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July 2, 2026

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Key Takeaways

1. Opera just rolled out a new feature that aims to protect users from ClickFix attacks.
2. "Paste Protect" stops you from copying malicious code when browsing the web.
3. You can bypass the block if you wish, and you can whitelist sites you trust.

Table of Contents

Earlier this year, security firm Huntress discovered a malicious browser extension that initiates ClickFix attacks, a sophisticated attack designed to take over your computer. In a ClickFix scheme, bad actors get you to install their browser extension, then display a fake error prompt in your browser. This pop-up offers a fix that often requires you to copy a malicious command and run it in the command prompt on your device. Since then, the onus has been on the user to avoid downloading suspicious extensions, but now Opera is adding ClickFix protections directly into its browser.

How "Paste Protect" fights against ClickFix attacks

The feature, called Paste Protect, is designed to stop code injection attacks such as ClickFix. When Paste Protect believes you are the target of a ClickFix attack, it displays a pop-up, warning you not to copy malicious commands, and offers a button to close the tab to sidestep the attack. You do have the option to click "Show content" to view the first 120 characters of the command, in case you want to review what Paste Protect flagged as malicious.

Paste Protect allows you to bypass the block if you wish, with a red button labeled "Hold to copy (unsafe)." To copy the command, you'll have to hold this button for over five seconds. You'll also have the option to always allow copying code from a site you trust, which is helpful in case the feature accidentally blocks code from a legitimate site. The warning may be enough for most casual users to realize that something's off, similar to how Apple and Microsoft protect you from installing untrustworthy apps on your computer. You'll see a warning that blocks you from installing those apps, but there's an option to bypass it if you know what you're doing and are confident that it's a false positive.

ClickFix attacks are quite sophisticated: They may show a fake captcha verification that's designed to fail, and offer a "solution" in the form of malicious code that you can run on your device. Opera claims it uses platform-specific detection techniques for Linux, macOS, and Windows to identify patterns associated with malicious scripts, and blocks them via Paste Protect.

What do you think so far?

Paste Protect isn't the first Opera feature of its kind

This isn't Opera's first security feature aimed at protecting users from malicious activity. The browser has offered a "Hijack Protection" feature for a few years, which prevents sites from replacing the contents of your clipboard without your permission. This means that if you copy a URL, Opera will stop sites from changing the copied link to a malicious URL. Paste Protect adds an extra layer of security to the browser.

While added security features are more than welcome, vigilance is always the best defense against online scams. Don't install extensions or apps from developers you don't know or trust; never click suspicious links, whether you find the on the web or someone shares them via text or email; and never copy code from the internet and paste it in your device's command prompt without being 100% sure of what you're doing.

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Rivian raised its 2026 delivery guidance range after seeing stronger-than-expected demand for its electric vehicles during the second quarter, while Lucid missed Wall Street expectations and its new CEO Silvio Napoli announced a shake-up of the company's leadership team.

Rivian said it now expects to deliver between 65,000 and 70,000 vehicles this year, up from a prior forecast of between 62,000 and 67,000 units.

Rivian stock rose roughly 6% in early trading Thursday.

Rivian, Lucid and Tesla stocks

Rivian also said Thursday it produced 12,613 vehicles and delivered 12,194 units during the second quarter. The second-quarter deliveries are higher than FactSet's analyst consensus of 11,0000 units and the company's previous outlook, which called for delivering between 9,000 and 11,000 EVs.

Rivian, which will report its second-quarter financial results July 30, said higher deliveries during the second quarter were driven by its electric delivery van and flagship R1 products.

The company also started delivering its midsize R2 SUV during the quarter. It's ramping up production of that vehicle at its sole production plant in Normal, Illinois, which has capacity to produce 160,000 of the vehicles annually.

Lucid reported producing 4,774 vehicles and delivering 3,953 vehicles during the second quarter. The deliveries were below Wall Street's expectations of 5,000 units, according to FactSet.

Read more CNBC auto news

• Ford CEO wants level playing field with Toyota, GM imports as USMCA trade talks reopen
• Tesla reports 480,126 vehicle deliveries for second quarter, topping expectation
• Automakers report mixed U.S. sales results as hybrid vehicles drive market
• U.S. auto industry faces increased uncertainty without extension of USMCA trade deal

Along with the deliveries, the company announced a new leadership team under Napoli, who started overseeing the company in June. Lucid said the new format is meant to "simplify the company's structure" and cuts the number of direct reports to the CEO in half.

Most notably, Lucid Chief Financial Officer Taoufiq Boussaid will leave the company after a handover to his successor, Alexander De Bock, who most recently served as CFO of automotive supplier TI Automotive.

"We are simplifying the organization, strengthening leadership, enforcing accountability and aligning our structure with the priorities that matter most: customers, quality, and innovation," Napoli said in a release.

EV leader Tesla, meanwhile, reported 480,126 vehicle deliveries for second quarter, topping expectations. The company doesn't break out exact delivery numbers by region or individual model, but it said its entry-level Model 3 sedan and most popular Model Y SUVs accounted for 467,762.

— CNBC's Lora Kolodny contributed to this report. %!s()

With Earth on course for up to 3.7°C of warming by 2100, the idea of blocking the sun to bring temperatures back down is gaining popularity. The most widely discussed approach involves injecting sulphur into the stratosphere, in an attempt to emulate the large volcanic eruptions that have cooled the planet in decades and centuries past.

But spreading those chemicals into the upper atmosphere near the equator, where they would have the greatest and most enduring impact, would require a new generation of aircraft that can reach an altitude of 20 kilometres, nearly twice the maximum altitude of today’s planes.

As a more practical alternative, researchers have begun to investigate how Boeing 777s or similar planes could be upgraded to deposit sun-reflecting compounds in the sky near the poles, where the stratosphere dips as low as 7 kilometres. This, however, poses a potential hazard to flights, like those connecting Asia to North America, which often follow polar routes.

“If airplanes can get up there to spray the sulphur, that’s also where airplanes go for passenger flights,” says Alan Robock at Rutgers University in New Jersey. “So I was wondering how much [sulphuric acid] passengers and flight crew would be breathing if they were flying through these clouds.”

Most proposals involve releasing sulphur dioxide gas, which would then form sulphate aerosols in the atmosphere. In most commercial planes, air is routed from a compressor in the engine to the cabin via an environmental control system; during this process, the sulphates would react to form sulphuric acid.

Previous studies have simulated an injection of 6 million tonnes of sulphur dioxide into the stratosphere, 13 to 15 kilometres above the ground, near the North Pole between March and June, and a separate injection of the same size near the South Pole between September and December.

Atmospheric models suggest that these 12 million tonnes of total sulphur dioxide sprayed into the stratosphere would be sufficient to cool the globe between 0.6 and 1.0°C. Robock and his colleagues used the resultant concentrations of sulphuric aerosols from these simulations to estimate how much of sulphuric acid would pollute a plane’s cabin.

Geoengineering flights will spray the sulphur in long, thin plumes that will take days or weeks to spread and scatter. In some instances, passenger aircraft could travel through areas where cabin concentrations of sulphuric acid are just 7 micrograms per cubic meter, which is lower than the ground-level sulphur dioxide levels in many of the world’s largest cities. But the planes could also pass through regions that drive the amount of sulphuric acid well over 50 micrograms per cubic metre, a level the European Union defines as being hazardous.

Breathing sulphuric acid can irritate the throat and eyes, and at higher concentrations, it can cause severe lung damage. These risks would be highest for pilots and flight attendants who routinely travel on these flight paths.

“The sort of deployment discussed in the paper is many decades away, if it ever happens,” says Wake Smith of Harvard University. That would, he thinks, give airlines and engineers plenty of time to upgrade air filters to handle the loads of sulphur dioxide and sulphuric acid that are predicted in the study and thus keep passengers safe.

“It was a useful exercise to run because nobody had looked at this before,” says Daniele Visioni at Cornell University in New York state. “And they’re interesting preliminary results, but definitely not anything that would be a dealbreaker. The risks clearly lie elsewhere.” %!s()

*Test figures from Road & Track, June 1954; the ’54 Corvette was unchanged relative to the limited-production ’53, save for an updated camshaft that bumped output to 155 horsepower.

MORE ABOUT THE 1953 CORVETTE

1955 Chevrolet Corvette: 8.7 seconds

After ramping up Corvette production throughout 1954, Chevrolet turns its attention to that flickering Blue Flame six. For 1955, the pokey engine is joined by a 265-cubic-inch Turbo Fire V-8 with 195 horsepower. Performance improves dramatically. The new eight-cylinder Corvette makes its debut just before Sports Cars Illustrated’s first issue comes out, so, as we did with the ’53 Corvette’s test numbers, this ’55’s are borrowed from Road & Track.

MORE ABOUT THE 1955 CORVETTE

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1956 Chevrolet Corvette: 7.5 seconds

Welcome to our first-ever test of a Corvette! Optioned with twin four-barrel carburetors, the Turbo Fire V-8 in our ’56 Corvette test car is good for 225 hp. The sports car reaches 60 mph in first gear, but it could be quicker with the available shorter final-drive ratio. Our test car is built primarily for a TV appearance in New York City—which explains why it comes loaded with features, although not necessarily performance-enhancing ones. (Yes, those are wide whitewall tires.) The Corvette’s Blue Flame six is officially extinguished before the ’56 model year.

MORE ABOUT THE 1956 CORVETTE

1957 Chevrolet Corvette: 6.6 seconds

Late in 1956, Chevrolet takes its next step toward building the Corvette into an all-out performance machine with the addition of fuel injection to the option sheet. Eager to compare the more modern fueling system to its carbureted foil, we line up a fuel-injected ’57 against a carbureted model with the dual-four-barrel setup. The fuel-injected car’s 13-hp advantage is evident at the drag strip, where it reaches 60 mph in a quick 6.6 seconds, 0.2 second ahead of the carbureted model.

MORE ABOUT THE 1957 CORVETTE

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1958 Chevrolet Corvette: 7.6 seconds

Even with 250 fuel-injected horsepower, the ’58 Corvette is a full second slower to 60 mph than the ’57 we tested. Why? Because Chevrolet insists on using its own test driver to generate the numbers (we timed the acceleration runs ourselves). That driver, apparently, is not so great at standing-start acceleration tests.

MORE ABOUT THE 1958 CORVETTE

1959 Chevrolet Corvette: 6.6 seconds

The Corvette’s march up the horsepower charts continues in 1959, when we test a model equipped with both fuel injection and a hotter available camshaft. Horsepower stands at a mighty 290, and only our test car’s tallest of the four available final-drive ratios holds it back from outgunning the ’57 model to 60 mph.

MORE ABOUT THE 1959 CORVETTE

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1962 Chevrolet Corvette: 6.9 seconds

For every step forward, there’s often a half-step back, right? Despite a new 360-hp 327-cubic-inch V-8 option, the Corvette manages a 6.9-second sprint to 60 mph. That’s with the four-speed manual; the Vette needs nearly another two seconds with the automatic transmission. Advances in our testing procedures are likely to blame for the more powerful Vette’s less impressive performance, but remember that a sub-seven-second zero-to-60-mph time in the early 1960s is still nothing to scoff at.

MORE ABOUT THE 1962 CORVETTE

1963 Chevrolet Corvette: 6.0 seconds

Taking on the Sting Ray name, the second-generation Corvette for 1963 seems like the four-wheeled equivalent to the ocean’s predatory shark species. The Chevy is faster, though, and the Vette we test in 1963 posts a zesty 6.0-second run to 60 mph despite packing “only” the first step-up engine: a 300-hp 327-cubic-inch V-8. Buyers can also specify 340- and 360-hp V-8s.

MORE ABOUT THE 1963 CORVETTE

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1965 Chevrolet Corvette: 6.2 seconds

We test a ’65 Corvette that is nearly identical, at least from a powertrain perspective, to the ’63 we put through the wringer two years prior. Well, save for output—the 1965 model comes with a 327-cubic-inch V-8 making 350 horsepower. Even so, the ’63’s time is marginally quicker.

MORE ABOUT THE 1965 CORVETTE

1966 Chevrolet Corvette 427: 5.4 seconds

Believe it or not, swapping out the ’65 Corvette’s top-dog 396-cubic-inch V-8 for the mighty 427 the following year does not bring a bump in horsepower. Both engines are rated for 425 ponies, although the 427’s torque figure is up by 50 lb-ft (there also is a lesser, 390-hp version of the 427 with different heads). So what's Chevrolet's reasoning for boring out the 396 to create the 427? An engineer tells us in 1966 that, “This was done primarily to save weight,” before adding, “You must remember that cast iron is very heavy, and by removing 30 cubic inches of it, we have made a significant reduction in weight.”

MORE ABOUT THE 1966 CORVETTE

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1967 Chevrolet Corvette 427: 4.7 seconds

Our 427 test car has the tamer 435-hp L89 engine option. More engine is available in the form of the L88, which is essentially a racing engine with a warranty.

MORE ABOUT THE 1967 CORVETTE

1968 Chevrolet Corvette 427: 5.7 seconds

Despite its all-new Coke-bottle body, the third-generation Corvette’s top-dog engine remains the mighty 427 V-8. The car is slower, however, due in part to newly mandated emissions equipment; two of the three Holley carburetors on our test car are vacuum-operated—part of the emission-control setup—and open at unpredictable times, frustrating our efforts at consistent timed acceleration runs. Also, this ’68 has “just” 400 horsepower, compared with 435 in the ’67s we tested the year prior.

MORE ABOUT THE 1968 CORVETTE

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1970 Chevrolet Corvette 427: 5.3 seconds

Ah, welcome back, missing 35 horsepower! We test a 1970 Corvette 427 with the full beans. Acceleration predictably improves, with 60 mph arriving in just 5.3 seconds.

MORE ABOUT THE 1970 CORVETTE

1971 Chevrolet Corvette 454: 5.3 seconds

We test not one but four 1971 Corvette variants. We do so all at once—and with the sports car’s godfather, Zora Arkus-Duntov, riding along. The Vettes range from the mild 270-hp 350-cubic-inch single-carburetor L48 model all the way up to the 425-hp 454-cubic-inch LS6. Predictably, the LS6 lays down the quickest run to 60 mph.

MORE ABOUT THE 1971 CORVETTE

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1973 Chevrolet Corvette: 6.4 seconds

The march of horsepower-stifling emissions regulations and the bloating effects of safety equipment, alongside Chevrolet’s insistence on adding refinement to the Corvette, result in a heavier, slower sports car for 1973. Additionally, Chevy switches from SAE gross horsepower ratings to SAE net, which partly explains why the herculean 454-cubic-inch engine makes only 275 horsepower.

MORE ABOUT THE 1973 CORVETTE

1978 Chevrolet Corvette: 7.8 seconds

Power in our base-model 1978 test car comes courtesy of a 185-hp 350-cubic-inch engine, a fact that makes the Vette’s 7.8-second run to 60 mph almost impressive.

MORE ABOUT THE 1978 CORVETTE

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1979 Chevrolet Corvette: 6.6 seconds

A few mild tweaks drag the Corvette’s performance out of the primordial disco muck, as the step-up 350 engine gains 5 horses for a total of 225.

MORE ABOUT THE 1979 CORVETTE

1980 Chevrolet Corvette: 7.6 seconds

The Corvette’s base engine gains 5 horsepower over the same V-8 we tested in ’78, bringing the total to 190. Acceleration improves over that 1978 model, albeit barely. The third-gen Corvette's body is now 13 years old, while its basic chassis design dates to 1963. A manual transmission is available only with the base L48 engine, while the optional 230-hp L82 (and any Corvette sold in California) is stuck with an automatic.

MORE ABOUT THE 1980 CORVETTE

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1984 Chevrolet Corvette: 6.7 seconds

At long last, Chevrolet redesigns the Corvette for the 1984 model year, giving the sports car a wedgy new body, an all-new chassis, and a heaping dose of modernity. Our first test of the ’84 Vette is of a 205-hp example with a four-speed automatic, which reaches 60 mph in 6.7 seconds.

MORE ABOUT THE 1984 CORVETTE

1986 Chevrolet Corvette Convertible: 6.0 seconds

While a 25-hp bump over the ’84 model we previously tested is nice (courtesy of a new port fuel-injection system that replaces the original throttle-body fuel-injection setup), the most notable aspect of the 1986 Corvette convertible is, well, that it's a convertible! It's a body style the Corvette abandoned more than a decade earlier.

MORE ABOUT THE 1986 CORVETTE

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See all results for near 228211 %!s()

Yet despite the sticker shock, demand for beef and steak are holding up.

Beef prices have surged after the U.S. cattle herd shrank to its smallest size in decades following years of drought, high feed costs and herd liquidation. The resulting supply crunch has driven up cattle prices and, ultimately, the cost of beef at grocery stores and on restaurant menus.

While prices eased slightly in May after reaching record highs in the spring, consumers are still paying near-record prices for ground beef and steaks. The average price of ground beef was $6.75 per pound in May, according to U.S. Bureau of Labor Statistics data, up nearly 13% from a year ago and just below April's record high of $6.90. Beef steak prices averaged $12.80 per pound, up 16% from a year earlier and the second-highest level on record.

But so far, shoppers don't appear willing to abandon their summer grilling traditions. The resilience offers another clue into consumer behavior at a time when investors are closely watching for signs of whether and where high prices are causing shoppers to pull back.

Cattle are herded in a stable on June 05, 2026 in Hamilton, Texas.

Brandon Bell | Getty Images

"We are seeing customer demand for steaks remain quite high, with a shift towards more premium and organic options," a Kroger spokesperson told CNBC. "We've also seen beef continue to be a preferred choice during recent holidays, including Easter and Memorial Day."

Beef has generated the largest dollar growth of any food category ahead of Independence Day, with sales rising roughly $352 million compared to last year, according to data from NielsenIQ.

"Consumers are entering the holiday with discipline, making more trips but with clear intent behind each one," the consumer research firm said in a June report.

Steak and quality win

As demand for beef holds up, consumers have shown clear preferences within the segment.

NielsenIQ said consumers increasingly view steak as the centerpiece of special occasions: an "affordable luxury" where they're willing to pay more for quality and the experience, while finding savings elsewhere when they shop for groceries.

The data also suggest consumers aren't simply searching for the cheapest protein. Instead, many are placing a greater emphasis on quality.

Shoppers reported increasing favor toward quality claims such as USDA Prime (42%), no added hormones (40%), grass-fed (37%), and no antibiotics ever (36%) when purchasing meat, according to NielsenIQ.

"Shoppers are looking past the label and into the story behind the meat," the firm said. "Claims tied to quality and sourcing are gaining ground as buyers seek confidence."

The demand has also benefited others in the industry, like Omaha Steaks, which told CNBC that consumers continue to prioritize gifting steaks even as they cut back elsewhere.

Cuts of beef are displayed at Handy Market on May 14, 2026 in Burbank, California.

Justin Sullivan | Getty Images

"Customers are still celebrating dad with premium proteins, but they're also being thoughtful about value and versatility," said Nate Rempe, president and CEO of Omaha Steaks last month as Father's Day approached.

The company said it has seen continued growth in its USDA certified tender top sirloin filet, a recently introduced value cut, with sales up 25% in the weeks heading into Father's Day this year compared to 2025.

Restaurants have also reported seeing benefits from the dynamic. LongHorn Steakhouse, among others, has seen a rise in diners seeking out steaks.

"The guests know they're getting high quality steaks when they come to LongHorn [Steakhouse]," said Rick Cardenas, CEO of the chain's parent company Darden Restaurants. "They get a great value. And it doesn't hurt that there's a high beef inflation in the market. And so the relative value looks a little bit better."

The key question for investors is how long the dynamic can last. Rebuilding the U.S. cattle herd could eventually increase beef supplies and ease prices, but that process takes years without the aid of imported supply. %!s()