Lightspeed is sharpening its India strategy around AI, targeting $250 million for a new early-stage fund as the venture firm bets the technology will drive the next wave of startups in one of the world’s largest markets.

The Silicon Valley venture firm is already a major investor in AI companies including Anthropic, xAI, and Databricks. In India, it has backed Sarvam AI, one of the country’s leading large language model developers and a startup selected by the Indian government to help develop sovereign AI models.

The new fund, Lightspeed India Partners V, will be half the size of its $500 million predecessor, which was raised in 2022 and has already committed 80% of its capital to startups, according to a letter sent to investors on Thursday and seen by TechCrunch.

In late April, Lightspeed disclosed the new fund in a U.S. regulatory filing, though the filing did not specify its target size. Indian media had previously reported that the firm was looking to raise between $300 million and $350 million for the vehicle.

Lightspeed plans to begin investing from the new fund within two months and has designed it around an investment period of roughly two and a half years, per the letter. Until then, it will continue making its final investments from the existing fund.

A Lightspeed spokesperson declined to comment.

Starting with the new fund, Lightspeed is also moving its India funds onto the same fundraising cycle as its global funds for the first time, per the investor letter. The change brings a regional business it established nearly two decades ago more closely in line with the rest of the firm.

The move follows a similar shift by rival firm Accel, which in August raised its latest $550 million India fund alongside new U.S. and Europe funds and a global growth vehicle as part of a coordinated $3.5 billion fundraising effort. It was the first time Accel had raised all four funds simultaneously.

The $250 million fund is sized to match how quickly Lightspeed is currently investing and its shorter investment period, according to the letter. Lightspeed suggested to investors that the smaller size lets it focus on individual deals rather than fund size, and raise its next fund sooner.

The new fund also marks a sharper focus on AI for Lightspeed’s early-stage investment strategy in the region. The investment thesis outlined in the letter anticipates AI creating more value in India than the internet did, with the fund seeking out AI companies across India and Southeast Asia.

India has yet to produce a major frontier AI model developer on the global stage and has attracted far less investment in AI than the U.S. and China. Investors, nonetheless, increasingly see an opportunity for India in the application layer, drawing on the country’s large pool of software developers and its decades-long history as a hub for software and technology services.

The new $250 million India vehicle is a fraction of the capital available across Lightspeed’s global platform. The firm, which manages more than $65 billion in assets globally, raised $9 billion across several new funds last December, the largest fundraising haul in its history. The total included a $980 million early-stage venture fund.

Lightspeed’s dedicated India and Southeast Asia funds represent only part of the capital the firm has put to work in the region. Those funds have deployed roughly $900 million, while Lightspeed’s global funds have invested another $1.6 billion to support companies from the regional portfolio, according to the investor letter.

The decision to dedicate its newest regional fund entirely to AI also marks a sharper thematic focus for Lightspeed in a market where it has historically invested across sectors. Its India portfolio spans businesses including quick commerce, consumer internet, software, and household services.

Lightspeed’s bets in India have included companies such as quick-commerce startup Zepto, audio platform Pocket FM, house-help startup Snabbit, rooftop solar startup SolarSquare, and a range of enterprise software businesses.

The same team that led Lightspeed’s previous four India funds will manage the new fund, per the letter.

Waymo’s commercial robotaxi ramp-up looks expansive, both in geographic reach and in ridership. And by almost every measure, it is — until you pay attention to where the bulk of those robotaxis are actually showing up.

The numbers over the past two years reflect the kind of commercial rollout you’d expect from a deep-pocketed company like Waymo, which spun out of Google and still counts Alphabet as its majority owner. In September 2024, Waymo was operating in just three cities — Phoenix, Los Angeles, and San Francisco. Today, it offers robotaxi service in 15 U.S. cities, with most of those commercial launches occurring in the past year. Ridership has skyrocketed, too with Waymo now averaging 500,000 paid robotaxi rides every week.

But a closer look at its fleet shows a company concentrating its efforts in just two states. About 80% of Waymo’s roughly 4,000 robotaxis are in California and Texas, and Texas is where the action is now: Waymo’s fleet there has grown by nearly half in the past three weeks, fueled by a new Chinese-built minivan the company is betting will help it scale, even as tariffs drive up its costs.

The other 800 or so vehicles are spread across cities in other states, including Arizona and Florida, another burgeoning hotspot. Most are the familiar white Jaguar I-Pace electric SUVs, but a growing share are that new minivan — a modified Zeekr RT that Waymo has branded “Ojai.”

Waymo’s focus on California is no surprise. It is headquartered in Silicon Valley, and much of its early testing and development work was conducted there. Plus, a segment of the population there is inclined to adopt tech at its earliest stages.

The recent growth in Texas is more interesting. Waymo has increased its Texas fleet by 49% in the past three weeks, according to state vehicle registrations and data from the Texas Autonomous Vehicle Fleet Tracker. As of September 24, Waymo had 1,102 autonomous vehicles registered in the state.

Waymo first launched in commercial service in Austin through a partnership with Uber in March 2025, letting riders hail its robotaxis through the uber app. Since then, the company has expanded its robotaxi services in Dallas, Houston, and San Antonio.

Waymo’s Texas fleet remained relatively static for most of the summer, inching up from about 600 vehicles in June to more than 700 by the end of August. Then came September, when the he fleet surged, driven by an influx of new Ojai minivans, which now make up about a third of Waymo’s Texas fleet.

Expect that share to grow.

The Ojai robotaxi, equipped with Waymo’s sixth-generation self-driving system, is supposed to help Waymo reach mass scale. Its interior is built to withstand heavy use, and it comes with an upgraded rider interface and Google’s Gemini AI, which acts as an in-car assistant for riders.

Strip away that technology, though, and the Ojai is a minivan made by Zeekr, a brand owned by China’s Geely Holding Group (which also owns Volvo). The Ojai is built on Zeekr’s SEA-M platform, a shared vehicle platform designed for uses like robotaxis and delivery vans. The base Zeekr vehicles are shipped to the U.S. without any Chinese connected-car technology on board. Once they arrive, the vehicles are sent to Waymo’s Arizona factory, where they are outfitted with Waymo’s self-driving system.

The Ojai is supposed to drive down costs and ultimately help Waymo reach profitability. For now, though, tariffs are cutting any savings. Under current U.S. trade policy, vehicles built in China face steep import tariffs, raising Waymo’s costs for every Ojai it brings into the country.

Waymo appears willing to absorb that cost. New York-based research firm MoffettNathanson, which tracks Ojai imports using detailed shipping records, said in its September report that Waymo is on track to bring 5,100 of the vehicles into the U.S. by the end of the year.

Where will all those Ojai vehicles go? Texas is certainly on the list. But Florida, where Waymo operates in three cities, and newer markets like Las Vegas will likely see an influx as well.

Lindsey Elliott is big into bolts. At last year’s Bolting Symposium — the 13th annual — she said the highlight was playing “Bolting Bingo” against the many self-proclaimed “torque dorks” who were in the room.

A former engineer and planner at ExxonMobil, Elliott has spent years thinking about how to improve the infrastructure that moves oil, gas, and petrochemicals. Bolts are what she landed on. Specifically, the bolts that connect sections of pipe (technically called “bolted flange joints”). These bolts require hard, physical work to loosen and tighten, and are the source of many pipefitters’ injuries. Like many trade industries, there’s also a labor shortage.

“Those people get really tired when they’re asked to work 12 hours a day for three months in a row,” she told TechCrunch. “I’ve talked to pipefitters across the U.S. across Canada, and just repeatedly have been told North American pipefitting productivity is notoriously low.”

The solution Elliott came up with at her startup Nexterity, which is one of the Startup Battlefield 200 selected to participate in TechCrunch Disrupt, is a remote-controlled robot that can handle this part of the job. It’s the kind of idea that could fundamentally change this particular blue collar job if widely adopted, making the workers safer and more productive.

Think: more dork, less torque.

The robot comes in two main pieces that fit around a pipe. Powered by batteries, the robot can slide across the pipe once it’s attached and quickly loosen and tighten four bolts at a time.

Elliott said Nexterity has developed a few different configurations of the robot to fit different standard pipe sizes, but they’re all small enough to fit in a Pelican case and be carried by a single worker. That makes them easy to deploy to new sites — flexibility that is crucial to Nexterity’s business model of treating the robot like rental construction equipment.

Elliott said she arrived at this particular design as a result of conversations she’s had over the last few years — not just at the Bolting Symposium, but also with members of the Pressure Vessels & Piping Division of the American Society of Mechanical Engineers.

“What I learned from the people, the torque dorks per se,” she said, “is that 80% of our pipes are between two to eight inches in diameter, or what they call NPS2 to NPS8. And so when you have that much repeatability, you have a fantastic candidate for automation.”

It’s a pretty straightforward idea, but one that Elliott believes has a lot of upside.

“I think it would shock a lot of people just how big this market is,” she said. “I mean, day to day, most of us don’t think about piping infrastructure, but even water, wastewater, water treatment, food and beverage, mining, nuclear, any kind of green and sustainable manufacturing facility — they all use the same kind of piping.”