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Apple TV teases ‘Matchbox,’ ‘Neuromancer,’ ‘Dark Matter’

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Apple TV paid a visit to San Diego Comic-Con, hosting a two-hour panel and revealing new trailers for “Dark Matter,” “Neuromancer,” and the loosely toy-based “Matchbox The Movie.”

Just like any major media company that streams movies and TV shows, Apple held a lengthy two-hour panel at San Diego Comic-Con. The panels are usually an opportunity for fans to see stars talk about past and upcoming projects, as well as the reveal of new trailers for inbound releases.

As part of Saturday’s panel, Apple introduced a trio of new trailers for two shows and a movie.

Matchbox The Movie

Hall H was given the first look at a new Apple Original Film based on a Mattel toy franchise. Coming from Skydance Media and Mattel Studios, “Matchbox The Movie” stars John Cena, Sam Richardson, and Jessica Biel, and takes an unusual direction.

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While the usual expectation would be a very toy-focused approach, the film instead seems more like an homage to “The Fast and The Furious.” The toys do still appear in the film, though.

Cena stars as an undercover CIA agent who returns to a small town and teams up with a group of his childhood friends. Cue an international pursuit to save the world with lots of vehicular stunts.

“Matchbox The Movie” will air on Apple TV on October 9.

Neuromancer

AppleInsider first heard about “Neuromancer,” based on the William Gibson novels, in February 2024. More than two years later, there’s a trailer for the show.

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A ten-episode series, it stars Callum Turner, who made a surprise virtual appearance for the panel. It also counts Briana Middleton, Mark Strong, Joseph Lee, Peter Sarsgaard and Clemence Poesy in its cast.

The show follows top-tier hacker Case, who lands in trouble involving high-stakes crime and espionage with assassin partner Molly, and a heist on a corporate dynasty.

Produced by Paramount Television and Anonymous Content, “Neuromancer” will premiere on Apple TV with two episodes on July 22, 2027, followed by one episode a week until March 19.

Dark Matter Season 2

Apple offered a sneak peek of the second season of “Dark Matter” in April, and continued the charge with a full trailer at Comic-Con.

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Based on the novel by Black Crouch, the first season had physicist-professor Jason Dessen be abducted and taken to an alternate version of his life, and followed his attempts to return back home. The second season has Dessen getting used to a quiet life in a seemingly safe world, until they are forced to run once again.

Starring Joel Edgerton and Jennifer Connelly, the cast also includes Alice Braga, Jimmi Simpson, Oakes Fedley, Amanda Brugel, and Dayo Okeniyi.

This time, there will also be “Dark Matter: The Official Podcast” accompanying the show. Author Crouch and executive producer Jacquelyn Ben-Zekry will discuss the show’s biggest moments, the creative process, and the science behind the multiverse.

Produced by Sony Pictures Television, “Dark Matter” will premiere on Apple TV from August 28, 2026, with one episode a week released until October 30.

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Three Astronauts Safely Return from Space Station, Landing in Kazakhstan Steppe

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“Welcome home!” NASA posted on X.com, sharing footage of a successful “parachute-assisted” landing on a Kazakhstan steppe for the Soyuz MS-28, carrying three astronauts who’d spent 241 days on the International Space Station. (And YouTube has a full two-hour video with NASA’s coverage of the landing.)

A NASA web page notes they orbited Earth 3,856 times and traveling more than 102 million miles after docking with the Space Station on November 27. It was the first mission for NASA astronaut Chris Williams and Roscosmos cosmonaut Sergei Mikaev (and the second mission for Roscosmos cosmonaut Sergey Kud-Sverchkov). “After routine post-landing medical checks, recovery teams will fly the crew by helicopter to Karaganda, Kazakhstan. Williams then will board a NASA aircraft bound for the agency’s Johnson Space Center in Houston.”

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The last Space Shuttle returned to Earth 15 years ago

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SCIENCE

So, how are those commercial replacements working out for you, NASA?

This week marks 15 years since a Space Shuttle last returned from orbit and the end of NASA’s Space Shuttle program.

Space Shuttle Atlantis landed at the Shuttle Landing Facility (SLF) at Kennedy Space Center 15 years ago this week, marking the final mission for the program.

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STS-135 was originally designated STS-335, the Launch On Need (LON) mission for the previous STS-134 flight of Space Shuttle Endeavour. LON missions had been a feature of the Space Shuttle program following the Columbia disaster.

If a Space Shuttle was damaged, another could be launched at short notice to rescue the crew. NASA assigned Launch On Need flights separate STS-3xx designations, so the rescue mission for STS-116 was STS-317, STS-117 was STS-318, and so on. There were exceptions (a notable one was the STS-125 Hubble servicing mission, which had STS-400 ready to go if anything went wrong), but the Space Shuttle program should have ended with STS-134.

However, lawmakers and NASA managers opted to make STS-135 the final Space Shuttle mission. There could be no Launch On Need mission waiting in the wings this time around – the Space Shuttle program was being wound down – so the crew would have had to come down from the International Space Station (ISS) aboard Soyuz capsules if Atlantis could not return to Earth safely. There were also only four crew members, a figure not seen since the STS-6 mission of Challenger in 1983.

The crew was commanded by Christopher Ferguson, who would later join Boeing’s Commercial Crew Program and was assigned to (although did not fly) Boeing’s calamity capsule, the Starliner. The pilot for STS-135 was Douglas Hurley, who went on to fly the first crewed test flight of SpaceX’s Crew Dragon in 2020. Rounding out the crew were mission specialists Sandra Magnus and Rex Walheim.

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The launch occurred on July 8, 2011, and Atlantis returned from orbit on July 21, bringing the Space Shuttle program to a conclusion.

It wasn’t, however, the end of crewed spaceflight for the US, although the gap that followed was considerably greater than expected or hoped. After the Space Shuttle retired, the US was dependent on Russia for getting its astronauts to and from the ISS. NASA later awarded Commercial Crew contracts to SpaceX and Boeing to restore launches from US soil, but it took SpaceX until 2020 to get the first humans to the outpost, and Boeing until 2024.

The latter’s mission was marked by ignominy due to failures and faults during the mission that meant managers opted to send the capsule back to Earth empty from the ISS and have the Starliner flight test crew return in 2025 aboard a SpaceX vehicle. NASA and Boeing have yet to set a definitive date for when a crew might venture to the ISS once again aboard Starliner.

All of which, 15 years after a Space Shuttle returned from orbit for the last time, has left the US space agency in a bit of a pickle. Instead of depending on the Space Shuttle, the plan was to reduce risk and add redundancy to US capabilities with two providers, but things haven’t worked out that way. To make matters worse, there is uncertainty about how much longer SpaceX will continue to fly the Crew Dragon beyond its contracted missions. The vehicle is reusable, but no more are planned to be manufactured, and SpaceX reckons that each should be good for 15 flights, with some refurbishment.

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This should be enough to get through to the end of the ISS program and beyond, but in the longer term an alternative will be required. For SpaceX, this will likely be Starship.

The fate of the Space Shuttles themselves is also not completely set. Atlantis has been staged in a facility at Kennedy Space Center as if in orbit, and the California Science Center has mounted Space Shuttle Endeavour on an external tank and solid rocket boosters, as though ready for launch. The fate of Space Shuttle Discovery is, however, uncertain. Certain lawmakers would very much like to transport the retired orbiter from the Smithsonian’s Steven F. Udvar-Hazy Center in Virginia to Houston, Texas.

For others, well, there’s always a used Orion capsule. ®

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Apple targets WWDC 2027 for smart glasses but is still deciding on the camera question

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TL;DR

Apple is aiming for a WWDC 2027 smart glasses unveil and is debating whether to include a camera amid the privacy backlash Meta created

Apple is currently aiming to unveil its first smart glasses at next June’s Worldwide Developers Conference, with a consumer release by the end of 2027, according to Bloomberg’s Mark Gurman. But the company’s engineering and marketing teams are still wrestling with a question that will define the product: whether its glasses should include a camera at all. The teams developing the device, code-named N50, within Apple’s Vision hardware group see privacy as the top priority, Gurman reported on Saturday.

That caution is a direct response to the backlash Meta created. Meta has sold more than seven million pairs of its Ray-Ban smart glasses, but the product’s camera has become a lightning rod for privacy complaints, with women being secretly filmed in public and Kenyan data workers reporting they were asked to review intimate footage captured by the devices. Apple executives are acutely aware that simply entering the same category risks undermining a privacy reputation the company has spent more than a decade building.

Apple is planning safeguards that go beyond what Meta and Samsung have offered. The company will favour on-device processing, eschew facial recognition, and avoid anything resembling Meta’s proposed “super-sensing” mode, which would continuously analyse a wearer’s surroundings without activating the recording indicator light. Apple also does not plan to follow Meta’s practice of having contractors review footage captured by its glasses, having already dealt with a similar controversy around its Siri voice assistant.

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One option Apple executives have debated would include the full camera system but disable photo and video recording entirely, limiting the cameras to feeding visual data into AI tools that identify objects and places. Another prototype eliminates the camera hardware altogether, retaining hands-free Siri access, music playback, and phone calls without any recording capability. Both approaches would sacrifice what has made Meta’s glasses popular: effortless first-person video of holidays, children, and sporting events.

The privacy problem is not theoretical. Apple is entering one of the most important product cycles in its history, with the 20th anniversary iPhone, a second-generation foldable, camera-equipped AirPods, and new Macs all expected in 2027. Courtrooms across New York State have already banned smart glasses, Royal Caribbean has barred them from casinos, restrooms, and children’s areas, and Samsung has called the privacy situation an “industry-shared problem” requiring a collective fix.

The glasses were originally targeted for introduction later this year under the N50 code name, but Apple delayed the timeline partly to refine its privacy message. The company knows from experience that good intentions do not prevent misuse: its AirTags, designed to locate belongings, quickly became associated with stalking. Camera-equipped glasses will inevitably face similar problems, and Apple will likely spend years updating software and working with regulators to address them.

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Why businesses are bracing for more volatility in 2026

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The first half of 2026 has been marked by waves of economic uncertainty. From fuel prices to inflation to market dives, here’s why leaders should stay flexible as they prepare for the uncertain months ahead.

Furthermore, it has been marked by significant economic volatility. Business leaders have had to navigate a uniquely unpredictable market defined by wild swings in gas prices, better-than-expected inflation readings, jumpy consumer behavior and jittery markets.

Close up Crypto trading

Close up crypto trading,Photo by Rafael Minguet Delgado

As leaders look to the months ahead, they are bracing for more volatility. Here’s a quick snapshot of the past six months and a look at how flexibility will define success in the latter half of 2026.

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Unpredictable Fuel Prices

In 2025, EY noted that fuel would be a difficult area of the economy to prepare for in the short term. While some market conditions appeared favorable, EY also noted that the global nature of the oil, gas and chemicals sector continued to create uncertainty.

In 2026, that prediction has been proven true more than once. By March, gas prices jumped sharply in reaction to global supply concerns. Crude oil prices rose quickly, pushing prices at the pump from $2.98 per gallon of regular gasoline in late February to $4.08 per gallon on April 2, more than a dollar in just over a month.

Easing tensions in late spring led to a quick drop as supply fears faded. All seemed to be heading back to normal. But by mid-summer, prices were on the rise again as potential oil supply chain disruptions once again became a topic of concern.

While there is no clear indicator of what is to come next, a year ago EY was already saying that companies will face a degree of uncertainty that will be higher than has been seen in several years. This won’t necessarily lead to higher fuel prices and less activity in the latter half of 2026. But it is a distinct possibility, and businesses are clearly bracing for the unknown.

EY added that even in the oil, gas and chemicals sector itself, businesses are looking for ways to manage the uncertainty. Mergers and acquisitions will likely continue, fueled by companies looking for cost advantages that reinforce their ability to survive economic downturns.

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Inflation and Markets Aren’t Helping Ease Volatility

While gasoline prices have a trickle-down effect on the global economy, there are other factors that are exacerbating the current state of the economy, as well. Once again, these are a melting pot of good and bad news that is making it increasingly difficult for leaders to predict what comes next.

For example, in June, the Consumer Price Index (CPI) reading dropped by 0.4%. This brought the annual inflation rate down to a less-than-expected 3.5% reading. This was pleasant news for consumers and business owners alike.

Despite the good news, a simultaneous tech sell-off in June hit stocks hard. The tech sector was particularly vulnerable, and in a single day early in the month, the Nasdaq dropped by 4.1%, resulting in the loss of an entire month of gains. The sell-off has continued in fits and starts, and as of this writing, even the much-lauded ticker for an industry-leading space company has dropped below its IPO price within weeks of meteoric initial gains.

Planning in an Unplannable Economy

The one predictable thing in the current economy is that nothing is consistent. Good news and bad news are balanced, pulling markets in different directions and leaving many businesses bracing for more economic volatility in the months to come.

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The hardest part of the equation is the fact that few, if any, of these developments are actually resolved. Gas prices, for instance, could continue to rise, limiting consumer spending. But they could also find relief if geopolitical tensions ease again. If that were to happen, it could open opportunities for businesses to take advantage of improved consumer sentiment.

The real factor all business leaders should be investing in isn’t predicting an accurate roadmap for the next few months. Instead, they should be investing in adaptability, resiliency and contingency plans. The more leaders can maintain a degree of flexibility through things like cash savings and flexible decision-making, the more likely they will be to make the most of the months ahead.

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Smart glasses distrust will be a a challenge for Apple Glass

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The eventual launch of Apple Glass is still expected in 2027, but based on how people distrust Meta’s smart glasses, Apple may have a challenge ahead of it.

Smart glasses have been rumored to be in development at Apple for quite a while, and aren’t expected to emerge from Cupertino anytime soon. But, when Apple actually does ship them, it will have to deal with the problem of privacy.

In Sunday’s “Power On” newsletter for Bloomberg, Mark Gurman discusses the privacy implications of smart glasses. Specifically how Apple must work hard to counter the distrust of consumers who are jaded by versions sold by Meta.

Apple will be introducing its first smart glasses at WWDC in 2027, Gurman writes, followed by a consumer release by the end of the year. The summer launch is intended to give developers an opportunity to start building apps before the public gets a chance to buy the hardware.

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It’s apparently taken so long to get the glasses ready because Apple is concerned with how it maintains its image of maintaining privacy. Something both the engineering and marketing teams at Apple are working on.

While Apple’s Vision hardware group insists privacy is the top priority, it has to contend with what’s already on the market. When it comes to smart glasses, that means the releases from Meta.

Though Meta does get some credit for being a commercial success when it comes to smart glasses, it’s only part of the story. Meta’s reputation for failing when it comes to privacy protection has become an anchor around its neck.

This has had the result of poisoning the well when it comes to consumers. People are not content with being around people wearing cameras on their head, due to the possibility of being recorded while conducting everyday activities in public.

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While the world is used to smartphone cameras being a problem, the stealthy nature makes smart glasses seem worse to consumers. Meta has worked to ally those privacy fears, including using an indicator light that disables recording if it’s been tampered with by the user.

The Apple Way

Apple wants to include similar protections, but it does so with a reputation for privacy to uphold. While it could use the same privacy-forward messaging, Apple is also going to try to distinguish itself from rivals in various ways.

The favoring of on-device processing and avoiding features like facial recognition or Meta’s “super-sensing” mode should help Apple. Add in a pledge not to use the cameras or recordings for AI model training and steering clear of using third-party contractors to review footage could help too.

Apple’s also working on a number of hardware and software-based privacy features, with the glasses in mind.

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There’s also the prospect of Apple eliminating the camera element, and instead providing access to AI features, calls, and audio without visual assistance. Apple has apparently already prototyped something similar.

Executives have considered the possibility of including cameras, but just for the AI tools to see the world.

This would be similar to the idea of external cameras on the rumored AirPods Pro, so AI can identify real-world items and mention environmental elements to the user. Not for users to take photographs or videos at all.

Apple has a tough challenge ahead of it in convincing the world that its smart glasses aren’t privacy-destroying devices. At least the company has a year to refine its plan before it needs to brace the users for the release.

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15 Of The Coolest Jaguar Designs Of All Time

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It isn’t unusual for carmakers to launch new models or even new sub-brands in an attempt to push their lineup upmarket. Relaunching an entire brand to push upmarket is another matter entirely, but that’s exactly what Jaguar is currently in the process of doing. Sales of its existing models were slow, so Jaguar wiped the slate clean and is now replacing its entire lineup with the all-new Type 00 EV.

To say the Type 00 has proved polarizing would be an understatement. Its unusual design attracted a huge wave of criticism, although plenty of people eventually came around to the car’s looks. At the time of writing, it remains to be seen whether or not this unprecedented gamble will pay off, but given the controversy surrounding the design of Jaguar’s new-era electric GT, it seems like a great time to look back at some of the brand’s coolest designs to date.

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Jaguar CX-75

About a decade before Jaguar staked its future on large, luxury all-electric GTs, it previewed a car that could have seen the company head down a very different path. The CX-75 is arguably one of the biggest what-ifs in Jaguar’s history, and it has continued to attract plenty of attention from both enthusiasts and collectors even 15 years after its unveiling. The first CX-75 concept car broke cover in 2010, and by 2012, Jaguar had built several fully working prototypes with assistance from Williams Advanced Engineering.

The car was unlike anything Jaguar had built before, with an F1-inspired powertrain and a carbon monocoque chassis. Its 1.6-liter gas engine produced 500 horsepower and it was assisted by electric motors that pushed its top speed to over 200 mph. Jaguar executives greenlit the car for production in 2011, only to backtrack a year later and scrap the project entirely. Speaking to Autocar at the time, brand director Adrian Hallmark blamed the economy, saying that “we feel we could make the car work, but looking at the global austerity measures in place now, it seems the wrong time to launch an £800,000 to £1 million supercar.”

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Although it never reached production, the CX-75 did end up featuring in the James Bond movie “Spectre.” Seven replica cars were built for filming, albeit with a 5.0-liter supercharged V8 engine rather than the complex F1-style hybrid system of the planned production car. Former Jaguar chief designer Ian Callum also built a one-off road legal CX-75 from a former stunt car, unveiling it in 2024.

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Jaguar E-Type Series I

One of the most commonly repeated pieces of trivia about the Jaguar E-Type is that Enzo Ferrari once called it the most beautiful car in the world. Whether Ferrari actually ever uttered those exact words is debated, since the only surviving accounts of his quote come from people who allegedly overheard them at the 1961 Geneva Auto Show. Either way, Ferrari was clearly impressed with the Jaguar when he first saw it, and it hasn’t lost any of its charm in the intervening decades between then and now.

While the original Series I design is arguably still the most iconic, Jaguar continually tweaked the car over the course of its production. It also boosted the car’s power output to keep it competitive with its ever-changing roster of competitors. The car proved hugely popular with celebrities and collectors when it launched, and it remains that way today. Many high-profile collectors like Jay Leno have their own restored E-Types, and the most pristine examples can fetch more than $200,000 at auction.

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Jaguar XJS

Designing a follow-up to an icon like the E-Type was always going to be a difficult task. It didn’t help that the XJS (initially known as the XJ-S) was a different kind of car to its predecessor, focusing more on luxury cruising than traditional sporting prowess. Like many Jaguars since, the XJS also suffered from build quality issues, and it developed a reputation for being especially difficult to maintain and repair.

Its mixed reputation kept prices for used examples low for decades, but in recent years, the XJS has started to gain increasing momentum as a collectors’ car. Prices are up and interest in restomods like the TWR Supercat is high, with V12-engined versions carrying a premium.

In recent decades, V12 engines in general have become increasingly rare, and it certainly helps that the XJS’ looks have aged much better than most of its mechanical components. Less well looked after examples still have a tendency to fall apart and rack up eye-watering repair bills as a result, but when they’re working, few other cars at their price point offer the same combination of power, sophistication, and style.

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Jaguar F-Type Project 7

The original F-Type was already a good-looking car, but Jaguar added in some extra design touches from the Le Mans-winning D-Type when it launched the F-Type Project 7. The graphics on the front and side are a tribute to the classic racer, as is its lack of a roof. It does technically come with a removable soft top, but it can only be used at lower speeds. That makes it highly impractical for the wet, windy British weather that usually blankets the country during the winter months, but the Project 7 was never meant for daily use.

Unlike the regular F-Type, the Project 7 was designed more for the track than the road. It was priced like an exclusive track day toy, too, with a retail price of £135,000 at launch, equivalent to around $214,000 at the time. Its 567 horsepower V8 engine wasn’t much more powerful than an F-Type R, but with a production run of just 250 examples, it was far more rare than any other F-Type variant. Arguably, it looked better than all of them too, with its classic racer-inspired design elements being blended with cutting-edge aero and carbon-ceramic brakes.

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Jaguar XK120

Alongside the E-Type, the XK120 is one of the most instantly recognizable cars in Jaguar’s history. It was first unveiled in 1948 and takes its name from the XK engine under its hood and its claimed top speed. In the end, it turned out to be even faster than its 120 mph claim, reaching 126.448 mph in testing. That was a record for a production car at the time, and it made what was already a very desirable car even more appealing to buyers.

Jaguar originally intended to build only 200 examples of the car, but it became so popular that more than 12,000 examples were eventually sold. The last example left the factory in 1954, with the car’s replacement, the XK140, debuting shortly after. The XK140 featured heavier bumpers to meet the demands of the U.S. market, as well as a new grille. Although it was a more capable car, it’s arguably not quite as good looking as the original XK120.

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Jaguar XKR-S GT

Before the F-Type came along, there was the XK grand tourer. In top-spec XKR-S form, it featured a supercharged V8 engine with around 540 horsepower on tap. It was relatively under-the-radar compared to most of its competition, but still had plenty of appeal to those in the know. To celebrate the end of its production run, Jaguar gave the car a racing-inspired makeover, and the result was the limited-edition XKR-S GT.

It was described by Jaguar at launch as being “the ultimate track‑focused but road‑going iteration of the XK,” with a laundry list of changes compared to the regular XKR-S. The rear wing and additional aero bits were the biggest visual differences, but Jaguar’s engineers also created a bespoke suspension for the car, as well as adding new carbon-ceramic brakes, revised steering, and plenty of other smaller tweaks.

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To reduce the car’s weight, Jaguar also removed the car’s rear seats, and swapped the front seats to racing-style bucket seats. One of the few things that wasn’t changed was the supercharged V8, although it sounded even better thanks to the reduced soundproofing in the XKR-S GT. These alterations helped make the car far more expensive than its series-production counterparts, and it was much rarer too. Jaguar built 30 examples for the U.S. market out of a total of 50 cars, and charged around $175,000 for the privilege of owning one.

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Jaguar C-Type

Today, Jaguar’s only global-level motorsports team competes in Formula E, but historically, it has been most closely associated with endurance racing. The company won the 24 Hours of Le Mans seven times, making it the fourth most successful brand in the race’s history. Only Ferrari, Audi, and Porsche have more overall wins. The first Le Mans-winning Jaguar was the C-Type, which took the crown in 1951.

The car was designed using a mix of brand new parts and parts borrowed from the XK120. Its engine and transmission both came from the latter, but its bodywork was all-new. Its shape was the work of Malcolm Sayer, a former aircraft designer who, before he was commissioned to work on the C-Type, had just returned from Baghdad University in Iraq. 

According to historian Philip Porter as reported by the BBC, it was during this time teaching in Baghdad that Sayer met a German professor who taught him “a system of designing shapes mathematically” that he’d subsequently employ when designing the C-Type. Sayer later played a key role in designing both the D-Type and E-Type. He reportedly never cared much for the aesthetics of his cars, instead preferring to focus on their aerodynamic efficiency. Nonetheless, the C-Type and its successors are arguably among the best looking cars of their respective eras, as well as being fiercely competitive on track.

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Jaguar Mark II

One of Jaguar’s best-known classics is the Mark II, which was produced between 1959 and 1967. Rather than being an all-new car, it was instead a facelift of the brand’s older saloons, which are collectively known today as Mark I models. The Mark II was a significant improvement over its predecessors both in looks and in performance, and it was far more popular with buyers.

It’s still a favorite among collectors who like to regularly drive their cars, because it’s both comfortable and fast by the standards of the era. Decades after its unveiling, in 1993, the Mark II’s design became the subject of an unusual tribute, when Japanese boutique carmaker Mitsuoka borrowed its looks for its Viewt city car. It is, to put it nicely, a bit of a head-scratcher.

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Bizarrely, the Viewt was based on the JDM Nissan Micra, and only produced a little over 100 horsepower. That means a well-specified Mark II, particularly one with the 220 horsepower 3.8-liter six-cylinder engine, would still be able to comfortably outpace a Viewt, despite being roughly half a century older than its cheap Japanese imitator.

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Jaguar XK180

Long before the CX-75, Jaguar built another forward-thinking prototype that never ended up making it to production. The XK180 was built in 1998 to celebrate the 50th anniversary of the XK120, and it took design inspiration from Jaguar’s legendary C-Type and D-Type. The company even used the same panel supplier for the XK180 as it did for its Le Mans-winning race cars. Two prototypes were constructed, with one being right-hand drive and the other being left-hand drive. The left-hand drive prototype was sent off to be showcased in the U.S., while the other stayed in the U.K.

Under the hood of the XK180 was a 4.0-liter supercharged V8 engine, which had been borrowed from the XKR and tweaked to be substantially more powerful. With 450 horsepower on tap, the car had around 70 extra horses compared to Ferrari’s V8 supercar of the era, the F355. It’s not clear how much faster than the Ferrari it would have been, though, since Jaguar never released official performance figures for the car.

Several journalists, including Top Gear’s Jeremy Clarkson, were given the keys to the XK180 to show off its capabilities. Despite its publicity drive, Jaguar never considered the car for production. The XJ220, launched around half a decade before, had proved to be much harder to sell than Jaguar had anticipated. Its poor sales meant there simply wasn’t enough development budget left for the brand to make the XK180 a production reality.

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Jaguar XKR (X100)

By the time it reached the end of its production run, the XJS was getting long in the tooth. Its successor, the X100 generation XK, was a much more modern car, with sleek bodywork and a brand-new V8 engine. It first debuted in 1996, and it would take another two years for the faster, more aggressive-looking XKR to arrive in dealerships.

At launch, the XKR made 370 horsepower, but later models pushed that figure up to roughly 400 hp. Alongside its power boost, the XKR also featured various exterior tweaks, as well as larger wheels.

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It served as Jaguar’s range-topping performance car — when it worked, of course. Earlier models suffered engine issues thanks to the Nikasil that lined the cylinders, with the engine failing altogether in extreme cases. That patchy reputation has helped keep used prices down compared to many of its rivals from the era.

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Jaguar D-Type

Fresh off the glory of two wins at Le Mans with the C-Type, Jaguar engineers developed the follow-up using a similar formula. Much like the C-Type, the D-Type used a revised version of the XK engine that was initially launched in the XK120. It was paired with a lighter chassis and the most aerodynamic bodywork that Jaguar could accommodate, then sent straight back to Le Mans for testing.

The C-Type took its Le Mans wins in 1951 and 1953, with the D-Type’s first win arriving in 1955. It won again in 1956 and 1957, making it even more successful than its predecessor. Further adding to its trophy cabinet, the D-Type also took wins at Spa, Silverstone, and Sebring, among others. Despite being a cutting-edge race car, Jaguar wasn’t choosy about who could own a D-Type. It was available in the brand’s dealerships alongside its other models, and it retailed for a low £1,895, which meant Jaguar took a loss on every D-Type it sold.

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Jaguar XE SV Project 8

The regular Jaguar XE is not an especially interesting car. It’s an entry-level luxury sedan that competes against the likes of the BMW 3-Series and Mercedes-Benz C-Class, and it never made much of an impact against its class-leading German rivals. But the XE SV Project 8 is a very different beast.

Jaguar handed an XE to its engineers and instructed them to turn it into a Nordschleife-conquering track car, and so they fitted it with a V8 engine that churned out around 600 horsepower. Then, they stripped out anything that they could to reduce its weight and fitted a motorsport-derived suspension and an all-wheel drive system.

After adding in carbon fiber racing seats, carbon-ceramic brakes, and a huge rear wing, they sent it round the Nordschleife and promptly achieved the lap record for a four-door sedan. The car was put into limited production so that wealthy owners could see what all the fuss was about. In total, just 300 examples were built.

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Jaguar XJ220

Jaguar’s XJ220 supercar holds the unusual distinction of both being a ground-breaking world record holder and also not living up to buyers’ expectations. It achieved a Guinness World Record for the fastest production car, hitting 217.1 mph, slightly short of its original 220 mph goal. It’s also rare, with just 282 examples built. That wasn’t a deliberate move on Jaguar’s part though. Originally, the plan was to sell 350 examples, but with such low demand from buyers, Jaguar ended production early.

The lack of demand mostly stemmed from the differences between the XJ220 concept and the production version. The concept featured a 6.2-liter V12 engine, while the production version borrowed a 3.5-liter V6 engine from the MG Metro 6R4 rally car. The concept also included all-wheel drive, active aero, and adjustable suspension, none of which were present in the production version. It was still an incredibly fast and very good-looking car, just not quite as ground-breaking as Jaguar initially promised.

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Jaguar XJ13

After proving itself as a force to be reckoned with at Le Mans in the ’50s, it would take Jaguar several decades to once again take the winner’s crown. Its sixth win would arrive courtesy of the XJR-9 in 1988, but in between those two winning eras, Jaguar developed the XJ13.

It was originally intended to mark Jaguar’s return to Le Mans, but it never ended up making it to the start line. Development took longer than initially planned, and Le Mans homologation rules changed during that time. 

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Jaguar would have needed to build 50 production cars in order to enter the XJ13, which wasn’t a financially viable option for the cash-strapped company. And anyway, rival carmakers like Porsche and Ferrari had already developed faster race cars in the time between the start of the XJ13’s development and its completion. As a result, the XJ13 was shelved, with only one, stunning prototype ever built.

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Jaguar XJR-15

A few years before the XJ220 concept took collectors by storm, the lesser-known XJR-15 supercar was Jaguar’s apex predator. In total, around 50 examples were built, but only 27 were road legal. Unlike the XJ220, the production XJR-15 featured a V12 engine under its sleek bodywork, as well as a cutting-edge carbon fiber chassis.

Confusingly, the Jaguar XJR-15 was not actually built by Jaguar. It was instead built by Jaguar Sport, a subsidiary of Tom Walkinshaw Racing. Walkinshaw wanted a road-legal version of the Le Mans-winning XJR-9, and so set about building one without asking Jaguar first.

Jaguar was quietly developing the XJ220 at the time, but allowed the XJR-15 to go ahead on the basis that it would be used for a racing series. TWR subsequently obliged and created a one-make series specifically for the XJR-15. The roadgoing version was essentially a race car with the bare minimum changes needed to get a license plate, making it one of the most extreme Jaguar-badged cars ever, as well as one of the coolest.

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Paramount Warner Bros. Discovery Merger Delayed Until June 2027 as Antitrust Fight Heads to Trial

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Paramount Skydance wanted to own Warner Bros. Discovery by September, but the $110 billion transaction is now frozen while 12 states and the Writers Guild of America pursue Clayton Act cases that could decide who controls a substantial piece of Hollywood. Instead of closing the deal, Paramount may spend much of the next ten months paying for the privilege of waiting.

Paramount, Warner Bros. Discovery, a coalition of 12 state attorneys general and the Writers Guild of America have agreed that the proposed acquisition cannot close until five days after the court rules on the merits of the antitrust cases or June 1, 2027, whichever comes first.

The agreement also prohibits Paramount and Warner Bros. Discovery from taking steps to integrate or consolidate their operations. The companies therefore remain separate, and the planned combination of Paramount Pictures, Warner Bros., CBS, CNN, HBO, Showtime, Paramount+, HBO Max and dozens of cable networks has been placed in legal cold storage. 

The deal values Warner Bros. Discovery at approximately $81 billion in equity and $110 billion including debt, with Paramount agreeing to pay $31 per share in cash. It would be one of the largest media transactions ever completed, assuming it ever gets completed.

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This stopped being a conventional merger review some time ago. It has become an expensive courtroom battle involving federal regulators, Democratic state attorneys general, Hollywood labor groups, international competition authorities and enough political baggage to fill several private jets.

The August Hearing Is Gone

The new agreement replaces the shorter temporary restraining order issued on July 20 by U.S. District Judge Araceli Martínez-Olguín of the Northern District of California.

The cases are The State of California et al. v. Paramount Skydance Corp. et al., Case No. 4:26-cv-07116-AMO, and Writers Guild of America, West, Inc. et al. v. Paramount Skydance Corp. et al., Case No. 4:26-cv-07212-AMO.

The judge had originally scheduled an August 3 hearing to determine whether the merger should remain blocked under a preliminary injunction. That hearing and its associated briefing deadlines have now been canceled. The WGA has withdrawn its preliminary injunction motion, although both the states and the guild may renew those requests later if necessary. 

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The parties must submit proposed trial schedules by July 31. No trial date has been established.

Paramount is calling this a victory because it removes the immediate preliminary injunction fight and creates a more direct path to a full trial. California Attorney General Rob Bonta and New York Attorney General Letitia James are also calling it a victory because Paramount cannot complete the transaction while their cases proceed.

Both sides are declaring victory, because nothing says “we won” quite like Paramount preparing to burn through roughly $7 million per day while everyone waits for a judge to decide whether the deal survives.

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What the Judge Found

The July 20 ruling was not a final determination that the merger violates antitrust law. Judge Martínez-Olguín did, however, find that the states had presented enough evidence to justify stopping the companies from closing while the court considered the larger case.

The states identified three markets that they claim would be harmed:

  1. Distribution of wide release theatrical films
  2. Distribution of anticipated top grossing theatrical films
  3. Licensing of basic cable channels to distributors

For the temporary order, the judge focused primarily on wide release theatrical distribution.

According to the states’ evidence, Paramount and Warner Bros. would hold an estimated 27 percent share of that market. The proposed combination would also increase the Herfindahl Hirschman Index, a standard measure of market concentration, by approximately 359 points to 2,074.

The court found that those figures created a substantial enough presumption of reduced competition to justify maintaining the status quo. It also found that allowing the companies to close could result in operational consolidation, the exchange of competitively sensitive information and employee terminations or reassignments that would be extremely difficult to reverse. 

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Once the corporate omelet has been cooked, courts are generally not enthusiastic about being asked to put the eggs back in their shells.

The judge also declined to accept Paramount’s argument that greater efficiency in streaming would offset potential damage in the theatrical market. That does not mean the streaming argument is irrelevant to the final case, but it was not enough to defeat the states’ request for temporary relief. 

Paramount Says the States Are Fighting the Wrong Industry

Paramount Skydance Logo

Paramount argues that the states have defined the entertainment market too narrowly.

Its position is that Paramount and Warner Bros. Discovery do not merely compete with Disney, Universal and Sony. They compete with Netflix, Amazon, Apple, YouTube and technology companies with vastly greater resources than most legacy Hollywood studios.

That argument deserves more than a dismissive shrug.

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Paramount and Warner Bros. Discovery are both trying to survive an industry in which cable revenue continues to deteriorate, theatrical attendance remains inconsistent and streaming requires enormous spending before anyone discovers whether there is a sustainable business underneath it.

Paramount insists that combining the companies would create a stronger competitor, increase investment in films and television, and provide consumers with a more credible alternative to the largest technology backed entertainment platforms.

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The Trump administration’s Department of Justice reached a similar conclusion when it closed its investigation in June. The Antitrust Division said its extensive review indicated that the transaction would increase competition and benefit American consumers and workers. 

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The European Commission has also approved the merger, although it imposed conditions involving Paramount’s European film distribution relationship with Universal. The United Kingdom’s Competition and Markets Authority is still examining the transaction. 

The States and Writers See Fewer Doors

The states argue that creating scale by removing another major competitor is not a solution. It is merely concentration wearing a more fashionable suit.

The combined company would control two of Hollywood’s five major film studios, more than 50 basic cable channels, CBS, CNN, HBO, Showtime, Paramount+, HBO Max, Discovery+ and three major television production operations. 

For movie theaters, fewer major distributors could mean less negotiating leverage, less favorable revenue sharing and fewer films receiving wide theatrical releases.

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For writers, actors, directors and production workers, fewer independent buyers can mean fewer places to pitch a project, fewer competing employment offers and greater power concentrated within one corporate structure.

That is the heart of the WGA’s separate Clayton Act case. The guild argues that the merger would reduce writing opportunities, weaken compensation and leave creators with fewer employers. The July 24 standstill agreement applies to both the states’ lawsuit and the WGA action. 

Paramount says a stronger company would produce more. The WGA fears a larger company would have more power to produce less and pay less for it.

Welcome to the actual fight.

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Has Politics Replaced What Is Best for the Industry?

The political divide is impossible to ignore.

Every attorney general involved in the state lawsuit is a Democrat. The Trump administration’s Justice Department, meanwhile, cleared the merger and issued an unusually detailed statement arguing that the transaction would strengthen competition.

Critics have also raised questions about the Ellison family’s relationship with President Trump and about what Paramount ownership could mean for CNN, particularly after the editorial upheaval surrounding CBS News. 

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There is no court finding that the Justice Department’s decision was politically motivated. The party affiliation of the attorneys general does not invalidate their market analysis either.

But the optics are dreadful.

One political camp sees the merger as a necessary counterweight to Netflix and Big Tech. The other sees it as an illegal concentration of entertainment, news and employment power. Each side insists it is protecting consumers, workers and democracy, which is generally the moment one should check that the silverware is still on the table.

The more important question is whether either side is still focused on the structural problem facing the industry.

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Legacy studios need greater scale to compete with technology companies capable of subsidizing entertainment from cloud computing, advertising, hardware sales and other businesses. Yet repeatedly combining studios also leaves fewer buyers for creative work, fewer independent decision makers and an ever smaller number of companies deciding what gets produced and distributed.

Hollywood is being asked to choose between concentration and irrelevance. Neither option looks especially healthy.

The $7 Million Daily Meter

The delay comes with a substantial financial cost.

Paramount agreed to pay Warner Bros. Discovery shareholders an additional 25 cents per share for every quarter the merger remains incomplete after September 30, 2026. That works out to approximately $650 million per quarter, or roughly $7 million per day.

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Should the legal battle run until June 2027, Paramount’s additional payments could approach $1.7 billion

Paramount accepted that provision while competing against Netflix for Warner Bros. Discovery. It helped make Paramount’s offer more attractive by transferring much of the regulatory delay risk away from WBD shareholders.

The company cannot now act surprised that someone eventually turned on the meter.

What This Means for Subscribers

Nothing changes immediately for Paramount+ or HBO Max subscribers.

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The services will remain under separate ownership while the cases proceed, and the companies cannot begin integrating their operations under the proposed transaction. Any combined streaming platform, unified technology system or larger corporate restructuring must wait.

That does not prevent Paramount+ or HBO Max from independently changing prices, programming or subscription tiers. Streaming companies have never required a federal judge’s assistance to make a monthly bill more irritating.

The longer delay also leaves open major questions involving theatrical distribution, physical media, licensing arrangements, CNN and CBS News, and the future of overlapping cable networks.

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Employees face the least appealing version of corporate uncertainty: potentially ten months of waiting to learn whether their departments will eventually be combined, sold, reduced or eliminated.

Warner Bros. Discovery Brands 2026
Warner Bros. Discovery includes 65 brands as of 2026.

The Bottom Line

The Paramount Warner Bros. Discovery merger has moved beyond regulatory review and into a full contest over what competition in modern entertainment actually means.

Paramount has a legitimate argument that traditional media companies need greater scale to compete with Netflix, Amazon, Apple and YouTube. The states and the WGA have an equally legitimate concern that combining two of Hollywood’s five major studios could reduce competition for audiences, theaters and creative workers.

The court must now decide which market definition reflects reality: the narrower world of studios, theatrical distribution and cable licensing, or the much larger ecosystem dominated by global streaming and technology platforms.

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Politics has not merely entered the discussion. It is sitting at the head of the table and asking everyone else to explain themselves.

The merger might still happen. It might be blocked. It could also collapse beneath the weight of legal fees, ticking payments and corporate fatigue.

For now, Paramount and Warner Bros. Discovery remain competitors, the trial clock has started and the financial clock begins on September 30.

Hollywood wanted a new empire. It received two antitrust cases, a political war and a $7 million daily invoice.

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Prentis, new AI lab co-founded by Reid Hoffman, Mark Pincus in talks to raise $100M

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Prentis, a new AI research lab focused on computer use models, co-founded by serial entrepreneur Ritankar Das and tech heavyweights Reid Hoffman and Mark Pincus, is in talks to raise $100 million at a $1 billion valuation, according to two people familiar with the discussions.

Launched in April, Prentis is training models to learn how office workers navigate routine workflows across documents and systems, with the goal of building AI agents that can control computers to automate those tasks.

Prentis will ostensibly develop agents tailored to these customers’ needs, such as handling insurance claims and automating customs duty refund exceptions without needing a human to hunt down paperwork.

The startup has already signed contracts worth up to $50 million with several customers, including healthcare management service organization, a manufacturer, and goods and clothing manufacturers, the two people familiar with the discussions tell TechCrunch. This echoes investor materials obtained by TechCrunch that predict an estimated $75 million annualized run rate by the third quarter of this year. (Prentis’ pitch deck notes those figures reflect estimated annualized value based on a contracted fee equal to 20% of savings realized, not recognized revenue, and are “performance-dependent and subject to final execution.”)

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By its own account, Prentis says its Hive-32B model outperforms rivals, including OpenAI’s GPT-5.4 and Anthropic’s Claude Opus 4.6, on two computer-use benchmarks: WindowsAgentArena, which measures end-to-end task completion on real Windows applications, and ScreenSpot-v2, which tests a model’s ability to locate the right on-screen control.

In its pitch deck, the company argues its edge comes from running a much smaller, cheaper model. In fact, it claims roughly 10 times lower cost per task than frontier APIs, saying it’s more economical to deploy across everyday workflows. TechCrunch hasn’t independently verified the company’s benchmark results.

The startup is betting that automating everyday office tasks will soon outpace coding as AI’s biggest use case, but it’s a crowded market. Anthropic, Open AI, and Mira Murati’s Thinking Machines Lab are also working on developing AI agents for computer use, one of the sources said. Anthropic has also been acquiring talent in the category directly — it bought the Seattle computer-use startup Vercept earlier this year, folding in its founders and shutting down its product.

Prentis didn’t respond to TechCrunch’s request for comment.

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Ritankar Das, CEO of Prentis, is also the founder of Titan, a holding company that builds and operates AI companies. Das, now 31, was UC Berkeley’s youngest University Medalist in more than a century, graduating at 18 with a double major in bioengineering and chemical biology before earning a master’s in biomedical engineering at Oxford.

He founded Titan in 2014 after dropping out of an AI PhD program at Cambridge, where he’d been a Gates Cambridge Scholar. Das has described Titan as an intentional throwback to an old-fashioned holding-company model like Berkshire Hathaway, one that’s funded by its own exits rather than outside limited partners.

Other businesses launched and operated by Titan include AI-powered virtual care provider Tala Health, which raised a $100 million seed round last year, and Forta Health, an autism care startup that raised $55 million led by Insight Partners in 2024. Titan-founded disease prediction company Dascena was acquired by CirrusDx in 2022.

Prentis is a side project of sorts for its two other co-founders. Hoffman, the LinkedIn co-founder and Greylock partner, said last month that he was stepping down from Microsoft’s board after nearly a decade to go “founder mode” on Manas AI, an AI drug-discovery startup he’s also backing; he was an early OpenAI investor and co-founded Inflection AI with Mustafa Suleyman before Microsoft absorbed most of that team in 2024.

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Pincus, the Zynga founder, now runs the investment firm Reinvent Capital with Hoffman as a senior adviser, and published a memoir, “Life at the Speed of Play,” last month.

Prentis has already hired more than 25 employees, including researchers who previously worked at OpenAI, Google DeepMind, Meta, Tencent, and Alibaba, according to its website.

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A second arrest in the 2025 FedEx robbery

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A woman who stole from a Wendy’s returned for her AirPods, a shooting followed an argument about an Apple Watch, and another FedEx robbery in Memphis, all in this week’s Apple Crime Blotter.

The latest in an occasional AppleInsider feature, looking at the world of Apple-related crime.

Second man arrested in FedEx theft of iPhones

A second suspect has been arrested in the $30,000 theft of Apple products from a FedEx shipment in Miami-Dade County in November of 2025, CBS Miami reported.

The suspect was arrested on July 15 and faces cargo theft charges.

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The other suspect was arrested in June, and both men were FedEx employees.

Woman who stole from Wendy’s returned for her lost AirPod

A Delaware woman who was accused of attacking a worker and stealing from the register at a Dover Wendy’s later returned when she realized she’d left behind an AirPod.

According to NBC Philadelphia, police say the 33-year-old woman had attacked a store employee after complaining about her order and asking for a refund. After the worker refused, the woman took $15 from the register and “attacked” a worker standing in the way.

She then turned her attention to a second employee, whom she punched “multiple times in the chest,” before throwing the stolen money out the window. Before leaving, she “threatened to shoot restaurant employees.”

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Shortly afterward, she returned to look for lost AirPods, and officers who were there to investigate arrested her. She was charged with strong-arm burglary, conspiracy, terroristic threats, and related offenses.

Non-fatal Burger King shooting followed argument over a stolen Apple Watch

In another incident at a fast food restaurant, a man was shot outside a Memphis Burger King on July 14, in a dispute that followed an argument over a stolen Apple Watch.

According to Fox 13 Memphis, two men accused a third man of stealing an Apple Watch from them. This led to a fight, in which one of the men was shot, and his son was injured. The man who was shot was reportedly in critical condition.

The two men accused of the shooting fled but were later caught. One was charged with attempted second-degree murder and the other with being an accomplice.

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Two arrested for taking over $130,000 in iPhones

Also in Memphis, two men were arrested on July 15 and charged with stealing 120 iPhone 17 Pros and 50 Tinymoose smart pens from a FedEx processing facility.

According to Action News 5, the two men were caught on camera taking the items, which had a total value of $133,377.

Sheriff’s Deputy accused of taking, sharing nude photos of suspects

A sheriff’s deputy in Bucks County, Pa., was charged on July 21 with taking photographs of naked suspects and prisoners and using his personal iPhone to share the photos with colleagues and other contacts. He’s also accused of lying to investigators.

In an announcement from the Bucks County district attorney, the deputy has been charged with official oppression, unsworn falsification to authorities, possessing an instrument of crime, and obstructing the administration of law or other government function.

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He was also removed from his position in June.

A court-authorized forensic search of the deputy’s iPhone uncovered some of the images, the D.A.’s office said.

During one incident, when he and other deputies arrived for an arrest, the then-deputy covered his own body camera.

However, “the body camera of another deputy in the room captured footage of [the deputy] removing his right glove, pulling out his personal cellphone, opening the camera application, and pointing the camera lens directly at the male.”

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AirPods, other items stolen from 17-year-old during cancer surgery

A 17-year-old in San Diego had several items stolen from her at the worst possible time: While she was undergoing surgery for Stage 4 pancreatic cancer.

According to Fox 5 San Diego, Sahara Morquecho was in surgery at UC San Diego Health when her purse was stolen, containing her “wallet, jewelry, ID, cash and sentimental photos of her late father,” in addition to AirPods.

While recovering, the teen followed the Find My iPhone signal and discovered the AirPods at a residence in Lemon Grove.

When a deputy went to that address, the resident wasn’t home. However, the landlord provided the person’s name, and she had prior arrests for theft.

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She also worked at that hospital.

Man who stole iPad from porch in Bronx fled in a Mercedes

Police are searching for a man who they say stole an iPad delivery from a porch in the Bronx.

Bronx News 12 reports the box was taken on June 12 by a man in an orange hoodie, who fled in a surprisingly fancy car. It was a black Mercedes-Benz.

AirTag placed in stolen campaign sign leads to theft charges for county commissioner

It’s far from rare for politicians’ lawn signs to be stolen, sometimes by a rival campaign. Such expeditions rarely lead to criminal charges, but that happened on July 20 in Tennessee, thanks to an AirTag.

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According to WKRN in Nashville, Rutherford County Commissioner Romel McMurry surrendered to authorities after he was named in a theft arrest warrant. He’s accused of taking a sign for his opponent, Pat Clements.

After a series of sign-stealing incidents, Clements told the station that he placed an AirTag in one of his signs. That very sign went missing, and the signal later pinged near McMurry’s home.

McMurry told the station that he did not steal the sign, but rather “relocated” it.

Man accused of crime disconnected iPad during virtual hearing

A New Hampshire man accused of dragging a police officer during a June traffic stop in Massachusetts appeared in court virtually from his jail cell, via iPad. But during the hearing, he “started yelling, grabbed the iPad, and disconnected from the call,” WHDH reported.

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He is charged with several crimes, including assault with intent to murder, assault and battery on a police officer, aggravated assault and battery, failure to stop for police, reckless operation of a motor vehicle, and resisting arrest.

Stolen iPhones recovered in Uganda

Police tracing the stolen iPhones belonging to a police officer in Kampala, Uganda, discovered a large cache of stolen iPhones, as well as other Apple products.

According to Pulse, investigators “traced the phone to an alleged network dealing in suspected stolen iPhones and spare parts.” The man who stole the phone admitted that he had sold it to a mobile phone shop.

Between the searches of the shop and the owner’s vehicle, police discovered over a hundred stolen iPhones, as well as iPads, laptops, and iPhone spare parts.

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Four suspects have been arrested for their part in the scheme.

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5 F1 Innovations That Shaped The Cars We All Drive Today

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The world knows that Formula One is the pinnacle. It is the crown jewel of motorsport, where every facet is taken to its most extreme form. At any given moment, only 20 people in the world can brag that they compete in it, and only 10 of the wealthiest and most influential corporate teams can land a spot on the grid. The drivers themselves are almost superhuman. They rely on reflexes to make split-second maneuvers that can spell greatness or disaster. They know a track’s route, surface materials, elevation changes, and weather patterns as if it were their childhood home, and they train like fighter pilots to withstand the immense G-forces their cars dole out.

But the other component behind what makes the sport so exciting is the engineering. With their gargantuan budgets, Formula One teams have the freedom to experiment with esoteric and experimental automotive technologies consumer brands wouldn’t dream of touching. This freedom and creativity birth new racing innovations, but it also makes the Formula One track a proving ground. Many of the technologies discovered start with racing applications but are found to be beneficial in consumer cars as well, leading to a trickle-down effect. Many of the features we take for granted, or don’t even notice, in our cars have roots in this motorsport proving ground, and their prevalence becomes more apparent the more you look. Here are five Formula One innovations that shaped the cars we drive today.

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Paddle Shifters

The most important aspect of a combustion-powered car behind the engine is its gear system. Transmissions help distribute power effectively, and while many of our gearboxes today are obscenely complicated, they used to be quite simple. As it was with consumer cars for much of their history, Formula One cars relied on manual transmissions for quite a while. The simplicity and communicative nature of a manual was good for both consumers and racing drivers. However, in 1989 the status quo was shaken. John Barnard, who we will revisit quite soon, was with Ferrari at the time, and for the 1989 Ferrari 640 F1 car, he introduced a new gearing system.

The 640’s cockpit traded one pedal and one lever for a pair of paddles designed by ergonomic experts from the University of Delft. The function was stupidly simple: press one paddle to upshift and the other to downshift. This allowed Ferrari drivers to retain the control of a manual without its setbacks. They could keep both hands on the wheel at all times; the shifts were light-years quicker, and these benefits were apparent when the 640 won its first race. Ferrari quickly pulled this tech into their road cars, starting with the F355 in 1997, and other automakers would soon follow suit. The feature started with performance cars, but with the introduction of dual-clutch transmissions in the 2010s, they’ve made their way onto the wheels of cars of all levels.

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Carbon Fiber

Nowadays, it seems you can’t talk to an engineer, read a spec sheet, or look at aftermarket parts without seeing the words “carbon fiber.” It’s hard to believe now, but in the not-so-distant past, carbon fiber was seen as a fascinating but impractical material whose potential usage did not stretch far beyond some niche aerospace parts and the pages of a science fiction novel. Remember John Barnard? Before he made Ferrari’s special gearbox, he was one of the few people pushing for the use of carbon fiber in Formula One. Working for McLaren at the time, Barnard had to hunt down a firm willing to manufacture a carbon fiber monocoque.

Barnard landed on American firm Hercules Aerospace, and the MP4/1 was born. Skeptics thought the material would be too brittle, but a crash at the 1981 Monza GP where the chassis saved driver John Watson quickly proved this angle wrong. Lightweight, twice as rigid, and five times stronger than steel, carbon fiber’s value was undeniable, and McLaren soon used it in the F1 road car. For a while, exotics were the only options for consumer cars that utilized the material to its full potential. You could find it on sports cars, but it was often used sparingly—due to cost—and as a cosmetic wrapping for components made of another material. As production methods improved, though, the material became cheaper, and today, just about any sport-related car has some somewhere.

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Active Suspension

Sometimes in Formula One, a technology is so good it gets banned. When the Williams team was in its prime, it was the maker of one such technology. The FW14B, designed by the legendary Adrian Newey, had a host of amazing features. For one, it was one of the first times a Formula One team realized the potential of modern computing. The FW14B was fitted with a central control unit that featured a Controller Area Network bus system. We could write multiple articles explaining what this means, but the important part is that it meant any electronically connected component could communicate with any other component through a shared central nervous system rather than on delegated individual pathways.

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The aero elements of an F1 car have very small fields of effectiveness, and as a car rises and falls and yaws, it can reduce the efficiency of these aero parts, as well as disperse grip force across the tires in an unpredictable manner. Engineers knew an active suspension system could fix this, but the level of communication and data processing to make it work was out of the realm of possibility, except for Williams and their CAN bus control unit. The technology was so effective that Williams cars were finishing almost half a minute before competitors, leading to its banning. That ban is only valid on the track, though, and today, many of us enjoy the smooth rides active suspension brings us.

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KERS

Hybrid powertrain technology has become the baseline in modern-day Formula One, but back in 2009, the sport was just reaching the tip of the iceberg. The FIA wanted more exciting racing, and that usually translates to more overtaking. To achieve this, the 2009 regulations invited teams to build kinetic energy recovery systems to give drivers extra juice for temporary power boosts. These systems do exactly what the name suggests, but there are some variations in how it’s done. 

Some KERS systems work by harvesting the rotational force under braking with a motor-generator unit, or MGU, mounted to the crankshaft. The MGU converts that kinetic energy to electrical energy, which is then stored in a battery. Mechanical KERS systems use a flywheel that spins a carbon fiber rotor under braking and stores the flywheel’s tensile potential energy, which can be reconnected to the wheels for that power boost at the driver’s whim.

KERS technology is very performance-oriented, but its concepts were quickly recognized for their application in electric and hybrid cars. Most cars with any amount of electric power already have MGUs connected to the wheels to spin them via electric power. However, they can also be used to provide resistance and harvest the kinetic energy under braking. The main difference is that, rather than storing the harvested energy in a separate battery for on-tap power boosts, the energy joins the main supply to increase range in what we now call regenerative braking.

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Hot V Engine Configuration

To be transparent, while the other entries on this list are technologies you can find in many modern, entry-level consumer cars, the hot V engine configuration is still relegated to high-end sports cars and supercars like the Ferrari 296. However, its genius still makes it worth mentioning, as it solves a problem that is often thought of as an unfortunate but unavoidable law of turbocharging a car. The issue in question is turbo lag. A turbocharger works by spooling up a turbine with exhaust gases to pressurize the air, then injecting that pressurized air into the engine for more power. The issue is that when you first start on the gas, the turbine takes a moment to spin up to the appropriate RPM, leading to an uncomfortable gap in power delivery.

The Ferrari 126CK Formula One car solved this, though, with what we now call the hot V, where the turbochargers are placed inside the valley of the engine. This does a few things. It allows for a more compact engine profile, but more importantly, it shortens the travel distance the exhaust gases have to go before they reach the turbos. It also keeps the turbos in a warmer part of the engine bay, and the intake manifolds in a cooler part, both of which increase each component’s efficiency. The result is boost on tap and the effective elimination of turbo lag.

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