A large number of new energy vehicles for export park at a car terminal on the Hangzhou section of the Beijing-Hangzhou Grand Canal in Hangzhou, Zhejiang Province, China, on June 2, 2025.
Costfoto | Nurphoto | Getty Images
DETROIT — The unraveling of the U.S. electric vehicle push is increasingly raising concerns of an existential crisis for the American auto industry, as Chinese carmakers surge ahead in the technologies that many still believe will define the next era of cars.
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The latest warning sign came Friday, when Stellantis disclosed a $26 billion charge from a major business overhaul, including a pullback in EVs, triggering a more than 20% plunge in its stock. CEO Antonio Filosa blamed the hit on overestimating the pace of the energy transition.
It follows other automakers in the U.S. significantly pulling back from pure EVs in favor of large gas-guzzling trucks such as the Ford F-150 and SUVs like the Chevrolet Suburban. Chinese automakers are taking the opposite approach and are growing globally, led by EVs.
Legacy automakers General Motors and Ford Motor have lost billions of dollars on EVs and are pulling back partly because of the loss of a federal tax credit and lackluster consumer demand.
Even Tesla, which pioneered the EV industry, is facing pressure. It was surpassed by Chinese automaker BYD in EV sales as the Elon Musk-led brand lost its appeal and market share in Europe this year, while BYD ramped up exports there and around the world. Tesla also last week canceled its two oldest, lowest-selling electric vehicles to repurpose an American plant for humanoid robots.
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After helming the electrification movement for years, Musk increasingly appears focused elsewhere, especially on robots, driverless taxis and his artificial intelligence company, which he combined with Space X in what was the biggest merger in history.
Meanwhile, global market share of Chinese brands has jumped nearly 70% in five years, and many experts see a threat to U.S. automakers, including the anticipated entrance of Chinese brands into America.
There’s fear among global automakers that Chinese rivals like BYD and Geely could flood global markets, undercutting domestic production and vehicle prices. The U.S. has taken a protectionist approach by implementing 100% tariffs on imported EVs from China, but Chinese automakers have made inroads across Europe, South America and elsewhere.
Companies in the U.S., where the automotive industry represents about 5% of the country’s gross domestic product, are worried about long-term implications.
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“The Chinese auto industry presents an existential threat to the traditional [automakers],” said Terry Woychowski, a former GM executive who serves as president of automotive at engineering consulting firm Caresoft Global.
Several automotive experts used the word “existential” when discussing the growth of Chinese automakers.
“The existential risk to the U.S. auto industry isn’t Chinese EVs alone, it’s the combination of sustained government support, vertically integrated supply chains and speed,” said Elizabeth Krear, Center for Automotive Research CEO. “Those advantages lower costs and accelerate execution. Concurrently, saturation in China’s domestic market is driving automakers to expand aggressively into global markets.”
China’s growth
The Chinese automotive sector has rapidly changed from an insular industry to the largest exporter of vehicles globally since 2023.
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China’s growth has been fueled by government funding for companies as well as a culture of innovation and speed the country has instilled in its workers, experts said. A slowing Chinese market and plant underutilization have also forced companies to begin exporting to major auto markets globally.
China’s expansion of EVs has been particularly impressive, with a nearly 800% increase globally, largely fueled by sales in China growing from roughly 572,300 in 2020 to 4.95 million in 2025, according to GlobalData. Outside of China, EV sales have increased by more than 1,300%, from less than 33,000 to more than 474,000, per the firm.
While China has grown, Detroit’s “Big Three” automakers — GM, Ford and Chrysler parent Stellantis, which is no longer based in the U.S. — have collectively fallen from a global market share of 21.4% in 2019 to an estimated 15.7% in 2025, according to S&P Global Mobility.
That compares to China’s largest automakers BYD and Geely, which have grown from a less than 3% market share to an estimated 11.1%, according to S&P Global Mobility.
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HONG KONG, CHINA – JANUARY 05: A general view of the BYD Auto showroom on January 5, 2026, in Hong Kong, China. (Photo by Sawayasu Tsuji/Getty Images)
Sawayasu Tsuji | Getty Images News | Getty Images
China’s most recent announced expansion is to Canada, a relatively small vehicle market that removed 100% tariffs on imported vehicles from China amid a trade dispute with the Trump administration.
That follows the rapid growth of Chinese automakers in lower-income, less established regions that have historically been growth markets for U.S. automakers, such as South America, India, and Mexico. They’re also making inroads in Europe, where the share of sales has risen from virtually nothing in 2020 to nearly 10% in December, according to Germany-based Dataforce.
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“The shift to electric has made it easier for them, because they’ve got the right products,” said Al Bedwell, U.K.-based expert and director of global automotive powertrain for GlobalData. “The fact that it is electric has really opened the doors, and it wouldn’t have happened otherwise.”
Bedwell said China wanted to wean itself off oil since it doesn’t have vast amounts on its own. “It saw an opportunity to be a leader,” he added.
GlobalData forecasts Chinese EVs will continue to grow globally to roughly 6.5 million units by 2030, followed by nearly 8.5 million in 2035. That includes continued growth in the U.S., where a few China-made vehicles such as the Buick Envision have been imported in recent years.
“Breaking into the U.S. market successfully and sustainably is not an easy accomplishment; it takes time, investment, patience and the willingness to make product mistakes but improve them until you get it right. It is expected that some Chinese automakers will have that blend and eventually look to participate in the U.S. market,” said Stephanie Brinley, a principal automotive analyst at S&P Global Mobility.
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Brinley noted it took Japan’s Toyota Motor from 1957 to 2001 to reach a 10% market share, while South Korea’s Hyundai Motor reached 10% after 26 years in 2022.
US President Donald Trump speaks alongside Ford executive chairman Bill Ford as he tours Ford Motor Company’s River Rouge complex in Dearborn, Michigan, on January 13, 2026.
Mandel Ngan | Afp | Getty Images
“Because the U.S. is a mature market and sales are forecast to remain between 16 million and 16.5 million units through at least 2035, newcomers will take share from existing brands and automakers,” Brinley said. “How quickly they connect with consumers and which automakers lose volume or share to the new competitor remains to be seen.”
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The Alliance for Automotive Innovation, a lobbying group representing nearly every automaker in the U.S., wants to prevent that from happening. It called on Congress and the Trump administration in December to prevent Chinese government-backed auto and advanced battery manufacturers from gaining entry to manufacture in the U.S.
“Automakers doing business inside the United States face geopolitical and market pressures from China that are a direct threat to America’s global competitiveness and national security,” John Bozzella, CEO of the alliance, said in a message to a U.S. House of Representatives select committee, citing unfair, anticompetitive trade practices and intellectual property theft.
State of U.S. EV industry
U.S. automakers spent billions of dollars developing and launching EVs under regulations and incentives from the Biden administration that have largely been undone by the Trump administration.
That deregulation opened the doors for automakers to deemphasize all-electric vehicle plans.
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GM and Ford alone have announced more than $27 billion in write-downs recently due to their retreat on EVs, including canceling new models and lowering production of current ones.
U.S. EV sales peaked in September, ahead of the federal incentives ending, at 10.3% of the new vehicle market, according to Cox Automotive. That demand plummeted to preliminary estimates of 5.2% during the fourth quarter.
GM CFO Paul Jacobson said Wednesday that the Detroit automaker, which has largely become a regional player in North America, isn’t abandoning EVs but is right-sizing to natural demand instead of attempting to appease regulators.
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When asked about the expansion of Chinese automakers, Jacobson said GM “can hold our own” but that it needs to be on a level playing field — rehashing that he thinks U.S. tariffs should work to offset subsidies Chinese companies get from the Chinese government.
“You can see the type of intensity and competitiveness that those vehicles bring to the marketplace. And therefore, we’ve got to be ready,” he said during a Chicago Federal Reserve automotive conference in Detroit.
GM wasn’t ready for the rise of the domestic auto industry in China, which was the company’s top sales market from 2010 to 2023. The automaker’s earnings from China fell from around $2 billion annually in 2018 to a second consecutive year of losses in 2025 as China grew its own auto manufacturing.
GM’s crosstown rival Ford is taking a different approach. It has largely scrapped plans for large EVs in exchange for a next-generation of smaller models that CEO Jim Farley believes will be the company’s saving grace against Chinese automakers.
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Farley, who has been complimentary of Chinese automakers at times, said the new platform will be a simple, efficient, flexible ecosystem to deliver a family of affordable, electric, software-defined vehicles.
“This is a Model T moment for the company,” Farley said last year. “We really see, not the global [automakers] as a competitive set for our next generation of EVs, we see the Chinese. Companies like Geely and BYD … and that’s how we built our vehicle.
From autos to autonomy
Domestic EV startups such as Rivian Automotive and Saudi-backed Lucid Group — both exclusively producing vehicles in the U.S. — are facing profitability and sales challenges.
Amid the demand issues, the EV startups have tried to appeal to investors by touting themselves as technology plays rather than automakers, following in the footsteps of U.S. EV industry leader Tesla.
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Tesla’s Musk has been warning about Chinese automakers for years, saying in 2023 after the rise of BYD that such companies will “demolish” global rivals without trade barriers.
Musk has historically positioned Tesla as a technology company that also sells cars despite the vast majority of its revenue comes from car sales, leasing and repairs. He took it a step further on the company’s most recent quarterly earnings call, saying that Tesla is ending production of its Model S and X vehicles and will use the factory in Fremont, California, to instead build Optimus humanoid robots.
After the original Roadster, the two models are Tesla’s oldest vehicles. The EV maker started selling the Model S sedan in 2012, and the Model X SUV three years later. They only represented about 3% of Tesla’s sales in 2025, with the company continuing to offer the Model Y, Model 3 and Cybertruck.
In recent, years the company has slashed prices for those vehicles as global competition for electric vehicles has soared.
Musk believes China will once again be the company’s main competition in its newest humanoid robot venture.
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“China will definitely be the tough competition as there’s no two ways about it,” Musk said on the company’s fourth-quarter earnings call. “So I always think people outside of China kind of underestimate China. China’s an ass-kicker, next level.”
In a statement, the Department for Transport said that although it would not be rolling out any new smart motorways, they remained among our safest roads in terms of deaths and serious injuries, and were just as safe, or safer, than the roads they replaced.
Valvoline CEO Lori Flees discusses the used car boom, decreased interest in electric vehicles and more on ‘The Claman Countdown.’
Stellantis on Friday announced it will take a $26.5 billion charge as the automaker cuts back on electric vehicle (EV) production, joining other manufacturers in taking a financial hit after misjudging consumer demand for EVs.
Stellantis – the parent company of brands including Chrysler, Jeep, Dodge and Ram – became the latest automaker to take a charge. The $26.5 billion charge is larger than those taken by Ford and General Motors in the wake of the end of federal EV subsidies.
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The automaker had set ambitious EV goals under its former CEO, Carlos Tavares, who aimed for EVs to make up 100% of European sales and 50% of U.S. sales by 2030. Tavares was forced out in 2024 after U.S. sales plunged, where Stellantis is exposed because of its reliance on sales of high-margin Jeep and Ram pickups.
A model year 2026 Fiat 500e all-electric vehicle. (Stellantis)
Across the auto industry, fully electric vehicles represented 19.5% of European sales last year and just 7.7% of new U.S. car sales.
CEO Antonio Filosa, who took the helm at Stellantis last summer, said on a call with reporters that the company’s past assumptions about demand for EVs were “over optimistic” and outlined, “What we are announcing today is an important strategic reset of our business model… to put our customer preferences back at the center of what we do, globally and in each region.”
Stellantis’ charges, which were booked in the company’s results for the second half of 2025, also reflected quality issues that Filosa blamed on cost cuts that occurred under Tavares, which he said caused the automaker to hire 2,000 engineers globally.
The charges also included reductions to the company’s EV supply chain, revised assumptions for warranty provisions due to poor product quality, as well as previously announced job cuts in Europe.
Stellantis is a multinational automaker with brands ranging from Fiat and Maserati to Chrysler, Jeep and Dodge. (Geoff Robins/AFP via Getty Images)
Ross Mould, investment director at AJ Bell, said the writedown showed that Stellantis “got it wrong on how quickly the world would transition from combustion engines to electric power.”
Mould added that the success enjoyed by Chinese EV-makers like BYD “begs the question as to whether Stellantis’ frustration over its EV sales is linked to market issues or that drivers simply don’t like its vehicles.”
Stellantis shares sank on the news, with the company’s New York-traded stock down more than 22% during Friday’s trading session.
The multinational automaker – which includes American, French and Italian auto brands – saw its Milan-traded shares sink by over 23%.
Stellantis is forecasting a mid-single-digit increase in net revenue for 2026, along with a low-single-digit adjusted operating income margin. It projects positive industrial free cash flows in 2027. The company also won’t pay a dividend this year.
Ventas, Inc. (VTR) Q4 2025 Earnings Call February 6, 2026 10:00 AM EST
Company Participants
Bill Grant – Senior Vice President of Investor Relations Debra Cafaro – Chairman & CEO J. Hutchens – Executive VP of Senior Housing & Chief Investment Officer Robert Probst – Executive VP & CFO
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Conference Call Participants
James Kammert – Evercore ISI Institutional Equities, Research Division Nicholas Joseph – Citigroup Inc., Research Division Vikram Malhotra – Mizuho Securities USA LLC, Research Division Julien Blouin – Goldman Sachs Group, Inc., Research Division Michael Goldsmith – UBS Investment Bank, Research Division Michael Carroll – RBC Capital Markets, Research Division John Kilichowski Richard Anderson – Cantor Fitzgerald & Co., Research Division Farrell Granath – BofA Securities, Research Division Juan Sanabria – BMO Capital Markets Equity Research Michael Stroyeck – Green Street Advisors, LLC, Research Division Michael Mueller – JPMorgan Chase & Co, Research Division Ronald Kamdem – Morgan Stanley, Research Division Austin Wurschmidt – KeyBanc Capital Markets Inc., Research Division Wesley Golladay – Robert W. Baird & Co. Incorporated, Research Division
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Presentation
Operator
Thank you for standing by. My name is Jenny, and I will be your conference operator today. At this time, I would like to welcome everyone to the Ventas Fourth Quarter 2025 Earnings Call. [Operator Instructions] Thank you.
I would now like to turn the call over to BJ Grant, Senior Vice President of Investor Relations. You may begin.
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Bill Grant Senior Vice President of Investor Relations
Thank you, Jenny. Good morning, everyone, and welcome to the Ventas fourth quarter and full year 2025 results conference call. Yesterday, we issued our fourth quarter and full year 2025 earnings release, presentation materials and supplemental information package, which are available on the Ventas website at ir.ventasreit.com.
As a reminder, remarks today may include forward-looking statements and other matters. Forward-looking statements are subject to risks and uncertainties, and a variety of topics may cause actual results
Seeking Alpha’s transcripts team is responsible for the development of all of our transcript-related projects. We currently publish thousands of quarterly earnings calls per quarter on our site and are continuing to grow and expand our coverage. The purpose of this profile is to allow us to share with our readers new transcript-related developments. Thanks, SA Transcripts Team
Taylor Swift has released the highly anticipated music video for “Opalite,” the second single from her twelfth studio album, The Life of a Showgirl, pairing a 90s rom-com aesthetic with a quirky origin story that started on a British talk show sofa. The video is now streaming on Apple Music and Spotify Premium, with a YouTube release to follow.
Taylor Swift
A 90s-style love story with pet rock and pet cactus
Unlike her first single “The Fate of Ophelia,” which leaned into showgirl imagery and the price of fame, “Opalite” centers on the search for love and connection through a retro, 90s-filtered lens. The video opens as a tongue-in-cheek infomercial for an “Opalite” spray that promises to fix your life and bring you companionship.
From there, it shifts into a narrative about two lonely people: Swift plays a “lonely woman” emotionally attached to her pet rock, while actor Domhnall Gleeson portrays a “lonely man” fixated on his pet cactus. After the magical Opalite spray enters the picture, the pair are brought together and fall in love, embarking on a montage of classic 90s date tropes—mall outings, dance competitions, and other era-specific set pieces.
Swift wrote and directed the video, reuniting with celebrated cinematographer Rodrigo Prieto and shooting on film to heighten the nostalgic feel. She described making “new friends, metaphors, and fashion choices,” calling the shoot “an absolute thrill.”
The Graham Norton origin: one joke, one idea, one script
In a post on X, Swift revealed that the idea for the “Opalite” video “crash landed” into her imagination while she was doing promotion for The Life of a Showgirl on The Graham Norton Show. Seated alongside Domhnall Gleeson, Cillian Murphy, Lewis Capaldi, Greta Lee, Jodie Turner-Smith and host Graham Norton, she was struck by a throwaway joke that Gleeson made on-air.
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“He’s Irish! He was joking! Except that in that moment during the interview, I was instantly struck with an idea,” Swift wrote, explaining that within a week she emailed Gleeson a full script for the “Opalite” video with him in the starring role. She then had “the thought that it would be wild” if all of the other guests from that night — including Norton himself — appeared in the video as well, turning it into what she called “a school group project but for adults and it isn’t mandatory.”
To her delight, every guest signed on, and the finished video features Swift, Gleeson, Murphy, Capaldi, Lee, Turner-Smith and Norton all “time traveling back to the 90s” to help bring the concept to life. Swift also teased that “friendly faces” from The Eras Tour can be spotted in the supporting cast.
What “Opalite” is about – and its Travis Kelce connection
“Opalite” is the third track and second single from The Life of a Showgirl, released as a single in January 2026 after the album’s October 2025 debut. Sonically a shimmering love song, it focuses on the idea of creating your own happiness rather than waiting for it to arrive.
The title refers to opalite, a man-made version of opal, and the metaphor runs deep. Swift has explained that she associates onyx with “onyx night” — sadness and sorrow — and an “opalite sky” with an iridescent, pastel blue happiness, evoking a transition from dark to light. In one interview, she said she liked the idea that “opalite is a man-made opal, and happiness can also be man-made too,” framing the song as a juxtaposition between pain and the decision to build joy.
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The track also carries a personal Easter egg: Travis Kelce’s birthstone is opal, as he was born in October, and Swift has said she has “always loved that stone” and used it as inspiration. Kelce, for his part, has called “Opalite” his favorite song on the album, telling listeners on his New Heights podcast that “every time it comes on I always… I’ve been dancing throughout the house,” praising how fun it is.
Rollout strategy: platform-first release and vinyl tie-in
Swift announced the “Opalite” video on February 4 through Taylor Nation and her official site, setting a February 6 premiere at 8 a.m. ET exclusively on Spotify Premium and Apple Music, with a YouTube drop scheduled for February 8. The staggered rollout mirrors a broader shift in how streaming data is counted: YouTube recently stopped providing some of its metrics for Billboard chart calculations, a change many fans believe influenced Swift’s decision to debut the visual on audio platforms first.
Alongside the announcement, Swift offered a seven-inch “Opalite” vinyl single in a blue pearlescent finish, priced at $10.99 and featuring an acoustic version of the track. The song has already been a commercial force, having reached No. 2 on the Billboard Hot 100 and surpassed 500 million streams on Spotify, one of the fastest Swift tracks to hit that milestone.
Her album The Life of a Showgirl previously debuted at No. 1 on the Billboard 200, while its lead single “The Fate of Ophelia” entered at No. 1 on the Hot 100, underscoring the commercial expectations surrounding “Opalite” and its visual. Many fans hope the video will give the song the final push needed to reach the top of the singles chart.
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Swift’s evolving visual universe
With “Opalite,” Swift continues the progression of her self-directed visual universe, adding another short-film-like narrative to a catalog that includes “All Too Well: The Short Film” and multiple Midnights and Showgirl clips. Working again with cinematographer Rodrigo Prieto, she leaned into saturated colors, film grain and period-specific styling to anchor the video in a specific time and emotional mood.
Swift described the process as equal parts collaborative and nostalgic: “I had more fun than I ever imagined… It was an absolute thrill to create this story and these characters. Shot on film. The ‘Opalite’ video is out now on Spotify and Apple Music.” Early reactions from fans and music press highlight the video’s romantic comedy energy, playful infomercial framing and the novelty of seeing a full late-night guest panel reunite in a scripted music video.
Between its Graham Norton–born concept, 90s rom-com visuals, gemstone metaphor and subtle nods to her relationship with Travis Kelce, “Opalite” extends Swift’s run of densely layered rollouts that reward close watching — and prove she’s not done finding new ways to turn a three-minute song into a fully realized cinematic world.
Stellantis logo is pictured at one of its assembly plants following a company’s announcement saying it will pause production there, in Toluca, state of Mexico, Mexico April 4, 2025.
Henry Romero | Reuters
Shares of automaker Stellantis plunged 27% in European trading on Friday, after the company said it expects to take a 22-billion-euro ($26 billion) hit from a business reset and hinted at a pull-back from its electrification push.
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In Milan, the company’s Italian shares were 26% lower. In early trading on Wall Street, the transatlantic firm’s New York-listed stock plummeted 25%.
Other French auto stocks also fell Friday morning, with Valeo and Forvia both down more than 1.2% and Renault sliding 2%.
“The charges announced today largely reflect the cost of over-estimating the pace of the energy transition that distanced us from many car buyers’ real-world needs, means and desires,” said Stellantis CEO Antonio Filosa in a statement.
“They also reflect the impact of previous poor operational execution, the effects of which are being progressively addressed by our new Team.”
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Going forward, Stellantis said it would remain at the forefront of EV development, but said its own electrification journey would continue at “a pace that needs to be governed by demand rather than command.”
Stellantis also pre-released some figures for the fourth quarter on Friday, saying it anticipates a net loss for 2025. In recognition of that net loss, it has suspended its dividend for 2026 and plans to raise up to 5 billion euros by issuing hybrid bonds.
For 2026, the auto giant is targeting a mid-single-digit percentage increase in net revenue and a low-single-digit increase in its adjusted operating income margin.
The company said its dividend pause and bond issuance would help preserve its balance sheet, and outlined the actions it had taken last year as part of its reset strategy.
These included announcing “the largest investment in Stellantis’ U.S. history” — totalling $13 billion over four years — as well as launching 10 new products, canceling products that could not achieve profit at scale, and restructuring its global manufacturing and quality management capabilities.
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Under the U.S. investment drive, the transatlantic automaker has said it will add 5,000 jobs to its American workforce.
While these moves had resulted in costs of 22.2 billion euros, the company said they had collectively delivered a return to positive volume growth in 2025.
In the second half of the year, Stellantis’ U.S. market share rose to 7.9%, while the company said it retained its overall second-place market share position in the enlarged Europe.
Stellantis’ writedown follows multibillion-dollar hits at rivals Ford and GM, which recently announced their own hits worth $19.5 billion and $7.1 billion, respectively — both being related to EV pullbacks.
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Given the “magnitude of the kitchen sinking” and the soft 2026 guidance, UBS analysts said the negative share-price reaction was expected. They added, however, that new management’s “decisive” clean-up and solid regional market fundamentals leave the stock attractive as a potential U.S. “comeback” play.
‘Year of execution’
Friday’s writedown announcement came alongside news that Stellantis will offload its stake in NextStar Energy, a joint venture with LG Energy Solution that built and operated a Canadian battery manufacturing facility. LG Energy Solution will take over Stellantis’ 49% stake, the firms said on Friday morning.
The joint venture was part of Stellantis’ broader electrification strategy. In 2022, former CEO Carlos Tavares set a goal for 100% of sales in Europe and 50% of sales in the U.S. to be battery electric vehicles by the end of the decade.
The company is set to present an updated long-term strategy at its Capital Markets Day in May.
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Stellantis’ stock has been under pressure for some time, with its Italian shares slumping nearly 25% last year and 40.5% the previous year. Shares are currently down more than 13% since the beginning of 2026.
Stellantis share price
Filosa previously dubbed 2026 the “year of execution” for the embattled automaker, which has been grappling with falling sales, leadership changes and disappointing earnings for several years. In July, the company said it expected to take a tariffs hit of around 1.5 billion euros in 2025, as it reported a first-half net loss of 2.3 billion euros.
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In a Friday note, Russ Mould, investment director at AJ Bell, said Stellantis had placed a “miscalculated bet” on electric vehicles – but said the broader picture on EV adoption raised questions about Stellantis’ marketability.
“The long-held argument about why many drivers won’t go electric yet are concerns about price, access to charging infrastructure, and how long a battery will last during their journey,” he said.
“However, prices are coming down, more chargers are being installed, and battery range is improving. The success of companies like BYD suggests there are plenty of people willing to take the leap. That begs the question as to whether Stellantis’ frustration over its EV sales is linked to market issues or that drivers simply don’t like its vehicles.”
Stellantis is scheduled to publish its 2025 earnings in full on Feb. 26.
Swish is a Swedish electronic payment solution. It has now introduced a joint blocking feature to limit and prevent fraud.
The most popular electronic payment service in Sweden, Swish, has now been granted the right to introduce a joint blocking feature. The aim of the joint blocking function is to prevent fraud, and it will allow banks to block users from the entire Swish system. This makes it much more difficult for fraudsters to exploit the service and provides quicker responses when red flags occur regarding these criminals.
Joint Blocking Feature
Those misusing the service will not just be blocked from using their own bank. It will spread out across the entire Swish system. This can occur when those operating the system believe it is being used for criminal purposes or in a way that poses security risks to other customers, banks or Swish itself.
Swish continues to dominate Sweden’s mobile payment landscape, and is used by millions for everyday transactions across businesses and e-commerce. Its new joint blocking feature further strengthens protection against fraud, giving banks a coordinated tool to prevent misuse and reinforce trust in the cashless economy. Experts, including those at bedrageri.info, note that this robust system also benefits licensed Swedish online casinos, where secure and fast Swish payments ensure consumer safety and confidence in digital transactions.
Urban Höglund, the CEO of Swish, stated that the “misuse of Swish in criminal contexts is something we take very seriously. With a joint blocking function, we can act more quickly and in a more coordinated way to exclude those who abuse the service, while at the same time making Swish even safer for millions of users.”
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What is Swish?
Those outside of Sweden may not be familiar with Swish. Launched in 2012, it was created by a consortium of six major banks and the Central Bank of Sweden. Its aim was to provide a real-time money transfer solution through an application. Those using it need a Swedish bank account number and a national ID.
Its original purpose had been for the transfer of funds between individuals. However, it soon proved so popular that it was used by small organisations, mainly micro traders and religious organisations, in lieu of a card reader. Companies must now pay a small fee for using it, though for individuals, it is free. It is a member of the European Mobile Payment Systems Association. The company behind it is Getswish.
Clearing Operations Authorisation Also Granted
The Finansinspektionen, Sweden’s Financial Supervisory Authority, has also recently granted Swish the ability to conduct clearing activities under the Payments Clearing and Settlement Act.
Payments and clearing are the processes by which a payment initiation, such as the swipe of a card or hitting send on an app, is processed to the final settlement. In between this, there are numerous steps. They can involve validating transactions, exchanging information, recording transfers and risk mitigation.
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This is a complex process, and as a result, it must now come under the supervision of the Finansinspektionen. This relates specifically to the obligations of clearing companies. It has previously been designated by the Riksbank as a company of importance in the payment system infrastructure.
The Swedish Payments Market
Sweden is unique in that most of its payment market is entirely digital. The use of cash is continuing to fall according to the Riksbank, with card payments being the most used method of payment and mobile payments quickly catching up. Many small businesses have even stopped accepting cash, with many forgoing it over the last five years due to security issues. However, around two-thirds of small businesses asked in a recent survey by the bank do accept cash.
The same survey said that seven out of ten companies accept both Swish and cash. Many of these prefer payment methods by Swish or card, as it minimises the administrative work they have to do and provides a quicker and smoother transfer. However, there is a current Cash Inquiry which proposes that companies which sell essential goods should be expected to take cash.
Global Payment Preferences
There is now a wide range of payment methods available across the globe. These range from old-fashioned but still popular cash, all the way to digital wallets and cryptocurrencies. While this has provided even more choice for consumers, it can be hard work for businesses that need to choose the right ones for their customers.
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Across the globe, around 70% of all transactions are now made by bank transfers, digital wallets, and cash payment vouchers. This is a huge change from the days of handing over coins and notes. Of these, digital wallets are the most used at 53% share of transactions. Credit cards come second at 20%, with debit and prepaid cards reaching to 12%. All of this shows just how important these changes have been.
Britain’s only tin mine could end up exporting much of its future production to the United States after the American government signalled it is prepared to provide up to $225 million (£166 million) in financing to revive the historic South Crofty site in Cornwall.
Cornish Metals, which is working to bring the South Crofty mine near Camborne back into production, has received a letter of interest from the Export-Import Bank of the United States (Exim), proposing a potential financing package linked to supplying tin to the US market.
The move comes less than a year after Cornish Metals secured a £28.6 million equity investment from the UK’s government-backed National Wealth Fund, which was framed at the time as supporting a domestic supply of a strategically important mineral.
In its statement, Cornish Metals said Exim’s interest was explicitly tied to South Crofty providing a “responsible supply of tin concentrate” to the United States, as Washington seeks to strengthen critical mineral supply chains and reduce dependence on overseas producers.
The company estimates it will cost around £198 million to restart the mine by mid-2028, with both costs and timelines increasing over the past year. It is now seeking to secure funding to cover capital expenditure and operating costs as it moves towards production. Shares in Cornish Metals rose 2.7 per cent following confirmation of Exim’s interest.
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Tin is classed as a critical mineral and is widely used in electronics, renewable energy systems and advanced manufacturing. The UK currently has no domestic tin production, and South Crofty is expected to produce an average of around 4,700 tonnes of tin concentrate annually in its first five years, roughly equivalent to the UK’s total yearly consumption.
Fawzi Hanano, Cornish Metals’ chief development officer, said the US financing proposal would inevitably come with expectations around offtake.
“Exim would not give money to a foreign entity unless there’s something in it for them,” he said. “Ideally they would want all of the production, but in reality it would be a certain percentage that aligns with the level of financing being provided.”
He confirmed that none of South Crofty’s future output is currently committed to buyers and that there is no obligation for the mine to supply UK customers, despite the National Wealth Fund’s involvement.
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One of the challenges, Hanano said, is that while the mine will produce a high-grade tin concentrate, the UK and Europe currently lack the smelting capacity needed to process it into refined tin metal.
“There is no smelting capacity in the UK or Europe at present, so there is no outlet for tin concentrate domestically,” he said. While the US also lacks significant smelting capacity today, it is in the process of developing it as part of its critical minerals strategy.
Hanano suggested that government-to-government agreements could still allow for some tin to flow back to UK end users in the future. “If one country has upstream capacity and another has processing capability, there are structures where material can be processed and some of it returned. That’s ultimately a decision for governments to take.”
The potential deal highlights growing geopolitical competition for critical minerals, and raises questions over how far UK-backed resource projects may ultimately serve domestic industry when global supply chains, and foreign state financing come into play.
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Amy Ingham
Amy is a newly qualified journalist specialising in business journalism at Business Matters with responsibility for news content for what is now the UK’s largest print and online source of current business news.