I wanted a clock that, annoyingly, didn't seem to exist.
Since childhood, my bedside clocks have been a series of red, seven-segment LED clock-radio specials from Walmart or Target. They are invariably cheap, simple, and long-lived—but they require manual intervention at the start and end of Daylight Saving Time and whenever the power flickers. After a recent power flicker, as I found myself standing by the sideboard holding down "TIME" and mashing the "HOUR" button, frustration boiled over, and I thought to myself, "We're a quarter of the way through the 21st century. There has to be a better way!"
My perfect clock would be self-setting. It would offer auto-DST adjustment (or not, depending on how this bill fares!). It would manage drift and always show the exact sub-second time. It would show that time on a red seven-segment display—not blue, not green, not yellow, and absolutely not white. And I shouldn't have to install any privacy-destroying garbage apps to make it work.
© Lee Hutchinson
Do you use your vehicle’s app to pre‑cool the cabin on a scorching day, confirm the doors are locked from bed, or have the car automatically call for help when the airbags go off?
Savor those connected, cloud‑based conveniences while you can—the clock is already ticking on their obsolescence. In a few short years, you may be driving today’s vehicle without many of the features you currently enjoy.
"Connected services"—cloud-based and networked features that let a vehicle communicate with external systems to deliver apps, data, and remote functions to drivers and passengers—have been around since the 1990s, when GM introduced OnStar as an option. Those early systems were mostly voice‑centric, but they still depended on centralized back‑end systems. Modern versions, which are fully data-driven and cloud-hosted, use much more sophisticated over-the-air data links to allow a considerably better feature set.
© Aurich Lawson | Getty Images
Formula 1 returned to the Spa-Francorchamps circuit for the Belgium Grand Prix this weekend. This ribbon of tarmac in the Ardennes is one of the sport's historic venues, featuring in the first F1 season way back in 1950. But as yesterday's race showed, the current F1 machinery is utterly ill-suited to this dramatic venue.
As we saw at Suzuka in Japan earlier this year, a 2026 F1 battery is able to power the race car's electric motor for only a few seconds a lap; for much of the rest of the lap, the energy-starved cars have less power going to their rear wheels than in the junior F2 feeder series.
For many, including much of the current F1 grid, Spa is considered perhaps the planet's greatest race track. In fact, both Spa and the Belgian Grand Prix predate the F1 world championship, with its first race held in 1922. Back then, the circuit was a 9-mile loop of public roads, taking in the towns of Malmedy and Stavelot before returning to Francorchamps. In the postwar years, the layout shrank slightly to 8.7 miles (14.1 km) and was ferociously fast, with average lap speeds of up to 150 mph (240 km/h)—and ferociously dangerous, given cars with huge amounts of power and minimal concessions to safety.
© Nicolas Economou/NurPhoto via Getty Images
When Lucid introduced the Air electric sedan in late 2021, the first Air Dream Edition I tested packed over 1,100 hp (820 kW) and carried a $180,000-plus window sticker. It's easily the most powerful street car I've tested; the only vehicle I've driven with more power was a purebred race car with a third the mass, and it was on a proper track. Its combustion engine was also about 1,000 times louder than the Air, helping to remind us that "combustion" really does mean explosion after explosion.
For Lucid's second act, the company debuted the Gravity electric SUV last year, and I've just tested the 2026 Gravity Touring, which starts at about $82,000 in the US, including the required destination charge.
My test model carried a bevy of options, including a 22-speaker audio system, the Comfort and Convenience package, third-row seating, a Dynamic Handling package (combining rear-wheel steering and three-chamber air suspension), a luxury seating package (bundling Nappa leather and massaging and ventilated front seats), and special metallic paint.
© Jim Resnick
SpaceX has pinned the bulk of its future value on orbital data centers. Not rockets. Not spacecraft.
Instead, it envisions launching and maintaining a constellation of 1 million satellites capable of generating 120 GW to power tens of millions—and potentially up to 100 million—frontier-class GPUs for data center services.
The company's founder, Elon Musk, revealed plans for this massive constellation months ago, but until recently, the scope of the individual satellites was largely unknown. That changed in June, when Musk and Ian Dahl, director of satellite engineering for SpaceX, spoke in a promotional video about the company's plans to develop the first iteration of an orbital data center, called an AI1 satellite. The video finally provided the company's numbers about the satellite's size and power capabilities.
© Aurich Lawson | Getty Images
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