Tech
Honda is killing its EVs — and any chance of competing in the future
I get it; it’s not an easy time for a legacy automaker to be selling electric vehicles, what with incentives being gutted and Chinese automakers knocking at the door. But Honda is taking it to another level.
This week, Honda killed its paltry — and frankly unpromising — EV programs. What little motivation Honda had to compete in the EV arena is apparently gone, and along with it, any chance of surviving the current wave of disruption that’s sweeping the industry.
The company casts blame on U.S. tariffs and Chinese competition, two easy targets. But it never really had a viable EV strategy to begin with.
Honda kicked things off on Thursday by halting development of the electric Acura RDX and the Honda 0 sedan and SUV, three models that were the company’s first ground-up EVs — but about which very little was shared with outsiders. It continued on Friday, with Automotive News reporting that Honda was going to stop production of the Prologue, a vehicle that was essentially designed and entirely built by GM.
The decision could backfire in a number of different ways, but there are two that I’d argue are most important. By shelving EVs, Honda will fall farther behind in two of the biggest shifts sweeping the automotive industry: electric drivetrains and software-defined vehicles.
Missed EV opportunities
To Honda — and to many legacy automakers still early in the transition— an EV is just a car with a different drivetrain. I can imagine Honda executives thinking that they can wait out the awkward transition period and, when motors and batteries are fully sorted, simply swap out the fossil fuel bits. How hard could it be?
That’s a mistake, of course. Many automakers have found that dropping batteries into a car originally designed for an internal combustion engine doesn’t work out so well. It might shortcut the development cycle, but the resulting product ends up heavy, inefficient, and more costly to produce.
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When developed as an original product, EVs offer automakers a chance to rethink the automobile, and in the process, make it cheaper.
Take Ford, for example. The Mustang Mach E has been a sales success, but not a financial one for Ford. The Mach E is based on a heavily modified version of the platform that also underpins the Escape, a fossil fuel crossover. Part of the problem, Ford CEO Chris Farley said in a recent interview, was that legacy engineering decisions held the product back: The Mach E’s wiring harness is 70 pounds heavier than Tesla’s, for example. Small errors like that compound themselves in a product as complex as an automobile.
Honda will also miss out on several learning opportunities. There’s learning by doing, both in development and manufacturing. There’s also learning to cultivate new suppliers and supply chains. It will also miss out on receiving critical customer feedback — what do people really value in their EVs?
Sayonara, software-defined vehicles
Here, Honda is setting itself up for failure on the second disruption sweeping the automotive industry: the software-defined vehicle (SDV), which has core capabilities that can be upgraded and improved over time.
Consumers, mostly those who buy EVs from the likes of Tesla, Rivian, and BYD, have grown accustomed to the frequent updates, slick infotainment software, and advanced driver assistance systems of Tesla, Rivians, Nio or Xiaomi. Honda has yet to make significant progress in any of those domains.
SDVs don’t have to be EVs, but they tend to go hand-in-hand. The large battery in an EV makes it easier to feed powerful computers, and it allows things like over-the-air updates to happen when the car is parked and “off.” Could Honda make a fossil fuel SDV? Sure, but it’s unlikely to for the same reason it’s backing away from EVs: the old way of doing things is easier and more profitable, for now.
What does Honda stand for?
Honda is facing an identity crisis. At its core, it’s an internal combustion engine company. It makes really good engines, and that’s starting to matter less and less.
Other traits of its cars are also under assault. For years, the company has prided itself on making driver’s cars. They’re lightweight, efficient, and handle well. But when the car drives itself, what does a “driver’s car” even mean?
Putting autonomy aside, I’d argue that the market for a driver’s car is limited anyway. People are drawn to Honda because they’re reliable and reasonably priced. The fact that they handle well is icing on the cake, maybe helping consumers break a tie if they’re torn between two brands.
But EVs promise to be significantly more reliable than fossil fuel vehicles, and as Chinese automakers show, once battery prices come down, so do overall vehicle costs. If Honda can’t compete on reliability or price, consumers will balk.
That already appears to be happening in China. Honda said as much in its recent earnings report. “Honda was unable to deliver products that offer value for money better than that of newer EV manufacturers, resulting in a decline in competitiveness,” the company said. Headwinds in China contributed to the company’s nearly $16 billion losses last year. Without a plan for EVs, it’s only a matter of time before Honda suffers the same fate elsewhere.
Tech
Spotify will let you edit your Taste Profile to control your recommendations
At the SXSW conference on Friday, Spotify co-CEO Gustav Söderström announced a new feature, launching in beta, that will allow listeners for the first time to review and edit their Taste Profile, the algorithmically generated model of their music preferences.
This Taste Profile is key to Spotify’s recommendations, including personalized playlists like Discover Weekly, Made For You recommendations, and the year-end review known as Spotify Wrapped, among other things.
Starting with Premium listeners initially in New Zealand, Spotify will allow users to see all their listening data in one place in the app, including music, podcasts, and audiobooks. Users will then be able to edit this profile and even fine-tune future recommendations by asking for more or less of a certain vibe. After doing so, the app’s home page will reflect a different set of suggestions.

To access the Taste Profile, users tap on their profile pic, then scroll down. Changes can be made using natural language prompts.
Spotify had previously offered some tools to remove music from your Taste Profile before, but they were not as comprehensive. Instead, users were only able to exclude certain tracks or playlists from their profile. Because of this, and the largely hidden nature of the Taste Profile overall, Spotify users often complained that the app’s recommendations didn’t reflect their interests.

Today, users often share their Spotify account with others, like family members who access their account through a shared smart speaker or smart TV in the living room, for example, or teens who take over in CarPlay while they drive.
Other times, users may listen to music that they don’t want to characterize as their “taste,” like the sleep sounds or quiet tracks they play at night, or music to entertain their kids. Users don’t always remember which tracks or playlists need to be removed, nor do they have time to go back and do so. This can lead to the Taste Profile becoming cluttered with music users don’t like.
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It also significantly impacted, even ruined, many people’s annual Wrapped experience in the app — particularly because of kids’ use of their parents’ Spotify accounts. For years, Spotify users have asked for a fix for this problem.
Spotify says the Taste Profile feature will roll out in the coming weeks in New Zealand before expanding to other markets.
Tech
The wild six weeks for NanoClaw’s creator that led to a deal with Docker
It’s been a whirlwind for NanoClaw creator Gavriel Cohen.
About six weeks ago, he introduced NanoClaw on Hacker News as a tiny, open source, secure alternative to the AI agent-building sensation OpenClaw, after he built it in a weekend coding binge. That post went viral.
“I sat down on the couch in my sweatpants,” Cohen told TechCrunch, “and just basically melted into [it] the whole weekend, probably almost 48 hours straight.”
About three weeks ago, an X post praising NanoClaw from famed AI researcher Andrej Karpathy went viral.
About a week ago, Cohen closed down his AI marketing startup to focus full-time on NanoClaw and launch a company around it called NanoCo. The attention from Hacker News and Karpathy had translated into 22,000 stars on GitHub, 4,600 forks (people building new versions off the project), and over 50 contributors. He’s already added hundreds of updates to his project with hundreds more in the queue.
Now, on Friday, Cohen announced a deal with Docker — the company that essentially invented the container technology NanoClaw is built on, and counts millions of developers and nearly 80,000 enterprise customers — to integrate Docker Sandboxes into NanoClaw.
Scary security of OpenClaw
It all started when Cohen launched an AI marketing startup with his brother, Lazer Cohen, a few months ago. The startup offered marketing services like market research, go-to-market analysis, and blog posts through a small team of people using AI agents.
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The agency started booking customers, and was on track to hit $1 million in annual recurring revenue, the brothers told TechCrunch.
“It was going really well, great traction. I’m a huge believer in that business model of AI-native service companies that have margins and operate like a software company but are actually providing services,” said Cohen, a computer programmer who previously worked for website hosting company Wix.
He had built the agents the startup was using, largely using Claude Code, each designed to do specific tasks. But there was “a piece” missing, he said. The agent could do work when prompted, but the humans couldn’t pre-schedule work, or connect agents to team communication tools like WhatsApp and assign tasks that way. (WhatsApp is to most of the world what Slack is to corporate America.)
Cohen heard about OpenClaw, the popular AI agent tool whose creator now works for OpenAI. Cohen used it to build out those final interfaces, and loved it.
“There was this big aha moment of: This is the piece that connects all of these separate workflows that I’ve been building,” he said and immediately decided, “I want more of them: on R& D, on product, on client management,” one for every task the startup had to handle.
But then OpenClaw scared the bejesus out of him.
In researching a hiccup with performance, he stumbled across a file where the OpenClaw agent had downloaded all of his WhatsApp messages and stored them in plain, unencrypted text on his computer. Not just the work-related messages it was given explicit access to, but all of them, his personal messages too.
OpenClaw has been widely panned as a “security nightmare” because of the way it accesses memory and account permissions. It is difficult to limit its access to data on a machine once it has been installed.
That issue will likely improve over time, given the project’s popularity, but Cohen had another concern: the sheer size of OpenClaw. As he researched security options for it, he saw all the packages that had been bundled into it. It included an “obscure” open source project he himself had written a few months earlier for editing PDFs using a Google image editing model. He had no idea it was there — he wasn’t even actively maintaining that project.
He realized there was no way for him to validate all OpenClaw’s code and its dependencies, which, by some estimates, sprawled across 800,000 lines of code.
So he built his own in just 500 lines of code, intended to be used for his company, and shared it. He based it on Apple’s new container tech, which creates isolated environments that prevent software from accessing any data on a machine beyond what it is explicitly authorized to use.
Going viral
At 4 a.m., a couple of weeks after sharing it on Hacker News, his phone started ringing non-stop. A friend had seen Karpathy’s post and was urging Cohen to wake up and start tweeting, which he did, setting off a public discussion with the well-known AI researcher.
Attention to NanoClaw followed like a landslide. More tweets, YouTube reviews from programmers, and news stories. A domain squatter even snagged a NanoClaw website URL. The correct one is nanoclaw.dev.
Then Oleg Šelajev, a developer who works for Docker reached out. Šelajev saw the buzz and modified NanoClaw to replace Apple’s container technology with Docker’s competing alternative, Sandboxes.
Cohen had no hesitation about pushing out support for Sandboxes as part of the main NanoClaw project. “This is no longer my own personal agent that I’m running on my Mac Mini,” he recalled thinking. “This now has a community around it. There are thousands of people using it. Yeah, I said, I’m going to move over to the standard.”
For all the changes these weeks have brought Cohen and his brother Lazer, now CEO and president of NanoCo, respectively, one area still needs to be figured out: how NanoCo will make money.
NanoClaw is free and open source and, as these things go, the Cohens vow it always will be. They know they would be strung up as villains if they ever betrayed the open source community by changing that. Currently the Cohens are living on a friends-and-family fundraising round, they said.
While they are cautious about announcing their commercial plans — in large part because they haven’t had a chance to fully formulate them — VCs are already calling, they say.
The game plan is to build a fully supported commercial product with services including so-called forward-deployed engineers — specialists embedded directly with client companies to help them build and manage their systems. This will likely focus on assisting companies in building and maintaining secure agents. That is, however, a crowded field growing more crowded by the hour.
But given the giant community of developers that NanoClaw just unlocked with Docker, we’re sure to hear more about this soon.
Pictured above from left to right, Lazer and Gavriel Cohen.
Tech
Travis Kalanick launches a new company called Atoms focused on robotics
Uber founder Travis Kalanick has a new company called Atoms focused on robotics that, according to its website, will operate in the food, mining, and transportation industries.
Kalanick is rolling his existing ghost kitchen company, CloudKitchens, into Atoms. It’s not immediately clear how he plans to tackle mining and transportation. Atoms’ website says it will build a “wheelbase for robots,” and Kalanick said in a live interview with TBPN on Friday that his company will apply this wheelbase to “specialized robots” — not humanoids.
“Humanoids have their place, but there’s a lot of room for specialized robots that do things in an efficient, sort of industrial-scale kind of way, which is sort of where we play,” he said.
To support the mining business, Kalanick said Friday that he’s on the precipice of acquiring Pronto, the autonomous vehicle startup focused on industrial and mining sites that was created by his former Uber colleague, Anthony Levandowski. Kalanick revealed Friday that he is already the “largest investor” in Pronto.
“The industrial thing is sort of like, probably, our main jam,” Kalanick told TBPN. Kalanick demurred on the idea of using Atoms robots to move people, at least in the near-term. “Once you crack movement in the physical world, there’s lots of people who want access to that.”
Earlier Friday The Information reported Kalanick was getting back into self-driving vehicles with “major backing” from Uber, and that he has reportedly told people he “wants to be more aggressive in rolling out self-driving technology than Waymo.” Uber didn’t immediately respond to a request for comment. Atoms’ website makes no mention of Uber. The Information first reported Kalanick was discussing acquiring Pronto.
Last year, Kalanick was said to be interested in buying the U.S. arm of Chinese self-driving vehicle company Pony AI with backing from Uber, though The Information said Friday that those talks ended.
Kalanick resigned from Uber in 2017 after a confluence of crises at the ride-hail company. At the time, the company was plagued by complaints of sexual harassment and discrimination, which sparked an external investigation that resulted in more than 20 employees being fired.
Before that, Kalanick had created a self-driving division at Uber in 2015. Levandowski played a big role in that project after Kalanick lured him away from Google. Uber was ultimately sued by Google for stealing secrets related to its own self-driving car project (which eventually became Waymo). The two companies settled, but Levandowski was criminally charged and sentenced to 18 months in prison for his role in the affair. The engineer received a last-minute pardon from President Trump at the end of his first term.
The company kept working on the project after Kalanick resigned, including after one of its test vehicles struck and killed a pedestrian in 2018. Kalanick’s successor, Dara Khosrowshahi, shuttered and sold the division to autonomous trucking company Aurora in 2020.
In a rare interview in March 2025, Kalanick expressed regret that Uber had abandoned developing its own self-driving cars.
This story has been updated to reflect new information from Atoms’ website and an interview with Kalanick.
