Technologies
Apple AirPods Pro 2 vs. AirPods 3: The Biggest Differences
Active noise cancellation is the biggest benefit you’ll get from buying the AirPods Pro 2 over the AirPods 3.

If you’re trying to decide between Apple’s AirPods 3 and its AirPods Pro 2, the biggest questions are whether you want active noise cancellation in a noise-isolating design or open earbuds that don’t require you to jam silicone ear tips into your ears. Yes, there’s a price difference — the AirPods Pro 2 sell for about $200 online while the AirPods 3 cost about $150. But with only about $50 separating the two AirPods models, it’s probably more important to focus on those key differences rather than dwelling too much on their price.
Apple has bridged the gap between its Pro and regular AirPods by upgrading the AirPods 3’s design — it now looks more like the Pro’s design minus the silicone ear tips — and giving it the same IPX4 splash-proof water resistance rating. Additionally, the AirPods 3, like the AirPods Pro and Pro 2, also have Apple’s spatial audio with head-tracking feature.
Read more: Best Wireless Earbuds for 2023
But there are still certain benefits you can only get on the $249 AirPods Pro 2, the biggest being active noise cancellation and transparency mode. Multiple ear tip sizes, the ability to swipe up and down to control music volume and ultra wideband support are also exclusive to the Pro 2. But noise cancellation will likely make the biggest impact in everyday use, and it’s the most important factor to consider.
AirPods Pro 2 vs. AirPods 3
AirPods Pro 2 | AirPods 3 | |
---|---|---|
Price (USD) | $249 | $169 (Lightning case) |
Price (UK) | £249 | £179 (Lightning case) |
Price (AU) | AU$399 | AU$279 (Lightning case) |
Weight (earbuds) | 0.19 ounce | 0.15 ounce |
Audio features | Active noise cancellation, Adaptive transparency, spatial audio with dynamic head tracking | Spatial audio with dynamic head tracking |
Audio technology | Adaptive EQ, custom high-excursion Apple driver, custom high dynamic range amplifier, vent system for pressure equalization | Adaptive EQ, custom high-excursion Apple driver, custom high dynamic range amplifier |
Durability | IPX4 sweat and water resistant | IPX4 sweat and water resistant |
Charging | MagSafe or Lightning | MagSafe or Lightning (extra $10 for MagSafe case) |
Multiple ear tips | Yes | No |
Chip | H2 chip, U1 chip in charging case | H1 chip |
Battery life (earbuds) | 6 hours of listening time | 6 hours of listening time |
Battery life (case) | 30 hours of listening time | 30 hours of listening time |
Microphones | Dual beamforming microphones; inward-facing microphone | Dual beamforming microphones; inward-facing microphone |
Sensors | Skin detect sensor, motion detecting accelerometer, speech detecting accelerometer, touch control | Skin detect sensor, motion detecting accelerometer, speech detecting accelerometer, Force sensor |
Controls | Hey Siri, touch controls | Hey Siri, Force sensor |
AirPods Pro 2 vs. AirPods 3: Design and case

The AirPods Pro 2.
The biggest difference in terms of design is that the $169 AirPods don’t have interchangeable silicone tips like the AirPods Pro 2, which include four sizes to choose from. The AirPods 3 are also lighter than the AirPods Pro 2 at 0.15 ounce (4.3 grams) versus 0.19 ounce (5.3 grams).
The AirPods 3 and new AirPods Pro share some similarities when it comes to design, although it’s very easy to tell them apart. The AirPods Pro 2’s stems, for example, are noticeably shorter than those on the AirPods 3. But both models are sweat and water resistant, which could make them more appealing than the $129 regular AirPods for those who want to wear them during exercise.

The third-generation AirPods.
The case for the AirPods 3 sort of looks like a cross between the case for the standard AirPods and that of the AirPods Pro. It’s much shorter and wider than the entry-level AirPods case, but it’s not as wide as the holster for the AirPods Pro. You can also charge the case for the AirPods 3 or the AirPods Pro via Apple’s wireless MagSafe charger, or by plugging it in with a Lightning cable. But you’ll have to pay an extra $10 to get the MagSafe wireless charging case bundled with the AirPods 3. The MagSafe-compatible case for the AirPods Pro 2 also has a lanyard loop, unlike the AirPods 3’s case.
The second-generation AirPods Pro’s case also has another capability: ultra wideband support. That essentially means the case has a built-in AirTag for easier location tracking.

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AirPods Pro 2 vs. AirPods 3: Audio

The AirPods Pro 2 have active noise cancellation and transparency mode.
You’ll still have to splurge on Apple’s top-of-the-line earbuds to get active noise cancellation and transparency mode. Since the second-generation AirPods Pro have Apple’s new H2 chip, they can cancel up to twice as much noise as the previous AirPods Pro, according to Apple’s claims. Transparency Mode has also gotten an upgrade on the second-generation model. The new chip can reduce loud noises from your surroundings when in Transparency Mode, which should make sounds like a passing vehicle seem less jarring.
That new H2 chip also brings improved audio to the AirPods Pro 2, further distinguishing them from the AirPods 3. As my colleague David Carnoy wrote in his review, the H2’s computational power helps the AirPods Pro process a broader range of frequencies.
You’ll also get swipe controls for managing volume levels on the AirPods Pro 2. The AirPods 3 just have Apple’s force sensors, which you can press to skip ahead, pause music or answer calls.
But both the AirPods Pro 2 and AirPods 3 have dynamic spatial audio and adaptive EQ. The former is essentially virtual surround sound, while the latter adjusts the sound to your ears.
AirPods Pro 2 vs. AirPods 3: Battery life

The AirPods 3 (pictured) and AirPods Pro 2 offer similar battery life.
Battery life is similar for both models, although there are some slight differences. Both earbuds should provide up to 6 hours of listening time, according to Apple’s claims. But you’ll get 5.5 hours of battery life when using spatial audio and head tracking on the AirPods Pro 2, while the AirPods 3 offer slightly shorter 5-hour battery life with that surround sound feature enabled. Apple also claims the AirPods Pro 2 provides 4.5 hours of talk time, while the AirPods 3 offer up to 4 hours.
The case for both earbuds should provide up to 30 hours of listening time, says Apple. But when it comes to talk time, you can expect to get 24 hours from the AirPods Pro 2’s case and 20 hours from the AirPods 3’s case. Five minutes in each case is expected to replenish around one hour of listening time or roughly 1 hour of talk time.
AirPods Pro 2 vs. AirPods 3: How to choose
The AirPods Pro 2 are for those who want active noise cancellation, better audio and a more customizable fit. You’ll also get some other perks, like the ability to track them down more easily should they get lost, thanks to the U1 chip. The AirPods 3 are a more suitable choice if you don’t care about noise cancellation and prefer earbuds with an open design (and yes, they cost about $50 less, so they do offer some appeal to those on tighter budgets). At the same time, the AirPods 3 still have more to offer than the AirPods 2, which lack features like water resistance, adaptive EQ and spatial audio with head-tracking.
The new AirPods Pro (2nd generation) are powered by Apple’s new H2 chip, which delivers more processing power while being more energy efficient, according to Apple. The new chip, combined with new low-distortion drivers, allows for improved sound that offers better clarity and depth. The noise canceling is also improved — Apple says the new AirPods have «double» the noise canceling of the original AirPods Pro. Additionally, the new AirPods add an extra hour of battery life, up from five to six hours with noise canceling on. Plus, a speaker in the case that emits a sound that helps locate your buds via Find My should they decide to hide from you.
Note that while Apple has discontinued the , they’ll remain on sale until supplies are exhausted. However, most people should get this newer model if they can afford it. The AirPods Pro 2 continue to see small discounts, dipping to as low as $223 during Amazon’ Early Access Prime event in October.
Take one look at the new design of the third-gen AirPods, and the first thing you’ll probably think is: «Those look like the AirPods Pro without ear tips.» You wouldn’t be wrong. While they’re more fraternal than identical twins, the AirPods 3 are shaped like the AirPods Pro, with the same shorter stems and same pinch controls as those of the Pro. Aside from the design change, which should fit most ears better than the AirPods 2nd Generation (though not very small ears), the biggest change is to the sound quality: It’s much improved. Also, battery life is better, and the AirPods 3 are officially water-resistant.
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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
A Samsung Tri-Fold Phone Could Be in Your Future, if This Leak Is to Be Believed
UI animations might have revealed the imminent release of a so-called «Galaxy G Fold» device with three screens.

Samsung has been showing off mobile display concepts with three screens at trade events such as CES for several years, but it might finally bring one to market soon if a leaked UI animation is any indicator.
As reported by Android Authority, an animated image from a software build of One UI 8 appears to show what some are dubbing a «Galaxy G Fold» device with three display panels. The screens would be capable of displaying different information or working in unison as one large display. The new phone model could debut as early as next week at Samsung’s Unpacked event on July 9 in Brooklyn.
Huawei released a tri-folding phone in February, the Mate XT Ultimate Design.
Some websites have gone into overdrive trying to uncover details on what Samsung’s new device might include and how much it may cost, with Phone Arena reporting that according to a Korean media report, it could be priced at about $3,000.
Samsung didn’t immediately respond to request for comment.
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