"Baseball, Hotdogs, Apple Pie and Chevrolet" in the 1970s, and "The Heartbeat of America" featured in commercials from 1987 to 1994, were perhaps the most well-known Chevrolet slogans heard over the years (via Car Directory). These mantras represent an automaker that has produced more than 200 million cars and trucks since it was founded on November 3, 1911 (via All American Made). One of the three largest automakers in the U.S., Chevrolet has had a significant impact on the American (and the world) automobile industry, producing some of the most innovative and recognizable cars and trucks over its long history.
Chevrolet autos have combined attractive designs, performance, and reliability, making icons such as the Camaro, Chevelle, and Corvette essential elements for the development of automobile technology. Many of these have become classics and the obsession of car collectors worldwide. Furthermore, Chevrolet's countless innovations have been adopted by many of its competitors. The automaker built the first fuel-injected engine in 1957 after introducing the small-block V-8 design in 1955, which was continuously produced for more years than any other mass-produced engine in the world. Chevy still makes a V-8 Camaro to compete with Mustang and Challenger.
While not all Chevy models were winners and many have come and gone during the company's long history, some were exceptional in their era and could be extraordinary once again. Here are 10 discontinued classic Chevrolets we would like to make a modern comeback.
Although the Chevrolet Bel Air was produced from 1950 to 1975 for the U.S. market, the 1955-1957 model year cars are considered the line icons. The Bel Air was exceptionally popular with more than 700,000 units built (via Trust Auto), 47,000 of which were convertibles (via General Motors). The stylish tail fins of the 1957 model make it the most recognizable.
Chevrolet offered the Bel Air in seven body styles: convertible, two-door sport sedan, two-door sport hardtop coupe, four-door sedan, two-door sedan, four-door wagon, and two-door, six-passenger Nomad station wagon. The '57 Chevy came in the base 150 trim, the mid-level 210 trim, and the premium Bel Air trim, which boasted superior equipment, the most features, and distinguishing accents.
Typical of most full-size cars of that era, the Bel Air featured a front engine and rear-wheel drive. Early 1950s full-sized Chevys were typically equipped with 3.5- and 3.9-liter inline six-cylinder engines. The '57 Bel Air was initially offered with a 4.3-liter V-8 producing 162 horsepower and later replaced with a 4.6-liter, mated to a 3-speed manual or a 2- or 3-speed automatic transmission (via Auto Trader). Chevrolet also offered the Bel Air with a Super Turbo-Fire V-8 that featured the state-of-the-art Ramjet Fuel Injection system. It was the first GM production V-8 passenger car with a technology that replaced carburetors, resulting in enhanced performance and fuel efficiency.
Chevrolet introduced the C/K Series pickup trucks in 1960 and they quickly became well-known for their technological innovations. The first generation (1960 to 1966) offered a dropped frame that made more room available in the cab and provided a lower cargo loading height. The C/K was the first truck to implement an independent front suspension, introduced nearly five years before Ford announced its "Twin I-Beam" front suspension. The independent suspension made trips in the C/K more comfortable and improved handling over older models built with a straight axle on leaf springs.
The C/K pickup trucks were also the first to offer the groundbreaking GM-designed four-wheel drive. Older model pickups offered it as an option, but it was implemented as a NAPCO (Northwestern Auto Parts Company) conversion. Engine options in 1962 included the 3.9-liter six-cylinder producing 135 horsepower and 216 pound-feet of torque. Chevrolet offered an upgrade to the more robust 4.6-liter V-8 that generated 160 horsepower and 270 pound-feet of torque (via Chevrolet).
The third generation C/K Truck series (beginning in 1973) made significant strides toward achieving better daily driving characteristics. Even though the C/K's square body lacked the slippery low drag coefficient shape of today's vehicles, Chevrolet's extensive wind tunnel testing improved aerodynamics over previous truck bodies (via Coverking). Interior designs included comfortable bench seating and wood-grain adornments with chrome, while the premium models added insulation and tightened cabins to reduce road noise.
Designed to compete with the Ford Falcon, Plymouth Valiant, and VW beetle, the Corvair offered several features not found in other American cars. It was GM's first mass-produced unit-body vehicle in the U.S., and the first American postwar car (beating Corvette to the market) implementing front and rear independent suspensions. The Corvair also was the first mass-produced domestic car powered by an air-cooled engine.
Chevrolet fitted the lightweight Monza (curb weight of 2,500 pounds) with a naturally aspirated 144.9 cubic inch Boxer 6-cylinder engine producing 102 bhp at 4400 rpm and 134 lb-ft of torque at 4400 rpm. Power is sent to the rear wheels via a three-speed Manual gearbox (via Ultimate Specs). The 1965 Corvair Monza Spyder offered the best performance and handling of the line with a turbocharged 164 cubic inch engine producing 180 horsepower (via Concept Carz).
Corvair sales in 1960 exceeded 250,000, placing third in the compact car category behind the Ford Falcon and the AMC Rambler. Sales remained strong through 1965 but fell to 103,743 units in 1966 and declined to only 6,000 units in 1969, the last year of production (via Automobile Catalog). The introduction of the Plymouth Barracuda and Ford Mustang sealed the Corvair's fate.
When Chevrolet introduced the Cameo Carrier Pickup in 1955, the automaker demonstrated that a truck could be more than just a utility vehicle for hauling dirt, raw materials, and tools. The automaker designed the stylish "gentleman's pickup" featuring luxury amenities and comfort features usually found only in premium cars, making it appealing to more buyers. Chevrolet offered the pickup truck with a 235 cubic inch straight-six connected to a three-speed manual. Buyers could opt for a 4.3-liter (265 cubic inch) V-8 producing 145 horsepower mated to a three-speed manual heavy-duty, four-speed manual, three-speed automatic with overdrive, or All-synchro Hydra-Matic transmission (via Concept Carz).
To make the truck appear more elegant, Chevrolet borrowed several external elements from other GM vehicles. The chrome taillights mounted at the trailing end of each fender came from the recently discontinued 1954 Chevrolet Bel Air, and the hubcaps from the 1955 Bel Air were mounted on rims with wide whitewall tires. The automaker painted every Cameo Carrier cab in a Bombay Ivory color and fitted them with a wide wrap-around glass rear window. The bed interior was painted industrial red. While pickup trucks built before the 1950s traditionally came with a basic cab, the 1955 Cameo Carrier offered every available option, including a radio, red and ivory dash, two-tone upholstery, power steering, and even carpeting. GM also employed an innovative design for the truck bed.
In mid-1965, Chevrolet introduced the Caprice as a premium trim package for the full-sized Impala four-door hardtop. Chevrolet's first venture into the luxury car market was an immediate success. Full-size Chevrolet sales set records in 1965 with over 1 million sold. The automaker manufactured 40,393 Caprice units during its abbreviated first year, the site "Impalas" notes, and the deluxe trim went on to become the most popular U.S. car during the 1960s and early 1970s. The Caprice won numerous awards through the years including Motor Trend's "Car of the Year" award in both 1977 and 1991.
Chevrolet created the Caprice trim and sold the upgrade for $242.10 to compete with the successful Ford LTD series. While Chevrolet offered several engine options including a 130 cubic inch six-cylinder in the Impala, the Caprice trim was fitted only with one of several available V-8 engines. These included the 250 horsepower 327 cid, 300 horsepower 327 cid, 325 horsepower 396 cid, 340 horsepower 409 cid, and the top-end 400 horsepower 409 cid engine with 4-barrel carburetor and dual exhaust (via Chevy Options).
When Chevrolet introduced the compact four-cylinder conventional X-body Chevy II in 1962 to compete with the successful 1960 Ford Falcon, the automaker also launched a higher-performance model, the Chevy II Nova 400 (via Concept Carz). The Nova featured a 194-cubic-inch straight-six that produced 120 horsepower. However, in 1964, the Nova began to take on the characteristics of a muscle car, albeit one in "sheep's clothing." Chevrolet offered the compact car weighing only 2,500 pounds with factory-installed 195 and 220 horsepower 283 small block engines.
In 1965, more horsepower was added with the 327-cubic-inch option producing 250 horsepower (L30) and 300 horsepower (L74), respectively. Mated to the close-ratio four-speed, the Nova accelerated to 60 mph in a blistering (for the era) 6.3 seconds, to 100 mph in 18.7 seconds, and reached the quarter mile in 15 seconds (via Automobile Catalog). Chevrolet added new features such as the in-dash tachometer, FM band radio, and the twelve-bolt Posi rear end.
The Super Sport package that was carried over from previous years gave the Nova an appearance that rivaled other muscle cars. It added bucket seats, a center console, and a floor shift as well as badges and minor external touches to distinguish the model from the standard Nova. The restyled 1966 Nova SS is considered by many enthusiasts the most desirable of the brand. Chevrolet offered several engine options, but the best performing variant was the L79 version of the 327 cubic inch engine: the "Mighty Mouse."
The original Monte Carlo had a short lifespan. Chevrolet introduced the luxury muscle car in 1970 to compete with the Pontiac Grand Prix and Buick Riviera but the 1970 energy crisis doomed the first-generation high-performance car to just three production years. In the early '70s, the emerging luxury car segment was characterized by long hoods, two doors, and a short trunk. Although priced below many competitors such as the Oldsmobile Toronado and Ford Thunderbird, both the Grand Prix and the Monte Carlo qualified as low-end entries to the extravagant segment.
While the two-door Monte Carlo and the Chevrolet Chevelle shared many components, including the trunk lid, rear window, windshield, and firewall, the former sat on a much longer wheelbase. The Monte Carlo needed a 116 inches wheelbase to support the long hood compared to the Chevelle's 112-inch wheelbase. The luxury muscle car boasted the longest hood in the history of Chevrolet.
The Monte Carlo came standard with a 350-cubic-inch V-8 fed by a two-barrel carburetor mated to a three-speed manual transmission. Chevrolet also offered an optional four-speed manual and two- and -three-speed automatics. Buyers could upgrade to a 400 cubic inch V-8 or the massive 454 cubic inch mill generating 360 horsepower and 500 lb-ft of torque. The luxury-muscle car accelerated to 60 mph in 7.7 seconds and reached the quarter mile in 16.2 seconds at 90 mph (via Engine Factory).
Introduced in 1959, the Chevrolet El Camino was one of the first hybrid vehicles in automotive history (via U.S. News). Produced from 1959 to 1960 and 1964 to 1987, Chevrolet built the utility coupe by adding a cargo bed to a standard two-door Chevrolet station wagon. The combination of car and truck offered buyers the practicality of a pickup truck with the performance and comfort of a car. Chevrolet built five generations of the El Camino, but it is best known for the third generation (1968-1972) when the car/truck became a Chevy muscle car icon. By the third generation, the El Camino had evolved into a more aggressive-looking vehicle and the SS396 model demonstrated that Chevy viewed the unique vehicle as a performance machine as well as a means of hauling cargo.
Chevrolet offered a 3.8-liter and 4.1-liter inline-six and five V-8 options, ranging from the 5.0-liter to two legendary 7.4-liter (454 cubic inches) powerplants. The smaller of the two big-block engines produced 360 horsepower while the more powerful 7.4-liter, Chevrolet's most powerful engine available at the time, produced 450 horsepower and 500 lb-ft of torque (via Ray Buck). The El Camino came with a three- and four-speed manual or a two- and three-speed automatic. The automaker manufactured nearly 237,000 units during the third generation's five model years (via Autotrader Classics). While the El Camino is not known for its exceptional performance its unique silhouette makes it one of the most recognizable cars on the road.
The Chevrolet Impala brand began as a full-size sedan but saw many changes during nearly six decades of production including model years 1958-1985, 1994-1996, and 2000-2020. The Chevy flagship passenger car ranked among the best-selling American cars in the U.S. with more than 13 million units sold during its production years (via Hagerty).
In the 1960s, the automobile industry was going through a change. Full-size cars were losing favor with younger buyers who preferred sporty intermediates and the growing pony-car segment led by the Ford Mustang. Other factors also influenced the transition including government regulations for safer autos and mandates for cleaner emissions. The '64 Impala represented the last hurrah of the long sleek Chevys, but sales remained strong and even improved over the previous year. Chevrolet Impala sales increased from 832,000 in '63 to an impressive 890,000 in '64. The automaker sold more than 185,000 Impala Super Sports in '64, an increase of 35,000 units over the '63 sales (via Hemmings).
The Sport Sedan is the best-known Impala, fitted with a 409 cubic inch V-8 Turbo-Fire producing 425 horsepower connected to a four-speed manual transmission. The car, measuring 210 inches long (nearly the same length as a modern-day Chevy Suburban) accelerates from 0 to 60 mph in 6.2 seconds and reaches the quarter mile time in 14.7 seconds (via Automobile Catalog).
Although the Corvette is still in production, the second generation C2 was discontinued in 1967 after five production years. The model we would like to see make a return is the 1963 Corvette StingRay with its elegantly sculpted lines and 327-cubic inch V-8 engine. It was the only model year in Corvette's history to feature a split-window design.
Although Chevrolet introduced the 1963 Corvette with a new and unique rear-window design, the automaker kept the same engine used in the previous year's model (via Corvette Story). The 327-cubic-inch standard engine produced 250 horsepower, but Chevy also offered the 300-horsepower (L75) and 340-horsepower (L76) engines. At the top end, the fuel-injected L84 produced 360 horsepower. The 340 horsepower-equipped "Vette" with a three-speed manual accelerates to 60 mph in 5.6 seconds, 0-100 km/h in 6.2 seconds, and reaches the quarter mile in 14.3 seconds (via Automobile Catalog).
When introduced, the StingRay was well-received by buyers for its state-of-the-art engineering, excellent performance, and refined styling. Today, the split window configuration makes it a collector's dream. However, at launch, the unique rear window was not favored by the public. Potential buyers expressed concern that the center pillar blocked rearward visibility. In some circumstances, owners removed the two glass window planes and replaced them with a single piece. At the time, some Chevy dealerships even offered to change out the window. The following year Chevrolet offered the StingRay with a single piece of glass only (via Corv Port).
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On this day 47 years ago, Paul Terrell opened the Byte Shop, one of the world’s first personal computer retail stores and famously known for ordering the first rudimentary computers from Steve Jobs and Steve Wozniak’s newly formed company, Apple Computer.
Paul Terrell opened the original Byte Shop in Mountain View, California, on December 8, 1975. As a computer hobbyist and businessman, he aimed to help popularize both the hobbyist and the home PC markets, which at the time the latter was almost non-existent.
As the story goes, months after opening, Terrell was approached by Steve Jobs at the Byte Shop, offering to sell him a circuit board kit called the Apple-1. Jobs initially intended the machine to be a build-it-yourself computer of sorts. Buyers would have to solder necessary chips onto the circuit board themselves and integrate their own keyboard, display, and power supply. Something that would be entirely geared toward hobbyists.
Terrell was intrigued by the idea, but already had trouble selling existing kits he had. In a move that would shape the future of Apple and the entire personal computer industry, he told Jobs he would be interested in selling them in his shop if they came fully assembled. Terrell promised to buy 50 for $500 each in cash on delivery.
Jobs and Woz delivered a scrappy-looking Apple-1 computer (which eventually came with a wooden case, keyboard, and power supply) to Terrell in July 1976. It went on sale for $666.66 ($3,573 when adjusting for inflation). Today, they go for insane amounts of money. One sought-after Apple-1 hand number by Steve Jobs is currently at auction and is expected to exceed $375,000.
By insisting that the Apple-1 be sold as a fully-assembled computer, or what was close to it, Paul Terrell set Jobs and Wozniak in the direction of making products that were unequivocally approachable and usable by everyone. A concept that carried into the Apple II and still lives on today.
Apple-1 vs. Apple II
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Elon Musk isn't the first — or necessarily most powerful — exec to take on Apple's App Store fees.
Industry insiders from developers to CEOs have long decried the 30% fee, dubbed the "App Store tax."
Lawsuits, regulatory bodies, corporations, and many others have failed to enact much change.
Elon Musk publicly launched a tirade against Apple this week, decrying the iPhone maker's "secret" 30% fee for all in-app transactions on its iOS platform.
While Musk is new to this particular fight, it's part of a war that's been waged in the tech industry for years now: Over the years, everyone from independent app developers to CEOs have decried Apple's "monopolistic" grip over its App Store, requiring the use of its in-house payment processing service.
Still, Musk is arguably the most mainstream public figure to challenge Apple, and his very public stance on the issue shines a light on what had been a relatively niche issue for app-dependent businesses. For Musk, who's stated his intentions to turn Twitter into an "everything app" that rolls social media together with shopping and other forms of online payments, that 30% cut could present a meaningful drag on the business.
"It's a very unique thing to have someone who's also the richest man in the world to have the same problems that a small app developer — that maybe has one or two employees — is also experiencing," said Rick VanMeter, executive director of the industry group Coalition for App Fairness, a frequent critic of the so-called "Apple Tax."
At the same time, Musk's riches and influence may not be enough to turn the tide and get Apple to relent. Over the years, Apple has fended off lawsuits, regulators from around the world, and its peers in the tech industry — none of which had much success in getting Apple to change its approach to in-app payments
But history might not be on the new Twitter owner's side. A high-profile lawsuit, global regulators, and major companies have all tried changing Apple's app payment systems with little success.
The most high-profile challenge to Apple's fees came in 2020, when Epic Games sued after its mega-popular game "Fortnite" was pulled from the App Store for offering users discounts if they used non-Apple payment methods to purchase digital goods.
A decision in the lawsuit came in late 2021, when a judge decreed largely in Apple's favor except for a concession that the iPhone maker must let developers link to non-Apple payment methods. Both parties are currently appealing the decision, leaving the ultimate outcome and impact of the legal clash uncertain.
Epic's challenge was, however, successful in advancing the larger cause of putting pressure on Apple to change its ways. Shortly after the suit was filed, a group of companies including Spotify, Tinder parent Match Group, Tile, and Blockchain.com formed the Coalition for App Fairness, with the self-appointed mission of advocating for a more balanced dynamic between apps and their marketplaces.
The coalition introduced 10 principles that it wants all app marketplaces to follow, including a request to get rid of "unfair, unreasonable or discriminatory fees or revenue shares" and a more basic plea to let developers communicate with their users more directly.
VanMeter of the Coalition for App Fairness said the renewed attention to the App Store's 30% transaction fee re-emphasizes the problem and need for legislative solutions.
Regulatory bodies in the United States, Australia, Japan, South Korea, Russia, and other countries with significant iPhone users have also set their sights on Apple's App Store payment structures. The European Union, Japan, South Korea, and the Netherlands are just some of the jurisdictions that have successfully passed laws targeting the "Apple Tax," with others like the United Kingdom expected to follow suit soon.
The US, however, has so far not joined in — though a bill called the Open App Markets Act has languished on the Senate floor since its introduction in February.
"If the United States does not act, it really risks falling behind these other jurisdictions that are moving forward to address the issues of competition in the app market," VanMeter said. "The United States has a real opportunity here to be a leader in that discussion."
Even in those places where Apple faces new laws that curb some of its power, however, the tech giant hasn't always shown full compliance. Dutch and South Korean regulators have clashed with Apple, which has so far made few if any changes to how it does business in those countries.
All of which means that Musk and his followers are joining a fight that's been raging in public and private spheres for a while now, and it's not clear that he'll be successful in pressuring Apple into rethinking things. But Evercore ISI analyst Mark Mahaney also says that the weight of his influence does change things at least somewhat.
"I don't know that it's any different," Mahaney said. "I don't know that he'll get a quick resolution to that any time soon, but his voice will matter."
Read the original article on Business Insider
There is nothing more quintessentially fall than the apple cider donut. A popular treat at apple orchards and cideries throughout New England, establishments from large donut shop chains to Trader Joe’s have tried to capture the magic of these deep-fried rings of deliciousness. How did this pastry become a symbol of cooler temperatures and leaves changing into brilliant hues of red and gold? Let’s take a look at the history of the famous treat.
There are different variations on fried dough right around the world, from Italian ciambelle to Spanish churros. Donuts as we know them in the United States go back to American colonists and their fall butchering season. Without refrigeration, the people prepared for winter by butchering, preserving and storing meat. They found a creative way to use the abundance of leftover animal fat by using it for frying, often mixing apples from the exact harvest with dough to create an autumnal treat. Call it an early version of the apple cider donut, but it would be a couple of centuries before they swept the nation.
It was a chance meeting between Adolph Levitt, an enterprising Russian immigrant and baker, and an engineer on a train in the Midwestern U.S. The duo came up with the prototype for a donut-making machine, which Levitt went on to perfect and launch at his Harlem, NY bakery in 1921. Displayed prominently in the window, the machine automatically dropped perfect circles of batter into a vat of hot oil, frying and then flipping them until golden. The machines caught the attention of passersby, who would stop to watch the donuts being made and then head into the bakery to buy one fresh from the fryer.
This clever invention led to the founding of the Donut Corporation of America, or DCA. Levitt added these machines to his other bakeries and also sold both the machines and a signature flour mixture to bakeries across the country. So, how does the apple cider donut play into this story? The DCA’s marketing game was on point, and they would introduce a featured flavor each fall during “National Donut Month” in October to increase sales. In 1951, it was the Sweet Cider Donut.
Around the same time that Levitt and the DCA launched the definitive fall donut, more city families were buying cars and heading out on day trips to the countryside. Orchards and farm stands were a frequent stop for these newly mobile folks, and it was a no-brainer for them to begin selling donuts made with their own apple cider.
What is it about the apple cider donut that makes it so appealing? It’s the addition of apple cider, cinnamon and nutmeg to a basic buttermilk donut mix. The cider adds more moisture to the donut, a natural sweetness, and gives it a sturdy structure that makes it perfect for dipping into a hot cup of coffee or apple cider. Most orchards and cideries across New England have their own signature recipe that they fry up and offer to carloads of visitors stopping by on fall road trips or after a day of apple picking.
Apple cider donuts have stood the test of time, outliving Adolph Levitt’s Donut Corporation of America, which was bought out by another company in the 1970s. Trips to apple orchards remain a rite of passage each fall. Families and groups of friends put on their coziest sweaters, hop in the car for some leaf peeping and cap the day with a donut. If you don’t live within driving distance of a farm or orchard, supermarkets and coffee shops around the country offer their take on the iconic donut, or you could always track down a recipe and try making them yourself.
The first signs of Musk's one-sided beef with Apple came in 2015 when he joked that Apple employed Tesla's rejects.
"They have hired people we've fired," Musk told German newspaper Handelsblatt. "We always jokingly call Apple the 'Tesla Graveyard'. If you don't make it at Tesla, you go work at Apple. I'm not kidding."
In the interview with the news outlet, the Tesla CEO shrugged off reports that Apple was looking into making its own electric car and took a dig at some of Apple's latest products.
"Did you ever take a look at the Apple Watch?" Musk said. "No, seriously: It's good that Apple is moving and investing in this direction. But cars are very complex compared to phones or smartwatches. You can't just go to a provider like Foxconn and say: Build me a car."
According to Tim Higgins' book "Power Play: Tesla, Elon Musk, and the Bet of the Century," Tim Cook had suggested that Apple acquire Tesla in 2016.
At the time, Musk reportedly said he wanted to be CEO and Cook allegedly agreed, until Musk clarified that he wanted to be CEO of Apple — not just Tesla.
According to the book, which cited a source who had heard Musk's retelling of the exchange, Cook said "Fuck you" before hanging up the phone on Musk.
Both Musk and Apple have denied the reports, saying the two CEOs have never spoken.
"There was a point where I requested to meet with Cook to talk about Apple buying Tesla," Musk said on Twitter when the book came out last year. "There were no conditions of acquisition proposed whatsoever. He refused to meet. Tesla was worth about 6% of today's value."
In a 2018 interview with Recode's Kara Swisher, Musk said Apple's products have grown stale.
"There's not many products you can buy that really make you happier," he said. "I still think, obviously, that Apple makes great phones. ... I still use an iPhone and everything. But Apple used to really bring out products that would blow people's minds, you know? And still make great products, but there's less of that."
Musk compared Apple to Tesla, saying Tesla planned to avoid Apple's pitfalls when it comes to consumer interest.
"I don't think people are necessarily running to the store for the iPhone 11," Musk said. "But I think with Tesla, we really want to make products that people just love, that are heart-stopping."
"Technology does not automatically improve," Musk said. "People are used to the phone being better every year. I'm an iPhone user, but I think some of the exact software updates have been not great."
He continued to say that the software seemingly "broke" his email system.
"Did you know Apple puts a secret 30% tax on everything you buy through the App Store?" Musk tweeted on Monday.
It was one of many times the billionaire has criticized Apple for its App Store fees.
In 2021, he called the fees a "de facto global tax on the Internet," and earlier this month, he tagged the Department of Justice's antitrust division in a criticism of the fees.
Now that he owns Twitter, Apple's fees could have an impact on Musk's business and his plans to generate revenue by charging users $8 per month for verification on the social media site.
The tech company controls app distribution for the iPhone and iPad, and takes between 15% and 30% of most in-app purchases made on iOS apps. The company typically requires that developers use in-app payment systems, though it has slightly softened that requirement for certain apps like Netflix and Spotify.
Cook has yet to respond to Musk on Twitter, even though the Tesla CEO called out the Apple CEO directly on the social media site.
In the first quarter of this year, Apple was the top advertiser on Twitter, accounting for 4% of the social media company's revenue, according to The Washington Post.
Up until Musk's takeover, Twitter and Apple appeared to enjoy a symbiotic relationship. Apple has frequently used the site for product announcements, and Apple even integrated tweets in its iOS operating system in 2011.
But Musk's exact actions might sour the relationship between the two companies. Ultimately Apple could decide to oust Twitter from its App Store over content moderation concerns.
In a op-ed with The New York Times, Yoel Roth, Twitter's former head of trust and safety, said that "the calls from the app review teams had already begun" when Musk's roll out of paid verification badges led to chaos, with users impersonating public figures and major companies.
Last week, Musk said he'd create his own smartphone if Apple booted Twitter of the App Store.
"I certainly hope it does not come to that, but, yes, if there is no other choice, I will make an alternative phone," Musk said on Twitter last week.
Tesla and Apple could also go head-to-head in the auto industry. For years, Apple has been said to be exploring the possibility of creating its own fully-autonomous electric car. The initiative, which is code-named Project Titan, appears to still be in its early phases.
In the past, Musk has said he doesn't see Apple as a threat to Tesla.
The billionaire has been known to start his fair share of feuds on Twitter, and he's never appeared hesitant to speak his mind.
Most recently, Musk has publicly argued with Rep. Alexandria Ocasio-Cortez and Stephen King on Twitter.
Meanwhile, Musk has personally called up CEOs of companies that have pulled ads from Twitter to complain, Financial Times reported on Sunday.
While Apple's business could be key to Twitter's success, Musk has shown he isn't afraid to ruffle a few feathers.
Apple in 2015 unveiled the Apple Pencil, its first stylus that was designed to work with the original iPad Pro. Former Apple CEO Steve Jobs was famously against styluses, but the Apple Pencil has proven to be a useful tool for note taking, sketching, and more with the tablet form factor.
The Apple Pencil has stuck around since 2015, and as of today, all of Apple's iPads work with either the first or second-generation Apple Pencil. In the guide below, we cover everything you need to know about the Apple Pencil.
The Apple Pencil is an Apple-designed stylus that works with Apple's iPads. It's called the Apple Pencil because of its resemblance to a traditional pencil, albeit with a definitively Apple-esque design.
There's a small plastic tip (which can be replaced) that connects with the iPad's display, a pencil-like body to hold onto, and a charging mechanism. In the original Apple Pencil, there's a Lightning connector, but the second-generation model charges inductively through the iPad Pro.
The Apple Pencil is used in lieu of a finger for precision tasks like writing and sketching, and it can also be used for navigating through the operating system. It's excellent for drawings, art creation, note taking, and similar tasks because it's precise, has palm rejection, and offers pressure and tilt sensitivity.
In a nutshell, the Apple Pencil is meant to work like a traditional pencil, but instead of writing on paper, you write on the iPad's display. You can put your hand right on the iPad while you write, which, for a long time, was functionality other styluses were not able to accurately replicate.
There are two versions of the Apple Pencil, the first version released in 2015 and the second version released in 2018. The two do the same thing, but have different designs and charging mechanisms.
Original Apple Pencil
The second-generation Apple Pencil is sleeker, smaller, and more compact than the original Apple Pencil because it has no Lightning port at the end. It's designed to charge inductively through the iPad Pro so you stick it on the right side of the iPad in the flat area to initiate charging, with the Apple Pencil held onto the device using magnets.
Apple Pencil 2
Though there are different charging mechanisms and bells and whistles, Apple Pencil 1 and 2 fundamentally work in the same way and have the same general feature set.
The original Apple Pencil, manufactured from 2015 on with the round body design and Lightning connector is compatible with the following devices:
The second-generation Apple Pencil with a smaller footprint and inductive charging capabilities is compatible with the following devices:
The original Apple Pencil cannot be used with models that are designed for the second-generation Apple Pencil, which includes the iPad mini 6 and the latest iPad Pro and iPad Air devices, and the Apple Pencil 2 does not work with older iPads nor entry-level devices like the standard iPad.
The Apple Pencil has a rich feature set, allowing it to be used for any precision task, or as a replacement for a finger when navigating through iOS.
Apple Pencil can be used as a finger replacement to do things like open apps, scroll, and more, but support for Apple Pencil is also built into iPadOS. There are several unique Apple Pencil features worth being aware of for those thinking about an Apple Pencil purchase.
Apple Pencil also works with tons of third-party apps for note taking, drawing, sketching, and more. You can find these apps by searching for Apple Pencil in the App Store on the iPad, but below we've listed some standouts.
Prior to when the Apple Pencil came out, styluses either had a fine hard tip and were battery powered to activate the capacitive display of the iPad, or had a wide, rubber finger-shaped tip that was not accurate.
A pre-Apple Pencil stylus
Many styluses on the market that are not the Apple Pencil are still have these kinds of tips that are nowhere near as accurate as the Apple Pencil and can't offer the same simple charging and palm rejection features, but there are now some more affordable Apple Pencil alternatives that have Apple Pencil-like functionality.
For anyone who wants to take advantage of the iPad for drawing, sketching, note taking, or other similar activities, the Apple Pencil is absolutely worth the money, but for those who don't need all of the advanced features, there are some similar styluses on the market like the much more affordable Logitech Crayon.
The Apple Pencil and Apple Pencil 2 are only compatible with iPads and will not work with the iPhone. The Apple Pencil requires a display built for it, which iPhones do not have.
There have been rumors here and there suggesting Apple could develop a version of the Apple Pencil for the iPhone, but no such product has ever materialized and rumors about an Apple Pencil for the iPhone have never been consistent.
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