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Olivia Rodrigo’s Sophomore Album Becomes Her Latest To Reach A Milestone

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@ 30/07/2026

Los Angeles Premiere Of Netflix's "Olivia Rodrigo: GUTS World Tour" - Arrivals

Olivia Rodrigo’s latest album You Seem Pretty Sad for a Girl So in Love is, impressively, only one space away from returning to the summit of the Billboard 200. The set debuted at No. 1 a little more than a month ago, earning the singer-songwriter her third career champion and continuing her perfect winning streak, as all three of her proper full-lengths have reached the peak spot.

You Seem Pretty Sad for a Girl So in Love holds in second place this week, while Rodrigo’s two previous albums continue to perform well on the same ranking. Her sophomore effort, Guts, brings the Grammy winner to a milestone she has reached only once before in her career.

Olivia Rodrigo’s Guts Reaches 150 Weeks

Guts slips only two spaces on the Billboard 200, falling from No. 53 to No. 55. The former champion has now spent 150 frames on the chart, which provides insight into what the 200 most-consumed albums and EPs in the U.S. are each week. In a little more than a month, Guts will likely reach 156 weeks – three years – on the tally.

Olivia Rodrigo Has Charted Two 150-Week Albums

Guts becomes Rodrigo’s second title to spend at least 150 weeks on the Billboard 200. Sour remains far and away her longest-running success, with 270 frames to its credit. The debut full-length, which introduced Rodrigo to the world more than half a decade ago, appears 10 spaces higher this frame, dipping slightly to No. 45.

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Olivia Rodrigo Has Landed Five Billboard 200 Albums

Rodrigo has sent five projects to the Billboard 200 throughout her career, including her three studio albums. She also reached the ranking in 2023 with Guts: The Secret Tracks, a short collection that debuted in last place, at No. 200. Last December, Live From Glastonbury (A BBC Recording) spent one frame on the roster at No. 47.

Her three main studio releases have all become immediate champions. You Seem Pretty Sad for a Girl So in Love already stands as Rodrigo’s second-longest-running No. 1 on the Billboard 200, with just a pair of frames in charge. Sour remains her longest-running champion, with an entire month — five frames — at the summit. Guts spent only one period in charge before stepping aside.

Olivia Rodrigo performs onstage at American Express Platinum Card x Olivia Rodrigo Concert on October 23, 2025 in New York City. (Photo by Christopher Polk/Billboard via Getty Images)

Billboard via Getty Images

Olivia Rodrigo’s Latest Album Lives Inside the Top 5 Everywhere

You Seem Pretty Sad for a Girl So in Love appears on six Billboard rankings this week, and it occupies a place inside the top five on every one of them. The set continues to rule the Top Alternative Albums and Top Rock & Alternative Albums charts, holding at No. 1 on both genre-specific tallies. It also remains at No. 2 on both the Billboard 200 and Top Streaming Albums rankings.

The project gains ground on another two purchase-focused lists. It rises from No. 6 to No. 3 on the Vinyl Albums chart and from No. 6 to No. 4 on the Top Album Sales ranking.

ForbesOlivia Rodrigo Pushes Multiple Singles To New Peaks On The Same ChartBy Hugh McIntyre

How Hill-Start Works On Manual Transmissions (And How To Drive Smoothly Without It) - Jalopnik

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@ 30/07/2026

A close-up of a person resting a hand on a manual transmission lever in a car.

Lordhenrivoton/Getty Images

Whether it's handling stop-and-go traffic or executing smooth and fast shifts, an automatic remains the superior choice for most drivers by nearly every measurable standard of on-road ease and comfort, and modern hill-start assist (HSA) is a perfect example of this gap. It works beautifully on an automatic, while on a manual, it merely gets you by, never quite matching that same seamlessness.

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In the simplest terms, HSA on a manual holds the brakes to keep the car in place until the car has enough torque to start moving forward. When you're ready to go, you modulate the clutch and throttle to accelerate. Granted, most HSA systems simply hold the brakes for a fixed two-to-three-second window before disengaging them. With these systems, pressing the accelerator releases the brake immediately, so the two-second window only plays out in full if you haven't gotten on the throttle yet. Helpful as it is, HSA on a manual still demands a bit of awareness. If you're too late, you'll have to break and start over. And if you don't notice you've started rolling back, it can spell disaster. Let's explore how HSA actually works on a manual and how to develop that same smoothness and balance on your own.

The inner workings of a manual car hill assist system

A car parked on a steep incline in a residential neighbourhood.

Imagenet/Shutterstock

Mechanically, modern HSA generally works with three parts: sensors, a central electronic control unit (ECU), and an ECU-controlled brake actuator that does the actual braking. Depending on the car model, sensors can read G forces, the incline angle, wheel torque, and even how much weight is pressing down on the car's suspension, sending all those readings to the ECU to work out how much resistance is holding the car back before telling the actuator how much brake force to apply. In many models, the release point isn't arbitrary — the brakes let go specifically once the clutch is disengaged to its biting point and engine torque reaching the drive wheels is enough to cancel out the pull of the slope.

Meanwhile, many other HSA systems don't rely on torque at all — they just give you a fixed window before the brakes disengage on their own, unless you press the gas pedal before that. Kia's, for example, holds for about two seconds after you release the brake pedal. Wait too long, and the car rolls back; get moving in time, and the brakes let go on their own. And the same goes for many other brands, including Ford. A third (and outdated) approach — often credited as the first HSA setup and introduced on the once great Studebaker's 1936 President –skips electronics entirely. A linkage runs straight from the clutch mechanism under the chassis into a mechanical brake-holding valve connected to the two pedals. Lifting the clutch tilts the valve and triggers the release of the brakes — no sensors, no ECU, no timer, just your foot doing the work.

How to smoothly handle hill starts in a manual without HSA

A person in a car holding the parking brake lever.

O_lypa/Getty Images

Except for Studebaker's forward-thinking 1936 President, HSA on manual cars didn't go mainstream until decades after the manual transmission itself. If you learned to drive after HSA became standard and want to master the skill yourself, keep in mind that riding the clutch on a hill is one of the worst habits a manual driver can have, and without HSA, that mistake becomes even more punishing. The most common technique for proper manual hill starts is the handbrake trick. It's easiest with an old-school lever, and a bit trickier with a button — people still can't seem to agree on how to best use the parking brake on a hill anyway. Either way, stop on the hill, engage the parking brake, and let the car rest. Once it's time to go, ease the clutch up with a touch of throttle until you notice the engine note shift and the car straining against the brake — that's your cue to release the handbrake/parking brake while rolling onto the throttle.

It takes some practice to get it right: Too much throttle jerks the car forward; too little stalls it. As such, be sure to take your time and try it somewhere safe and with plenty of visibility. If your car has an electronic parking brake, check whether it auto-releases — some do once you're moving off, but plenty still need a manual button press, so know which one you've got before you're on a hill. The other habit worth building is being quick and decisive with the pedal swap — brake to gas, no lingering. The less time you spend hovering and finding the clutch bite point, the less time the car has to start rolling back. It's less a technique than a rhythm, but it's the one that keeps your clutch and handbrake cable happy long-term. %!s()

No IMAX? Here's The Best Way To Watch 'Spider-Man: Brand New Day'

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@ 30/07/2026

No IMAX? No problem. You can still have a stellar experience with 'Spider-Man: Brand New Day', as long as you pick the right format.

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Spider-Man: Brand New Day arrives in theaters without one major premium format: IMAX. With Christopher Nolan's The Odyssey occupying IMAX screens, moviegoers instead face a different question: Which theater format offers the best way to experience Marvel's latest adventure?

When it comes to the latest Spider-Man movie, there’s as much talk about what formats you can’t see it in, as much as the ones you can. This all stems from the fact that you won’t be able to catch your friendly neighborhood Spider-Man in IMAX, which for a Marvel film is a bit of a Hulk smash. This is even though director Destin Daniel Cretton was quite open that he framed the movie with IMAX in mind, as he states clearly in this behind-the-scenes video.

Clearly, Spidey has never faced a foe as powerful as Christopher Nolan, as every IMAX screen is taken up by the juggernaut that is The Odyssey. As such, Spider-Man’s hopes of filling the biggest screens out there have been… well... dusted.

That’s not to say that IMAX hasn’t left its mark on the presentation. In all theatres with a ‘flat’, 1.85:1 aspect ratio, the film will be shown in the IMAX digital 1.90:1 aspect ratio – which is virtually the same, with only a sliver of a pillar-boxed black bar at the edges. This won’t be quite the same as one of the key things that makes IMAX so effective is that the screens are so large that the extra parts of the screen fill your peripheral vision, which simply isn’t the case on other screens. However, if you want to see it in the version with picture information top and bottom, then your best bet is to find out which screen has a flat ratio and pick that one.

Shot For ScreenX

To make up for the lack of IMAX, another format offers a unique take for the movie and that’s ScreenX. ScreenX is a movie format that offers a 270-degree view of the action, with extra picture information to the sides of the screen. For most movies offered in the format, this is normally derived from secondary camera angles and computer-generated imagery (CGI), but for Spider-Man: Brand New Day, ScreenX’s founder company CJ 4DPlex has said it worked directly with the filmmakers to create footage specifically for the movie. Taking a leaf out of the IMAX marketing playbook, it has called this Shot for ScreenX.

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As such, this would be a potentially interesting choice for those looking to get a unique experience, and the thought of Spidey swinging all the way across the theater does have appeal.

To get all your Spidey senses tingling, there’s even ScreenX in 3D, for an even more immersive experience. But location is everything. While I spotted that this is available in Regal in the U.S., at my local Cineworld featuring ScreenX, only 2D was available.

4DX

Another way to feel as if you’re flying around New York with our favorite web-head is to go for 4DX, which is where the seats move in sync with the action, along with thumps in the back timed with explosions, flashing lights, smoke, smells and even splashes of water. It all very theme park – which is why it should work so well for Spider-Man: Brand New Day. In the UK, Cineworld has this combined with 3D as well, while in the US, you’ll be able to choose a 4DX 2D only should you wish. The issue with 3D here is that unless your local 4DX has upgraded to a laser projector, it won’t be a good experience, as the dimmer, 2K resolution images make for a dark and dingy view. Check for laser listings on the website.

Standard PLF

In lieu of IMAX, most cinema chains offer a premium large format screen, which offers an extra-large screen and usually, but not always, 4K laser projection and Dolby Atmos audio for an immersive sound experience. The seating will also be a bit more premium. In the UK, these come under Cineworld Superscreen, Odeon iSense, or OmniplexMAXX, while in the U.S., you’ll find them at Prime at AMC and AMC XL, Regal RPX, Cineplex UltraAVX, and Cinemark XD.

HDR by Barco and Dolby Cinema

While neither of these brands will appreciate being lumped together, they offer fundamentally similar experiences, in that you get images with increased dynamic range, powerful and precise Dolby Atmos audio and raked, premium seating so you get a clear view and a comfortable posterior.

HDR by Barco projection can hit 300 nits of brightness in 2D giving a container high enough for an image that is considered true high dynamic range by the DCI. Dolby Cinema goes up to 108 nits in 2D, so is officially extended dynamic range but is considered to have the edge for absolute black levels. Its auditoriums are also very blacked out and many have a cool curved screen as you enter the screening room showing images and footage from the movie.

HDR by Barco is growing, and its website currently lists 47 locations as of writing, while Dolby Cinema has over 300, with most operated in the US by AMC.

In the US and in Europe, you can find Spider-Man: Brand New Day, showing in both 2D and 3D in both of these formats, except in the UK, where Odeon, which operates Dolby Cinema, is only presenting it in 2D. Vue, which offers HDR by Barco under its EPIC branding, has both 2D and 3D showings.

This means that, assuming you don’t want to give ScreenX a try, the ideal format for the movie will be one of these formats with a flat screen, giving you the flat ratio for the tallest pictures, 3D and Dolby Atmos in one.

Standard 2D/3D

The final formats to tick off will be standard screen, with again both 2D and 3D options available. As ever, even if you’re a fan of the latter, it is only worth considering if you can be sure the screen has a laser projector. Nobody should be subjected to 3D in a cinema on a Xenon lamp-based projector. %!s()

Bryan Johnson says he might have taken 'this whole longevity thing too far'

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@ 30/07/2026

Bryan Johnson says he might have taken 'this whole longevity thing too far'

Lakshmi Varanasi

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Longevity evangelist Bryan Johnson says he is having second thoughts.

The tech entrepreneur, who has transformed his body into a highly measured experiment in antiaging, is now expressing some doubts about his famous work.

"Been thinking things over and wonder if I've taken this whole longevity thing too far," Johnson wrote on X on Thursday.

For someone who has so enthusiastically devoted so much time and money to this experiment, it was easy to wonder whether he had been hacked. A day earlier, he said people may live to be 500 years old.

Johnson spoke at Business Insider's Long Play event in April. He laid out some of his top tips for living longer, which included no drinking and lots of sex. He criticized Silicon Valley's "monk mode" culture, in which founders like to say they will forgo dating "until Series B."

"What founders don't realize is when you don't take care of your health, you are shitty code," Johnson said.

It's been an eventful year in Johnson's campaign against aging. Earlier this month, he said he had been diagnosed with gastritis — an autoimmune condition in which the immune system attacks the stomach lining — that had gone undetected for years despite his extensive health testing. After the diagnosis, he said he would try to reverse what is considered by doctors to be an incurable condition.

He also took a healthy dose, twice, of psilocybin mushrooms, which, rather famously, can impact how one sees the world. He livestreamed his experience while taking almost 5 grams of the B+ strain of Psilocybe cubensis.

After analyzing the data, Johnson said the mushrooms offer "a compelling case for longevity potential."

"Psilocybin calmed my body and mind," he added.

Since selling the payments company Braintree, Johnson has spent millions a year in a regimented program to reverse aging. He officially launched Project Blueprint in 2021.

His protocol has included an early bedtime, a tightly controlled diet, daily exercise, supplements, prescription drugs, frequent bloodwork, scans, an omnipresent team of doctors, and experimental treatments. He has described himself as perhaps the most biologically measured person in history.

Can You Imagine a 2027 Mercedes-Benz C-Class Sedan That’s Electric? You Can Have One If You Want

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@ 30/07/2026

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2027 Mercedes-Benz C400 4Matic

Mercedes-Benz

2027 Mercedes-Benz C400 4Matic rear

Mercedes-Benz

2027 Mercedes-Benz C400 interior

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Mercedes-Benz

2027 Mercedes-Benz C400 4Matic

Mercedes-Benz

Images View Photos

front three quarter view silver sedan driving on winding mountain road at sunset, guardrail and hills.

Mercedes-Benz

MSRP

$55,000

est

HIGHS

Long estimated driving range, upscale interior trimmings, good ride and handling balance.

LOWS

Overabundance of screens inside, lack of rear-seat footroom, glass roof doesn’t entirely block out the sun.

VERDICT

The electric version of the C-class eliminates much of the weirdness of Mercedes’ earlier EQ efforts and feels more like a conventional luxury sedan.

By Austin Parsons

Overview

The Mercedes-Benz C-class has always served up the luxurious trappings expected from the brand in a compact sedan wrapping, and now it's going electric for the 2027 model year. Like its gas-drinking counterpart, the C-class EV shrouds its occupants in world-class environs, blending traditionally opulent finery with modern tech. Nappa leather seats and high-quality materials live up to Mercedes's notoriously high standards, and its dash-spanning display is a tech geek's dream.

The C400 4Matic features two electric motors working in tandem to make 482 horsepower. All-wheel drive comes standard. We estimate that the C-class EV should deliver around 400 miles of electric range, which would make it a strong offering in its segment. The C-class EV also aims to be the "sportiest C-class ever," with its chassis, suspension, and steering all geared towards driving enjoyment without losing S-class-like ride comfort.

Expert Tip: If you don’t need C-class space and want to save some coin, the Mercedes-Benz CLA-class EV is a smaller, entry-priced alternative.

Video poster

What's New for 2027?

The C-class EV is an entirely new model in Merc's electric lineup. It features a vastly different look to the standard gas-powered C-class, with a gaping front maw and rear-end treatment that brings it in line with Mercedes's newest design direction.

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EV Motor, Power, and Performance

EV Motors: 482-hp dual motor
Drivetrain: all-wheel drive

The C-class EV features two electric drive motors—one at the front and one in the rear—that work in tandem to deliver a total of 482 horsepower. As a result, all-wheel drive comes standard. However, the motor on the rear axle is the only one that is operational full-time, with the front-mounted motor only springing into action when needed. During constant-speed highway driving or other low-load scenarios, the front electric motor automatically decouples to boost efficiency. An air suspension and rear-wheel steering are available as options.

When we drove the C-class EV in Finland, we found it to offer a smooth ride and surprising agility, but we’ll reserve our final judgment to when we drive it on less-than-perfect road surfaces. We didn’t like the unpredictability of the regenerative braking in Intelligent mode, but there are also steering-wheel paddles that allow you to adjust the level of regen manually.

0–60-MPH Times

C/D Estimated 60-mph Time: 3.8 seconds

In Comparison: Mercedes claims that the C-class EV should be capable of a 3.9-second 60-mph sprint, but we think it will be slightly quicker. That would make it quicker than the base BMW i4 xDrive40 and the Audi A6 e-tron.

Range, Charging, and Battery Life

EPA/Claimed EV Range: 400 miles

The C-class EV rides on Mercedes-Benz's new 800-volt architecture. It comes with a 94-kWh battery pack, and the company says that the C400 4Matic has a DC charging capacity of up to 330 kW at an 800-volt charging station. By Mercedes estimates, that should allow the C-class EV to gain up to 202 miles of range in just 10 minutes. Based on the range numbers generated on the notoriously generous European WLTP test cycle, we think that the C-class's EPA estimate will be around 400 miles. Every C-class EV also comes with a DC converter that allows for charging at 400-volt Tesla Supercharger stations.

Interior, Comfort, and Cargo

First Row: As to be expected of any of Mercedes's offerings, the C-class EV's cabin prioritizes high-quality materials and beautifully finished surfaces. The seats are swathed in supple nappa leather upholstery, and trim options include a white open-pore natural fiber look or open-pore birch wood in gray or brown. The interior's atmosphere is undeniably upscale, especially if you're a technophile. A 12.3-inch digital gauge cluster, 17.7-inch central touchscreen, and 12.3-inch passenger display merge into a continuous display that dominates the entirety of the dashboard.

Second Row: We sat in the C-class EV’s rear seat and found it to be comfortable, though there’s limited foot room under the front seats. There is slightly more headroom in the second row compared to the standard C-class, thanks to its longer wheelbase. When fitted with the optional panoramic sunroof, rear-seat passengers get to look up through a lengthy stretch of class with 162 tiny, illuminated stars integrated into the panel.

Cargo Capacity: Mercedes lists the C-class EV's cargo capacity at 17 cubic feet, which is 5 cubic feet more than in the gas-powered C-class. There’s also a small frunk.

Infotainment and Connectivity

Infotainment: 17.7-inch touchscreen
Connectivity: Bluetooth, wireless Apple CarPlay and Android Auto
Audio System: Burmester 4D Surround Sound audio system (optional)

The brand's dash-spanning display is a cool-looking piece of tech, situating three screens—a 12.3-inch digital gauge cluster, a 17.7-inch central touchscreen, and a 12.3-inch passenger panel—beneath one sheet of glass. The infotainment system responds to voice prompts, finger taps, and steering-wheel controls and allows occupants to stream video from apps like YouTube and Disney+ when the car is stationary. Benz also offers two head-up displays, with the more costly option featuring augmented-reality overlays.

As more information becomes available, we'll update this story with more details about:

Fuel Economy and Real-World MPGe
Safety and Driver-Assistance Features
Warranty and Maintenance Coverage

Specs panel icon

Specifications

Specifications

2027 Mercedes-Benz C400 4Matic Electric
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door sedan

PRICE (C/D EST)
Base: $55,000

POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 215 hp, 221 lb-ft
Rear Motor: permanent-magnet synchronous AC, 402 hp, 369 lb-ft
Combined Power: 483 hp
Combined Torque: 590 lb-ft
Battery Pack: liquid-cooled lithium-ion, 94 kWh
Peak Charge Rate, AC/DC: 9.6/330 kW
Transmissions, F/R: direct-drive, 2-speed automatic

DIMENSIONS
Wheelbase: 116.6 in
Length: 192.2 in
Width: 74.5 in
Height: 59.2 in
Trunk Volume, F/R: 4/17 ft3
Curb Weight (C/D est): 5000 lb

PERFORMANCE (C/D EST)
60 mph: 3.8 sec
100 mph: 12.0 sec
1/4-Mile: 12.5 sec
Top Speed: 130 mph

EPA FUEL ECONOMY (C/D EST)
Combined/City/Highway: 100/105/95 MPGe
Range: 400 mi

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