Apple’s been talking about its next generation of CarPlay for two years now with very little to show for it — the system is designed to unify the interfaces on every screen in your car, including the instrument cluster, but so far only Aston Martin and Porsche have said they’ll ship cars with the system, without any specific dates in the mix.

And the public response from the rest of the industry towards next-gen CarPlay has been pretty cool overall. I talk to car CEOs on Decoder quite often, and most of them seem fairly skeptical about allowing Apple to get between them and their customers. “We have Apple CarPlay,” Mercedes-Benz CEO Ola Källenius told me in April. “If, for some of the functions, you feel more comfortable with that and will switch back and forth, be my guest. But to give up the whole cockpit head unit — in our case, a passenger screen and everything — to somebody else? The answer is no.”

That industry skepticism seems to have hit home for Apple, which posted two WWDC 2024 videos detailing the architecture and design of next-gen CarPlay. Both made it clear that automakers will have a lot of control over how things look and work, and even have the ability to just use their own interfaces for various features using something called “punch-through UI.” The result is an approach to CarPlay that’s much less “Apple runs your car” and much more “Apple built a design toolkit for automakers to use however they want.”

See, right now CarPlay is basically just a second monitor for your phone – you connect to your car, and your phone sends a video stream to the car. This is why those cheap wireless CarPlay dongles work – they’re just wireless display adapters, basically.

But if you want to integrate things like speedometers and climate controls, CarPlay needs to actually collect data from your car, display it in realtime, and be able to control various features like HVAC directly. So for next-gen CarPlay, Apple’s split things into what it calls “layers,” some of which run on your iPhone, but others which run locally on the car so they don’t break if your phone disconnects. And phone disconnects are going to be an issue, because next-generation CarPlay only supports wireless connections. “The stability and performance of the wireless connection are essential,” Apple’s Tanya Kancheva says while talking about the next-gen architecture. Given that CarPlay connectivity issues are still the most common issue in new cars and wireless made it worse, that’s something Apple needs to keep an eye on.

There are two layers that run locally on the car, in slightly different ways. There’s the “overlay UI,” which has things like your turn signals and odometer in it. These can be styled, but everything about it is entirely run on your car, and otherwise untouchable. Then there is the “local UI,” which has things like your speedometer and tachometer — things related to driving that need to update all the time, basically. Automakers can customize these in several ways – there are different gauge styles and layouts, from analog to digital, and they can include logos and so on. Interestingly, there’s only one font choice: Apple’s San Francisco, which can be modified in various ways, but can’t be swapped out.

Apple’s goal for next-gen CarPlay is to have it start instantaneously — ideally when the driver opens the door — so the assets for these local UI elements are loaded onto the car from your phone during the pairing process. Carmakers can update how things look and send refreshed assets through the phone over time as well — exactly how and how often is still a bit unclear.

Then there’s what Apple calls “remote UI,” which is all stuff that runs on your phone: maps, music, trip info. This is the most like CarPlay today, except now it can run on any other screen in your car. 

The final layer is called “punch-through UI,” and it’s where Apple is ceding the most ground to automakers. Instead of coming up with its own interface ideas for things like backup cameras and advanced driver-assistance features, Apple’s allowing carmakers to simply feed their existing systems through to CarPlay. When you shift to reverse, the interface will simply show you your car’s backup camera screen, for example:

But carmakers can use punch-through UI for basically anything they want, and even deeplink CarPlay buttons to their own interfaces. Apple’s example here is a vision of multiple colliding interface ideas all at once: a button in CarPlay to control massage seats that can either show native CarPlay controls, or simply drop you into the car’s own interface.

Or a hardware button to pick drive modes could send you to either CarPlay settings, deeplink you into the automaker’s iPhone app, or just open the native car settings:

Apple’s approach to HVAC is also what amounts to a compromise: the company isn’t really rethinking anything about how HVAC controls work. Instead, it’s allowing carmakers to customize controls from a toolkit to match the car system and even display previews of a car interior that match trim and color options. If you’ve ever looked at a car with a weird SYNC button that keeps various climate zones paired up, well, the next generation of CarPlay has a weird SYNC button too.

All of this is kept running at 60fps (or higher, if the car system supports it) by a new dedicated UI timing channel, and a lot of the underlying compositing relies on OpenGL running on the car itself.

All in all, it’s a lot of info, and what feels like a lot of Apple realizing that carmakers aren’t going to just give up their interfaces — especially since they’ve already invested in designing these sorts of custom interfaces for their native systems, many of which now run on Unreal Engine with lots of fun animations, and have Google services like Maps integrated right in. Allowing automakers to punch those interfaces through CarPlay might finally speed up adoption – and it also might create a mix-and-match interface nightmare. 

All that said, it’s telling that no one has seen anything but renders of next-gen CarPlay anywhere yet. We’ll have to see what it’s like if this Porsche and Aston ever arrive, and if that tips anyone else into adopting it.

At the beginning of a recent photo walk with a Nikon representative, I was told it was only a matter of time before I became a “birder”. Because eventually every photographer runs out of things to take photos of and is left with only one subject to master: birds. Which, because of advancements in sensor technology, have become a much easier target. 

It was on this same photo walk that I got a few hours with the new $2,500 Nikon Z6 III. And the big news in this camera is its 24.5-megapixel partially stacked CMOS sensor. This is the first camera, ever, to employ this technology. Instead of the circuit parts and pixel area both stretching the full corner-to-corner dimensions of the image sensor and sitting on top of each other, as in the more expensive Nikon Z9 or Nikon Z8, or not being stacked at all, as in the previous Nikon Z6 II, the Z6 III’s circuit parts are stacked as bars on the top and bottom of the pixel area. 

It results in higher continuous shooting rates, faster autofocus, higher video frame rates, and less rolling shutter effect than the previous Z6 II, with its BSI CMOS sensor in e-shutter mode. But it also means that the Z6 III is not as speedy as the more premium Z8 or Z9 with their fully stacked sensors. In simple terms, partially stacking the sensor allows Nikon to keep this camera’s price below that of the Z8 and Z9 while also much improving the performance of it over the previous generation.

The other important updates are the Z6 III’s incredibly bright electronic view finder that can reach a peak brightness of 4,000 nits and the cameras ability to film 6K RAW video at up to 60fps and 4K RAW up to 120fps. Nikon is also promising Z8 level build quality, which means the camera is dust and moisture sealed and rated for operation down to 14°F/−10°C. Simply put, Nikon builds very resilient cameras that don’t skimp on specs. And also cameras that can turn any photographer into a birder.

I chose the Staten Island Ferry for my photo walk with the Z6 III because of its endless opportunities for people watching and incredible views of lower Manhattan and the Statue of Liberty. Match that with the boat’s iconic orange color and you are guaranteed at least a few great shots. What I had never paid much attention to before were all of the birds using the boat’s slipstream to move across the harbor. 

While the Z6 III does not have a dedicated bird focus mode, Nikon claims that its autofocus is 20% faster than the Z6 II and has an extended range down to -10EV, meaning it is more sensitive even in lowlight conditions. And while on the back of the ferry, it had absolutely no trouble locking onto birds. Within minutes of taking off from Lower Manhattan I was whipping the Z6 III from left to right attempting to capture seagulls. Eventually I smartened up and framed One World Trade Center and waited for a bird to cross my frame. And as soon as a bird would enter the camera locked right the moving object that was a seagull. Within minutes I had shot well over 100 photos.

There of course then came the moment I thought “what the hell am I going to do with all these photos of birds”. Which is why I would like to thank you all for clicking through the above slideshow and giving my new found passion for bird photography a reason to exist.

Much like the Z8 and Z9, Nikon increasingly makes cameras that are so responsive and intuitive that you no longer have to spend as much time thinking about problems such as focus, hand shake, or shutter speed. You can quickly point the camera in any direction and it will capture something in focus.

That being said, there is only so much I could test in my few hours with this camera. I didn’t have a low light environment to test the ISO ranges or low light autofocus, I didn’t have multiple subjects to test skin tone representation on, and I didn’t have ND filters in order to get a proper video exposure for testing 6K RAW. So while I had a lot of fun, and am now a certified “birder” there is certainly a lot more testing that needs to be done on this new partially stacked sensor technology. But in my short time with it, I can confidently say that in no way did it feel like a step back. The Z6 III will be available starting today for $2,500.