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Griffin House is silent. The reception area here, in what was Vauxhall’s UK headquarters from 1964 until last year, used to feature two booming cascading waterfalls, one each side of the front desk. I’m amazed security guards didn’t sue for hearing loss or tinnitus. Today, Vauxhall has moved out, the site is set for redevelopment into housing and the occasional van mooching to a security office around the side of the main building is the only notable activity. That and a dark-green Vauxhall Lotus Carlton sitting out the front. They were all dark green, Lotus Carltons. “There were no options. Take it or leave it: that’s the car,” recalls Malcolm Tearle, who at the time was Vauxhall’s youthful manager of special projects. His career went on to include the likes of the Monaro, VXR8 and VX220. The Lotus Carlton turned 30 this year. That would be as good a reason as any to revisit it were it not also for the fact that Vauxhall, now under PSA ownership, and Lotus, under Geely, are both in the midst of a resurgence. In 1990, both companies were part of General Motors. Vauxhall (and to a lesser extent Opel, its mainland-Europe stablemate) had a dowdy image it wanted to shift and Lotus always needed extra work. The £48,000 Lotus Carlton, a high-performance version of Vauxhall’s big executive saloon, was conceived as a car that could accomplish both. It did, and then a bit more. “The top speed was 176mph, and I think the press were all ‘this isn’t socially responsible’,” says Tearle. This is true. Even the then editor of Autocar, Bob Murray, wrote that “nobody buying this car could possibly argue he either needs or will be able to use a top whack which is claimed to be around 180mph”, before advocating that Vauxhall should have limited the car to 155mph – something Opel management had proposed. But Vauxhall wanted to let the car do what it could do. “I did a thing with [then land speed record holder] Richard Noble at Elvington airfield,” Tearle says, “setting top speeds in this and a Monaro. I remember hitting the brake board in the Carlton with the speedo pointing to six o’clock, which we worked out to be 186mph.” There were similarly fast cars at the time: Lamborghinis and Ferraris and other exotics, but none had the audacity to wear a Vauxhall badge on their nose, an apparent problem even though that was entirely the point of the exercise. Besides: 155, 176, what difference would it have made? Russell Bulgin, writing for Car magazine and later an Autocar contributor, took a Carlton to Germany to annoy “those po-faced word-sharks who berate Vauxhall for producing a 176mph saloon car and then stand first in line for a road test where they will, natch, be taking performance figures”. Fair dos. We did. The Carlton did 0-60mph in 5.1sec, 0-100mph in 11.1sec and 30-70mph in 3.8sec. The base Carlton was built by Opel in Rüsselsheim, Germany, then came to Lotus for the modifications that made such outrageous performance possible. “Cars would arrive on a transporter as a 3.0 GSi,” says Tearle. “They’d take it to the workshop, put it on a ramp, drop out the suspension, engine, transmission, take all the glass out, all the interior trim out. “It was a very costly and time-consuming process, because they then cut the wheel arches, cut a new place for the gearlever, had to do all the bodywork – bumpers, spoilers, rocker panels. The interior trim was totally re-covered. There was a different rear axle, ZF gearbox (most GSis were automatics), while the engines were totally stripped and went for a rebuild.” After some porting, the addition of two Garrett turbos and the straight-six engine’s capacity had been increased to 3.6 litres, the Lotus-tuned and hand-assembled unit made 377bhp. Later still, Autocar also took one to Germany to try to reach its top speed. Then, as now, derestricted autobahns were where cars like this, which add speed quickly even when deep into three figures, make most sense. I recently hit 180mph on an autobahn in a Mercedes-AMG E63 with no drama, no fuss – and no questions-in-the-house controversy. Gunther Werks 'remastered 993' at Laguna Seca | Lap time: 1m:30.99s | Autocar Today, though, the Carlton will be going from Luton to Hethel, Lotus’s home – a journey Tearle made a couple of times a week when the 949 Lotus Carltons were in production. (Tearle says the 950th and last was damaged on the production line at Rüsselsheim and never built.) At the time, the Carlton was a big saloon but, inevitably, given its thin roof pillars and that it’s only around 1.8m wide across the body, it doesn’t feel it today. The steering is heavy and slow and so is the clutch, while the driving position, owing to a rake-only adjustable steering wheel, is long-armed. But you can feel it’s a car built for long journeys at big speeds. The gearbox is long and slow (this six-speed manual, used first in the Corvette but also in Aston Martins and other low-volume cars, always was) and geared for the heavens. Top speed arrived in fifth gear, and in sixth, at 1000rpm, I’m doing 46mph. Some of this car feels old. There’s a little driveline shunt (it’ll probably want a new differential at some point) and, as cars get older and spot welds creak, classic cars do risk feeling similar: as you steer, you take up the slack in the body and in bushes and joints before you get much response. Like watching an ageing sportsperson, you can see the gifts are still there but everything is a little dulled and slowed. But the engine is still magic. In contrast to Luton, Lotus’s HQ is anything but silent. The company is recruiting heavily for both Hethel and at new engineering outposts in the Midlands, and new car development continues apace. In the very building that Lotus assembled the Carlton (the green one behind the car in the picture opposite), it will also build the Evija, its all-electric four-wheel-drive supercar. That’ll be hand finished, limited in numbers and, at 1680kg, a similar weight to the 1655kg Carlton. It’ll have 1972bhp and a top speed of 200mph and cost £2 million. Those are absurd numbers, it’s even harder and less acceptable today to use a car’s performance and yet where’s the controversy now? Maybe the world’s not becoming as intolerant to fast cars as we thought. Or maybe we should imagine it with a couple of extra seats and a Vauxhall badge on the front.

Ananya Panday seems to be really pushing her fitness levels and we recently got proof on social media. In an Instagram post shared by Anshuka Yoga, known to be frequented by many Bollywood celebs, the 22-year-old actor is seen doing the Bridge yoga pose with a block supporting her back. “Blocks are truly your best friend when you’re trying to understand alignment and get deeper into postures. Even advanced practitioners find blocks useful to explore the asana anatomy or use them for deep relaxation,” mentioned Anshuka Yoga alongside the post. Bridge pose, also known as Setu Bandha Sarvangasana is a backbend asana in hatha yoga. It stretches the spine, neck and chest, stimulates abdominal organs, lungs and thyroid, and rejuvenates the body by reducing fatigue or anxiety, according to yogajournal.com. Besides, this yoga asana is also part of the preparatory poses for an advanced backbend pose called Wheel Pose, also known as Chakrasana or Urdhva Dhanurasana. Here’s how you can do Bridge pose: *Lie flat on your back with your knees bent, and your feet flat and parallel to the floor. *Reach your arms up and overhead such that the back of your hands are on the floor. *Press down your feet and shoulders and slowly try lifting up your hips. Stay in the position from anywhere between 30 seconds to one minute. Release with an exhalation and return to the starting position. Have you tried this exercise yet?

Negotiators from the UK and EU are to begin a new push to reach agreement on post-Brexit trade after both sides agreed "to go the extra mile". A UK source said the "process still has some legs" but Boris Johnson has warned a no-deal is the "most likely" outcome. A deadline to finish talks had been set for Sunday, but the prime minister and European Commission president Ursula von der Leyen agreed to an extension. The pair discussed "major unresolved topics" during a "constructive" call. They agreed to tell negotiators to carry on talks in Brussels "to see whether an agreement can even at this late stage be reached". They did not say how long these latest talks would continue, but the ultimate deadline is 31 December, and time must be allowed for the UK and European Parliaments to vote on any deal that emerges before then. The EU's chief Brexit negotiator, Michel Barnier, will brief ambassadors of the 27 member states in Brussels later. The major stumbling blocks in negotiations have been over fishing rights, a level playing field for businesses to operate and on how any agreement should be policed. BBC political correspondent Iain Watson said he was told that the more detailed the talks, the more problems - beyond fishing and competition rules - are beginning to emerge. The UK and EU have been carrying out negotiations for a post-Brexit trade deal since March and are attempting to secure one before the so-called transition period ends on 31 December - when the two sides would move to trading on World Trade Organization (WTO) rules. Without a trade deal, tariffs - charges on goods being bought and sold between the two sides - could be introduced and, in turn, prices on certain products may go up. media captionUrsula von der Leyen confirmed Brexit negotiations would continue Reading out a joint statement on Sunday, Mrs von der Leyen said: "Despite the exhaustion after almost a year of negotiations, despite the fact that deadlines have been missed over and over, we think it is responsible at this point to go the extra mile." Mr Johnson later said "where there is life, there is hope", and that the UK "certainly won't be walking away from the talks". But he added: "I've got to repeat the most likely thing now is of course that we have to get ready for WTO terms. "As far as I can see, there are some serious and very difficult issues that currently separate the UK from EU and the best thing to do now for everybody… [is to] get ready to trade on WTO terms." Labour's Rachel Reeves welcomed the continuation of the talks and said the worst outcome would be to "crash out with no deal whatsoever on 1 January". Talks will now continue in Brussels, with a focus expected on how close the UK should stick to EU economic rules in the future. The EU is determined to prevent the UK from gaining what it sees as an unfair advantage of having tariff-free access to its markets - not paying taxes on goods being bought and sold - while setting its own standards on products, employment rights and business subsidies. The EU is reported to have dropped the idea of a formal mechanism to ensure both sides keep up with each other's standards and is now prepared to accept UK divergence - provided there are safeguards to prevent unfair competition. Fishing rights is another major area of disagreement, with the EU warning that without access to UK waters for EU fleets, UK fishermen will no longer get special access to EU markets to sell their goods. But the UK argues that what goes on in its own waters, and its wider business rules, should be under its control as a sovereign country. What does it mean in Brexit trade deal terms "to go the extra mile"? That's the distance the UK Prime Minister, Boris Johnson, and the European Commission chief, Ursula von der Leyen, have promised to travel over the next days. But will the road take them to deal or no-deal? And who will compromise on what to get there? EU contacts close to the talks say both sides are being constructive. They insist negotiations aren't simply continuing because neither the EU, nor the government want to be blamed in a no-deal scenario and prefer not to walk away first. Remember: what's said in front of the cameras is only part of the picture. We aren't behind the scenes in the negotiating room or on the closed calls between Mr Johnson and Ms von der Leyen. But however long these talks rumble on, ultimately neither the government, nor the EU, will sign up to a deal if they can't claim it as a victory. The National Farmers' Union has warned there will be "significant disruption" to the sector if the UK fails to reach a trade deal with the EU. And the British Retail Consortium warned the public would face "over £3bn in food tariffs [meaning] retailers would have no choice but to pass on some of these additional costs to their customers".

Right, it’s here. Sort of. It’s not officially here, but we’ll come to that later. This is the new, eighth-generation Chevrolet Corvette, the C8 Stingray, and, for the first time in its 67 years, this all-American hero, beloved by everyone from blue-collar workers to astronauts and presidents (Joe Biden owns a 1967 model), is being sold with an engine in its middle. It will also – late next year at the earliest – come with a steering wheel on the right-hand side. More on that later, too. If you want a C8 now, you can have one, but your options are limited to importing one yourself or sourcing one via a UK importer. That’s quite tempting on the face of it, because the base Corvette price in the US is less than that of the Porsche 718 Cayman, at just under $60,000 (about £44,000). But the reality is that it doesn’t work out that way once you’ve done the maths and added the premium, taxes, shipping and then some more taxes. But if you do, the car you end up with might look something like this. This is a Corvette with a few options, of which there are many available. It’s in the 3LT trim level (about $11,000 more than standard), which means it’s top-spec, but more pertinently it’s equipped with the Z51 performance pack ($5000) and more, which all add so much to the price that it’s quite easy to end up with an $85,000 car even in the US. Every Corvette has a naturally aspirated 6.2-litre pushrod V8 engine mounted in its middle. There’s an aluminium monocoque with aluminium subframes front and rear and composite bodywork, with double-wishbone suspension all-round and magnetic adaptive dampers (another $1895). Specify the Z51 kit and power is raised to 495bhp, plus you get bigger brake discs, more aerodynamic addenda and sticky Michelin Pilot Sport 4 tyres in place of all-season rubber, a sports exhaust and an electronically controlled limited-slip differential. So you definitely want the Z51 pack. But whatever spec you choose, the C8 comes with an eight-speed dual-clutch automatic gearbox; there’s no manual for the first time ever. I remember going on a Corvette launch where I was told that purists of the brand wouldn’t stand for it if a ’Vette didn’t have leaf-sprung suspension on at least one axle. But now? They will whistle: daaaaang son, this has got all the trademarks of one of them fancy European sports cars. So we’ve brought one along to meet it. It’s a Porsche 911 Carrera, editor Mark Tisshaw’s long-termer, which comes in at £82,793 before options and £90,891 as tested. We will come back to the money, I promise, but it costs less than this Corvette. It has less power as well – with 380bhp from its turbocharged 3.0-litre flat six, by quite a margin. But a comparative paucity of power has seldom stopped 911s before. The red car isn’t yet registered for use on UK roads, despite its numberplates, so we’ve borrowed a track and promised the independent importer that owns the Corvette, Clive Sutton, that we won’t do too many smoky drifts or try to match the quoted 2.9sec 0-60mph time. So instead let’s begin inside it, where I like it. There was a time when I would have said that American car interiors were a generation and a half behind Europe’s best efforts, but it’s closer these days. There are still a few plastics and ergonomics that make you think the Corvette isn’t quite up there with the 911, but it’s much, much closer than it used to be. There’s a big line down the middle of the centre console that houses all of the climate controls and a strangely squared-off steering wheel, but that reaches a long way towards you and, by and large, this feels a purposeful, driver-centric cockpit. There are driving modes to pick from, and these alter the digital dials too, but this is a logical enough cabin that extends its practicality to having a removable targa panel roof that you can stow in the rear boot, behind the engine – a location wide enough, I suspect, for a set of golf clubs. There’s also a fairly deep boot in the front, so this Corvette is quite a practical car (there will be a full convertible too). Is it also usable in this country? At 1933mm, the body is quite wide (we will say for sure how that feels when we get one on the road) and, for the first time, there’s an optional nose-lift, which refreshingly works in no time at all. Practical or not, the C8 is different to previous Corvettes by a bigger margin than I expected. You fire it up and the LT unit thumps away as big V8s do, but that’s largely where the similarities end.

"When he crossed the line in Istanbul and ran over to the team, you see the kid that used to enjoy winning." From the streets of Stevenage to a seven-time champion of the world - Lewis Hamilton has cemented his status as one of the greatest ever Formula 1 drivers. Many of the pivotal figures in his journey - such as karting supremo Martin Hines and McLaren duo Ron Dennis and Martin Whitmarsh - are well known. However if you go back to 1996, a rainy day in Northern Ireland would mark the start of a relationship that would play a significant role in his rise to Formula 1. Eoin Regan, then a mechanical engineering student from Belfast, remembers the first time he worked with Lewis and his father Anthony before a race weekend at Nutts Corner. "I was doing work for his engine tuner and he was coming over to Northern Ireland so I was asked to mechanic for him. He won and Anthony asked me to see out that season," Regan says. "Everyone was on slicks and it rained in the middle of the practice session. It was his first time there but there was no doubt that he was a class above. "He worked hard but there was pure talent and confidence in his abilities. That was one thing that stuck with me." As Hamilton moved up the karting ranks, Regan was joined on the spanners in 1997 by Jonny Restrick, who was studying in England at the time. "Lewis was successful but I hadn't grasped how special he was - you never know until you work with somebody," he says. A massive self-belief Both Regan and Restrick grew up in motorsport and it was quickly evident that Hamilton was much more than an ordinary kid with a big dream. "He had huge self-belief, and with this exceptional talent there was no one else like it," says Restrick. "He once tried an impossible move into the first corner at Fullbeck circuit. It looked like a brain-dead move but the other guys were out of his way by the time he got there. They didn't know he was coming but he had read it. "I asked him after how he knew it was going to work, and he said, 'I don't know, it just happens'. That's something you can't teach." Regan says those qualities in karting were evident in his championship-securing race in Turkey, where he came from over a pitstop behind the leaders to win the race by more than 30 seconds in challenging conditions. "He had the ability to stay out of trouble. He was always there at the end with his relentlessness and never-say-die attitude," he adds. "A lot of drivers say they're unlucky because they get spun off, but Lewis never put himself in that position even in the junior categories with 30 karts. "He had this natural ability to stay out of trouble and he was a quick thinker." The father-son relationship When Regan joined as Hamilton's mechanic he was working out of a box trailer on the back of Anthony's old Vauxhall Cavalier. He said they would often look after Hamilton at circuits while Anthony worked at the circuit to try and make some extra money. "It wasn't all good times. I remember his dad working on computers on a Saturday morning while I got the kart ready," he says. "Jonny and I were often landing at the track and looking after him while Tony worked on-site." At the circuits, Restrick said the bond between Lewis, Anthony and younger brother Nicolas - who was born with cerebral palsy but has defied the odds to race himself - was clear to see. "As a unit they were very intense and focused on what they were there for," he said. "Anthony was working every hour he could but it's paid off. It's a very different world now from the Cavalier and box trailer." Regan says the demanding levels set by Lewis and Anthony were matched by the emphasis on loyalty. Despite their working relationship with Hamilton ending as he stepped into car racing, the pair were invited to Lewis' 21st birthday party as his rise towards Formula 1 continued. "His family were keen to acknowledge those who had helped him," he says. "It gave an insight into their values and they had no necessity to do that." A life-changing deal After years of trying to impress Dennis, Hamilton finally got a "sensational" deal with McLaren in 1998. "At the start, Anthony wasn't sure if they would have the budget to do the whole season," says Regan. "When McLaren came on board we were out every weekend, either racing or testing. "It did bring expectation. In his first year there was a target on his back. It was a great honour and privilege but there's no doubt people raised their game against him." Ron Dennis, right, Lewis Hamilton, centre, and David Coulthard, right, at Buckmore Park. Restrick says McLaren's involvement was "a step up in the way anyone else went kart racing". "We went from working out of a tool van and Anthony's Cavalier, driving to circuits on Saturday mornings to save on accommodation, to rocking up at McLaren in my 800 quid car to pick up a kitted-out Sprinter van to go to the races. "Lewis once got a telling off from Ron Dennis because his school report wasn't good enough. He was miserable because he missed half a test day and we weren't immediately on the pace. "It was all part of his education and he was well managed by McLaren on that side of things." 'Recognise me now?' Lewis Hamilton's career illustrated Restrick, who bought his first mobile phone so Anthony could call him day or night, says Lewis "could be pretty demanding". "If he wasn't happy with the kart it could get heated, but that's racing and that's what got him where he is today. He didn't always agree with us and he didn't always agree with Anthony. "There were stressful days but it never lingered. There were times you wanted to go in different directions but ultimately we all wanted to win." When Lewis came to stay Liam Regan, Eoin's younger brother, recalls Lewis staying at their family home in Belfast when attending a race meeting at Nutts Corner. "You couldn't meet a nicer, more grounded group of people," says Liam, who is a successful rally driver and navigator. "When we got back to the house we were busting to play Mario Kart on the Super Nintendo. We must have done 1,000 laps trying to beat each other. "There was a high level of dedication even at that stage. I remember us all sitting round the kitchen table having a Chinese and pouring over the data from testing. " Lewis with Liam, right, and older brother Donall after a race meeting at Nutts Corner After spending four years with Lewis and Anthony, Eoin said the Hamiltons "were part of our family". "He was a great kid and full of energy. He loved to mess about," he said. "Music has always been his passion and he was always playing guitar." Restrick added that Lewis was "fun to be around" in his free time. "We were always in the garden playing football - away from the track it was fun and a good laugh." Liam feels that Hamilton's experiences growing up have shaped the journey of the 35-year-old. "People overlook his brilliance because they don't like the way he dresses, they don't like this and they don't like that. The Lewis that people see now, there are reasons why he is like that. "I think in 20 or 30 years' time people will talk about Lewis the way people talk about Muhammad Ali now. Fighting different causes. Both on the track and off it - we don't realise what we are watching."

This has not been a very good year for sleep. With the coronavirus pandemic, school and work disruptions and a contentious election season contributing to countless sleepless nights, sleep experts have encouraged people to adopt a variety of measures to overcome their stress-related insomnia. Among their recommendations: engage in regular exercise, establish a nightly bedtime routine and cut back on screen time and social media. But many people may be overlooking another important factor in poor sleep: diet. A growing body of research suggests that the foods you eat can affect how well you sleep, and your sleep patterns can affect your dietary choices. Researchers have found that eating a diet that is high in sugar, saturated fat and processed carbohydrates can disrupt your sleep, while eating more plants, fiber and foods rich in unsaturated fat — such as nuts, olive oil, fish and avocados — seems to have the opposite effect, helping to promote sound sleep. Much of what we know about sleep and diet comes from large epidemiological studies that, over the years, have found that people who suffer from consistently bad sleep tend to have poorer quality diets, with less protein, fewer fruits and vegetables, and a higher intake of added sugar from foods like sugary beverages, desserts and ultra-processed foods. But by their nature, epidemiological studies can show only correlations, not cause and effect. They cannot explain, for example, whether poor diet precedes and leads to poor sleep, or the reverse. To get a better understanding of the relationship between diet and sleep, some researchers have turned to randomized controlled trials in which they tell participants what to eat and then look for changes in their sleep. A number of studies have looked at the impact of a diverse array of individual foods, from warm milk to fruit juice. But those studies often have been small and not very rigorous. Some of these trials have also been funded by the food industry, which can bias results. One study funded by Zespri International, the world’s largest marketer of kiwi fruit, for example, found that people assigned to eat two kiwis an hour before their bedtime every night for four weeks had improvements in their sleep onset, duration and efficiency. The authors of the study attributed their findings in part to an “abundance” of antioxidants in kiwis. But importantly, the study lacked a control group, so it is possible that any benefits could have resulted from the placebo effect. Other studies funded by the cherry industry have found that drinking tart cherry juice can modestly improve sleep in people with insomnia, supposedly by promoting tryptophan, one of the building blocks of the sleep-regulating hormone melatonin. Tryptophan is an amino acid found in many foods, including dairy and turkey, which is one of the reasons commonly given for why so many of us feel so sleepy after our Thanksgiving feasts. But tryptophan has to cross the blood-brain barrier to have any soporific effects, and in the presence of other amino acids found in food it ends up competing, largely unsuccessfully, for absorption. Studies show that eating protein-rich foods such as milk and turkey on their own actually decreases the ability of tryptophan to cross the blood-brain barrier. One way to enhance tryptophan’s uptake is to pair foods that contain it with carbohydrates. That combination stimulates the release of insulin, which causes competing amino acids to be absorbed by muscles, in turn making it easier for tryptophan to cross into the brain, said Marie-Pierre St-Onge, an associate professor of nutritional medicine at Columbia University Irving Medical Center and the director of the Sleep Center of Excellence at Columbia. St-Onge has spent years studying the relationship between diet and sleep. Her work suggests that rather than emphasizing one or two specific foods with supposedly sleep-inducing properties, it is better to focus on the overall quality of your diet. In one randomized clinical trial, she and her colleagues recruited 26 healthy adults and controlled what they ate for four days, providing them regular meals prepared by nutritionists while also monitoring how they slept at night. On the fifth day, the subjects were allowed to eat whatever they wanted. The researchers discovered that eating more saturated fat and less fiber from foods like vegetables, fruits and whole grains led to reductions in slow-wave sleep, which is the deep, restorative kind. In general, clinical trials have also found that carbohydrates have a significant impact on sleep: People tend to fall asleep much faster at night when they consume a high-carbohydrate diet compared to when they consume a high-fat or high-protein diet. That may have something to do with carbs helping tryptophan cross into the brain more easily. But the quality of carbs matters. In fact, they can be a double-edged sword when it comes to slumber. St-Onge has found in her research that when people eat more sugar and simple carbs — such as white bread, bagels, pastries and pasta — they wake up more frequently throughout the night. In other words, eating carbs may help you fall asleep faster, but it is best to consume “complex” carbs that contain fiber, which may help you obtain more deep, restorative sleep. “Complex carbohydrates provide a more stable blood sugar level,” said St-Onge. “So if blood sugar levels are more stable at night, that could be the reason complex carbohydrates are associated with better sleep.” One example of a dietary pattern that may be optimal for better sleep is the Mediterranean diet, which emphasizes such foods as vegetables, fruits, nuts, seeds, legumes, whole grains, seafood, poultry, yogurt, herbs and spices and olive oil. Large observational studies have found that people who follow this type of dietary pattern are less likely to suffer from insomnia and short sleep, though more research is needed to confirm the correlation. But the relationship between poor diet and bad sleep is a two-way street: Scientists have found that as people lose sleep, they experience physiological changes that can nudge them to seek out junk food. In clinical trials, healthy adults who are allowed to sleep only four or five hours a night end up consuming more calories and snacking more frequently throughout the day. They experience significantly more hunger and their preference for sweet foods increases. In men, sleep deprivation stimulates increased levels of ghrelin, the so-called hunger hormone, while in women, restricting sleep leads to lower levels of GLP-1, a hormone that signals satiety, “So in men, short sleep promotes greater appetite and desire to eat, and in women there is less of a signal that makes you stop eating,” said St-Onge. Changes also occur in the brain. St-Onge found that when men and women were restricted to four hours of nightly sleep for five nights in a row, they had greater activation in reward centers of the brain in response to pepperoni pizza, doughnuts and candy compared to healthy foods such as carrots, yogurt, oatmeal and fruit. After five nights of normal sleep, however, this pattern of stronger brain responses to the junk food disappeared. Another study, led by researchers at King’s College London, also demonstrated how proper sleep can increase your willpower to avoid unhealthy foods. It found that habitually short sleepers who went through a program to help them sleep longer — resulting in their getting roughly an hour of additional sleep each night — had improvements in their diet. The most striking change was that they cut about 10 grams of added sugar from their diets each day, the equivalent of about two and a half teaspoons. The takeaway is that diet and sleep are entwined. Improving one can help you improve the other and vice versa, creating a positive cycle where they perpetuate one another, said Dr Susan Redline, a senior physician at the Brigham and Women’s Hospital and a professor of sleep medicine at Harvard Medical School who studies diet and sleep disorders. “The best way to approach health is to emphasize a healthy diet and healthy sleep,” she added. “These are two very important health behaviors that can reinforce each other.”

The US Supreme Court has rejected an unprecedented attempt to throw out election results in four battleground states that was backed by President Donald Trump. The lawsuit, filed this week by the state of Texas, sought to invalidate results in Georgia, Michigan, Pennsylvania and Wisconsin. President-elect Joe Biden won all four. The lawsuit was supported by 18 state attorneys general and 106 Republican members of Congress. But in a brief order rejecting the bid, the Supreme Court ruled on Friday that Texas did not have legal standing to bring the case. The ruling represents a setback for Mr Trump, who has previously suggested without evidence that the result of November's presidential election would be settled in the Supreme Court. The court rejected a separate legal challenge against Mr Biden's victory in Pennsylvania earlier this week, dismissing it in a one-sentence ruling. Mr Trump has made repeated unsubstantiated assertions that "illegal votes" cost him a second presidential term. Since the election, Mr Trump and his supporters have launched dozens of lawsuits questioning the results of the election. None have come close to overturning Mr Biden's victory. The Democratic candidate defeated Mr Trump by a margin of 306 to 232 votes in the US electoral college, which chooses the US president. Mr Biden won seven million more votes than the president nationwide. The electoral college is expected to meet on Monday to formally elect Mr Biden as the 46th president of the US. The Supreme Court, as expected by most legal experts, wanted nothing to do with Texas's challenge to the results of the 2020 presidential election. The ruling was slightly longer than the one-sentence "motion denied" response in a Pennsylvania case earlier this week. Two of the nine Supreme Court justices, Samuel Alito and Clarence Thomas, said they wouldn't have dismissed the lawsuit outright. But even they would not express a view on whether Texas's attempt to throw out millions of votes and effectively hand the presidency to Mr Trump had merit. The decision paves the way for the members of the electoral college to meet in state capitals across the US on Monday. At that point, the door to Mr Trump's legal challenges to the election will slam closed. And while his supporters may try a last-ditch effort to block Mr Biden's victory in Congress in January, those political manoeuvres are destined to fail. Democrats will make sure of that. The implications of this challenge, however, are unlikely to quickly fade away. Eighteen states and more than 100 Republicans in Congress endorsed discarding the results of the election and putting the White House in the hands of state legislatures. That is something Democrats - and the history books - won't soon forget. What was the Texas legal challenge about? The lawsuit was filed on Tuesday by the Republican Attorney-General of Texas, Ken Paxton - an ally of Mr Trump. It was supported by the president, who on Wednesday filed a motion to intervene and become a plaintiff in the case. The lawsuit sought to discard the presidential election results in Wisconsin, Michigan, Pennsylvania and Georgia, four crucial states won by Mr Biden. Texas alleged that the results in those states were unlawful because of changes to voting procedures to help Americans cast their ballots during the coronavirus pandemic. Mr Paxton's lawsuit asked the Supreme Court to allow the legislatures of those states - which are all controlled by Republicans - to determine who should get their electoral college votes. But on Thursday, the four states in a filing asked the justices to reject the lawsuit, which they said had no legal grounds. The Supreme Court agreed. "Texas has not demonstrated a judicially cognisable interest in the manner in which another state conducts its elections," the court said in its ruling. Before the ruling, legal experts were sceptical of the lawsuit's chances of success. But just hours before the ruling, Mr Trump appeared optimistic, urging the Supreme Court to show "great Wisdom and Courage". The court failed to do so, Mr Trump later wrote in a tweet bemoaning the verdict.

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