate hearing loss and plan to use your AirPods as hearing aids.

AirPods Pro 2 vs. AirPods Pro 3 vs. AirPods 4 with ANC spec comparison

	AirPods Pro 2	AirPods Pro 3	AirPods 4 with ANC
Weight (each earbud)	0.19 ounce (5.13 grams)	0.20 ounce (5.5 grams)	0.15 ounce (4.3 grams)
Weight (case)	1.79 ounces (50.8 grams)	1.55 ounces (43.99 grams)	1.22 ounces (34.7 grams)
Water resistant	IPX4	IP57	IP54
Sensors	Skin-detect sensor, Optical in-ear sensor, Motion-detecting accelerometer, Speech-detecting accelerometer, Force sensor	Skin-detect sensor, Optical in-ear sensor, Motion-detecting accelerometer, Speech-detecting accelerometer, Force sensor, heart-rate sensor	Optical in-ear sensor, Motion-detecting accelerometer, Speech-detecting accelerometer, Force sensor
Microphones	Dual beamforming microphones, inward-facing microphone	Dual beamforming microphones, inward-facing microphone	Dual beamforming microphones, inward-facing microphone
Chip	H2	H2	H2
Conectivity	Bluetooth 5.3	Bluetooth 5.3	Bluetooth 5.3
Active Noise Cancelation, Transparency mode	Yes	Yes	Yes
Conversation Awareness, Adaptive Audio	Yes	Yes	Yes
Voice Isolation, Personalized volume	Yes	Yes	Yes
Battery life	Up to 6 hours +30 hours with case	Up to 8 hours +24 hours with case	Up to 5 hours +30 hours with case
Wire in box	Yes	No	No
Launch Price	$249	$249	$179