Tinder app generates highest Apple App Store revenue: almost 30 million euros in September: Tinder is the app that generates the most revenue of the entire iPhone store. With 33.86 million dollars (28.54 million euros) entered in September, the dating app has managed to surpass its competitors, most of them video game apps, to agency the first place of the Apple Store worldwide.

Of the 10 most downloaded apps on Apple devices worldwide, Tinder overtakes for the first time Monster Strike, a well-known video game with little appeal in Europe but which enjoys a significant (and beneficial) audience on the other side of the ocean, according to the latest research by Stock Apps. It also beats Disney+, first in the US ranking with 18.23 million dollars (against the 17.36 of the dating app) but fourth in the global (23.97 million).

In essence, the data from Stock Apps deduce that Tinder would have collected 51.26% of its total revenue in September from the US market, leading the way towards a unique business model that depends solely on the premium subscription. In this case, the app sells these online subscriptions within the interface to offer users advantages such as unlimited swip, greater projection of the personal profile and better match conditions, in addition to removing ads, but in no case is it necessary to pay to consume its content.

Tinder app generates highest Apple App Store revenue

The dating app has recently embraced the growing interest in online networking after making its "Passport" feature free, a feature that allows users to match with people from all over the world; that is, remove the territorial delimitation. In the end, this faculty has caused Tinder to become more than just an app focused on real-world dating, but a social network with quota models to connect with singles from all over the world.

Despite the success of the app in recent years, developers continue to be innovative and seek to attract different demographic groups: in view is that, despite the competition, the subscription rate continues to grow. For now, the marketing team has moved to focus more on Gen Z users with options like the Swipe Night Experience, which allows for pairings based on the decisions they have made in the app's interactive content.

Fortnite developer Epic Games recently joined Spotify and Match Group (Tinder) in a coalition against app store owners. The conglomerate, known as the Coalition for App Fairness, accuses the Tim Cook-led company of anti-competitive practices and claims that Apple not only attacks free competition, but also attacks innovation with its App Store policies.

Tinder app generates highest Apple App Store revenue

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The true revolution of electric cars has already taken shape with the extremely capable plug-in hybrid models

Much of the talk surrounding the so-called" Future " of the automotive space has to do with battery electric cars.

Electric cars are the fashion items that car manufacturers are betting on now, and the latter are spending billions creating new product lines that run on electricity alone.

This drive includes both taking big risks with best-selling cars, and reviving nameplates with an electric twist. Ford is working hard on an all-electric F-150 van, America's favorite 4-wheel vehicle since Ronald Reagan was president. General Motors destroyed the Hummer after the financial crisis, but the brand has returned as an electric truck.

Based on marketing alone, it looks like the game is over for the internal combustion engine. But there is a significant flaw in that argument: while EVs are all the rage, 98% of all cars sold in 2019 were running on some type of oil product.

There is no denying the need to have cleaner cars. The Guardian reported in 2018 that personal cars were the largest source of carbon dioxide emissions in the United States —a figure helped, no doubt, by our propensity to buy large trucks and SUVs instead of smaller, fuel-efficient cars.

Therefore, in the promotion of electric vehicles, with Tesla at the head, both in the sale of EV as in the construction of the vital infrastructure load, we can now count on Volkswagen, Chevrolet, Hyundai, Kia, Jaguar, Porsche, Polestar, Audi and Nissan among the car manufacturers with offers completely electric.

State legislatures are also adding up, even if the current federal administration does not. More recently, California Governor Gavin Newsom's executive order will ban the sale of new passenger cars and gasoline trucks starting in 2035 in an aggressive effort to reduce emissions.

It is an ambitious idea, one that adheres to the need for an EV revolution. But the real electric vehicle revolution, one that is achievable and realistic for most US buyers, anyway, is already underway in the form of plug-in, high-capacity hybrid cars.

We will be the first to admit that hybrid cars suffer from a small image problem. They don't have the futuristic design of the space age that they have so many electric vehicles. They do not overtake supercars in quiet acceleration races.

For a long time, when people thought of a hybrid car, they thought of a Toyota Prius —an objectively good vehicle, but perceived to be driven by tree-huggers and hippies, despite having sold more than 6 million copies since its introduction in the late 90s.

But hybrids do the job. It is not necessary to make big changes in life to own one, and it is also not necessary to build a large nationwide fast charging network for them, an expensive task to which Tesla has committed, but which other car manufacturers have tried to achieve through partnerships with charging providers to reduce expenses and spread risk.

Toyota hybrids have the situation under control. The co-author of this story, Matt DeBord, owns a 2017 RAV4 Hybrid and routinely averages 14 kilometers per liter. Most of that figure comes from driving in the city, where fuel savings are always lower. It also has a 2011 Prius and even with almost a decade of age, the car continues to yield more than 17 kilometers per liter.

But none of those vehicles can travel far, or drive even remotely fast, on battery power alone. Toyota is aware that many customers want something better, and that's where hybrids with superior electrical performance come in. And Toyota also leads the group here.

This was more obvious after the 10 days co-author Kristen Lee spent with the new Toyota RAV4 Prime, the plug-in hybrid version of the popular RAV4. Because plug-in hybrids usually have larger batteries, they have a greater electronic-only range than non-plug-in ones.

Toyota cites that the range of the RAV4 Prime for electric use only is 67 kilometers. In our own tests, we achieved 35 miles, but that was only because we took it to the highway.

An all-electric range of 67 kilometers is impressive, no matter what way you look at it, especially in an SUV like the RAV4. The average length of commutes is 25 kilometers— at least, according to this ABC News report from mid-2000-which means that theoretically 1.5 commutes could be made to work without using a drop of fuel.

You'll emit much less noise and pollution while sitting in traffic, and you'll be able to load the car into your garage overnight if you have one. Repeat everything the next day and your trips to the gas station will be rare.

A AAA study last year found that nearly 40 million buyers would want to buy an electric car, but the Drive reported that what most prevents more buyers from buying an electric car is anxiety about the range and duration of this.

"That is, 58% of drivers fear running out of charge before they can recharge their vehicle, while another 49% fear the low availability of charging stations."

A plug-in hybrid with a powerful range only for electrical use solves this problem. Drivers can rely on the battery for local commutes, and if they want to go somewhere further away, they are not constrained by the lack of chargers on the road.

In the ideal scenario, Toyota makes enough RAV4 Primes for anyone who wants to buy one and we gradually switch everyone to electrified driving that way. Before the latest wave of EVs, both real and planned, people studying transport for a living or who have researched the impact of car emissions on climate change thought widespread hybridization would be the way forward. That could reduce greenhouse gas pollution from exhaust pipes by 30%.

However, Car And Driver reported in July that, due to" unforeseen battery supply limitations, " the availability of the plug-in SUV this year will not be as robust as it should be. Toyota is now aiming for 5.000 RAV4 Primes, which Car and Driver said appears to be "limited availability".

"The result is limited supplies, sales, and potentially, prices above the MSRP of MS 39,220," Car and Driver wrote.

"At the moment, we do not have any additional production confirmed," a Toyota spokesman said when Business Insider asked if there were more cars planned for next year.

In some respects, the composition of the US market is ideal for large car manufacturers who do not want to miss a large-scale shift to electric vehicles, but who are also determined to preserve cash cows that consume a lot of gasoline and that buyers can afford thanks to minimum interest rates and long loan terms.

Legacy players can make ambitious gestures towards the EVs, and can even deploy impressive vehicles-namely Porsche, with the impressive Taycan-but they can continue to produce large vans and SUVs averaging less than 8 kilometers per liter.

The trick is to avoid falling behind in research and development. But even if a car manufacturer does, it can always partner with a competitor and cover some risk. Honda recently did this with General Motors, and Ford and Volkswagen have been exploring a kind of soft alliance in everything futuristic, from EVs to autonomous cars.

With limited resources everywhere, and with the motor business being a remarkably capital-intensive enterprise, IT's easy to see hybrids being thrown out on the street. Why bother designing and marketing a new generation of electric cars when you can get ready to sell an EV to buyers?

From the point of view of a giant car manufacturer, compliance with the various fleet emissions regulations around the world would be covered with a balanced portfolio of EVs and gas guzzlers, which would allow large vans and SUVs to keep the lights on while The VE transition continues.

There are 2 losers in that bet: the consumer and the planet. The consumer is deprived of the perfect and versatile transport solution in a plug-in hybrid, while the changing weather continues in a waiting game for him to see them reach the exhaust speed.

The latter, by the way, is behind schedule: a decade ago, EVs were supposed to have already taken between 10% and 15% of the market. But even with the success of Tesla and traditional automakers like GM and VW launching dozens of EVs in the coming years, the growth of EVs in mature regions like the United States and Europe has been slow.

An obvious incentive to increase Hybrid sales comes with better government incentives. The largest federal incentive in the United States is a tax credit of dólares 7,500, certainly useful, but aimed at buyers who purchase a 100% electric vehicle. In addition, the credit is reduced when an automaker sells more than 200,000 qualifying vehicles, and that is not a long-term incentive.

Therefore, the credit is not designed to move the needle to the mass market, where lowering the price tag of a plug-in hybrid from dólares 5,000 to dólares 10,000 would convince buyers to seriously consider the option.

When the Green New Deal debuted in Congress last year, we suggested the idea of a híb 10,000 hybrid bond to reduce taxable income. It would be like making a contribution to a retirement plan, or, if you have your own business, deducting the cost of your vehicle as an expense.

The incentive could also be extended to used hybrids, but with the discount applied based on the age of the vehicle. The whole plan would also be voluntary, so that car manufacturers and consumers would not be forced to do anything.

This could clearly prove expensive, but with the climate crisis looming, giving consumers the opportunity to buy a hybrid or an electric car now has to seem cheaper than alternatives. Capturing future carbon in the atmosphere and sequestering it with technologies that have not yet been developed at scale has to be much more expensive than simply not generating the carbon emissions at all.

Luckily, today there are more hybrids and plug-in hybrids to choose from, giving buyers a lot more variety than when the Prius was the only real game in town. Audi has a few. The Lincoln Aviator is a heavyweight in its plug-in appearance. And the beloved Jeep Wrangler will soon also have a plug-in version.

So, while everyone else might, don't assume so quickly that battery electric cars are the solution. Consider the humble hybrid.

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