Goldman Sachs Thinks Nebius Stock Can Rally 50% From Here. Should You Buy NBIS?
On Monday, Alex Duval assumed coverage of the AI infrastructure company with a 'Buy' rating and said its shares could extend gains further to $68 over the next 12 months.
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Despite today's surge, Nebius stock is down 10% versus its year-to-date high.
Goldman Sachs sees potential for another 50% upside in NBIS shares as it views the Amsterdam-headquartered firm as the leader in artificial intelligence infrastructure.
Nebius builds full-stack AI infrastructure, including GPU clusters, cloud platforms, and developer tools, optimized for intensive machine learning workloads across global data centers.
According to Alex Duval, the company's ability to operate at scale without having to compromise on costs will likely bring it more enterprise and developer clients, potentially contributing to a further increase in its stock price in the second half of 2025.
Duval views the current setup in Nebius stock as offering four times more upside than downside.
Alex Duval recommends sticking with NBIS stock despite its massive surge since early April also because it's currently trading at a rather reasonable EV/sales multiple of 3x only.
In comparison, its AI infrastructure peer that went public in March, CoreWeave (CRWV), is going for more than 5x at the time of writing.
Nebius reported an exceptional 385% year-over-year increase in revenue for its fiscal Q1 in late May, and Goldman Sachs is convinced the momentum will sustain moving forward.
Nebius stock remains attractive to own at current levels also because other Wall Street firms agree it's not yet out of room to run further to the upside.
The consensus rating on NBIS shares currently sits at 'Strong Buy' with the mean target of about $67 indicating potential upside of another 40% from here.
On the date of publication, Wajeeh Khan did not have (either directly or indirectly) positions in any of the securities mentioned in this article. All information and data in this article is solely for informational purposes. This article was originally published on Barchart.com
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Motor Trend
31 minutes ago
- Motor Trend
Alternative History: What if AMC Had Survived the '80s?
American Motors Corporation was an absolute mess by the mid-1980s, and its financial problems in the U.S. market were compounded by infighting at its European corporate parent, Renault, where executives went back and forth about how much money they were willing to pour into their trans-Atlantic subsidiary. Writer Benjamin Hunting imagines an alternate history where AMC survives the 1980s by leveraging government contracts, launching popular models like the "Space Van" and Grand Cherokee, and thriving under Renault's support—ultimately leading to huge industry shifts. This summary was generated by AI using content from this MotorTrend article Read Next The assassination of Renault's chairman in 1986 by French terrorists caused AMC to lose its most powerful supporter, and a hasty sale to Chrysler ultimately condemned it to the dustbin of automotive history. Chrysler hoovered up the tastiest bits of the American Motors portfolio—namely, Jeep—and slowly phased out the rest of the AMC's offerings over the course of the next decade. In retrospect, however, AMC was holding not one, not two, but three aces up its sleeve that could have seen it weather the financial storm throughout the '80s. It's entirely possible that had a few key moments in the company's timeline gone a different way, it would have been American Motors and not Chrysler enjoying the fruits of Jeep's mainstream renaissance in the early 1990s—a rebirth that AMC in fact already had in development when it was scooped up by the suits in Auburn Hills. How different would the car industry have looked at the turn of the millennium if AMC had never changed hands? It turns out that this ripple in the chronological pond had the potential to upset big chunks of established history, not just in America, but in nearly every corner of the established automotive hegemony. Here's our alternative timeline in which AMC not only survives but thrives—and what the resulting fallout would have likely meant for one of Detroit's longtime stalwarts. 1983 After intense lobbying by American Motors, the U.S. government carves out an exception to a law forbidding foreign ownership of defense contractors, contingent on Renault spinning off AM General (the builder of the Humvee owned at the time by AMC) as an independently managed concern under the AMC umbrella. The continued, steady flow of government contracts acts as a lifeline for American Motors, and it cancels plans to take out a significant loan from its corporate parent to fund operations. 1985 The Renault Espace arrives in AMC showrooms, where it is rebadged as the 'Space Van,' an Americanized take on the literal translation of the French vehicle's European identity. Surprisingly, the funky badge helps give the people-mover some personality, which, combined with its genuine practicality and roomier interior versus rivals from Ford (the Aerostar) and Chevrolet (the Astro), helps put it alongside the Dodge Caravan and Plymouth Voyager as a popular and affordable family ride. Following the introduction of the redesigned Jeep Cherokee the year before, this gives AMC a presence in two of the highest-growth segments in the American auto industry, and for the first time in years the company is cash-flow positive. This convinces American Motors to accelerate investment in a larger sport utility vehicle that would complement the Cherokee, called the Grand Cherokee, the design of which is already well underway. Renault chairman Georges Besse's chauffeur is surprised to see two armed women in front of the home of his boss while driving back from the office on a cold November evening. He immediately hits the gas, slamming the rear door shut before Besse can exit the vehicle, and the pair escapes with just a few bullet holes in the rear quarter panel. After surviving the assassination attempt, Besse is given carte blanche at Renault to move forward with his plans for focusing on Jeep as the automaker's piggybank to fund not only AMC, but to also further the expansion of the French brand onto American shores. 1987 Chrysler, on a brash spending spree that includes buying a controlling stake in Lamborghini and an expansion of its partnership with Mitsubishi to form Diamond Star Motors, sees exactly the same potential in Jeep as Georges Besse. An offer is made to Renault not just for the off-road brand but for all of AMC, with Chrysler trying to cloak its true intentions about what it considers the real prize of the transaction. Besse won't be bought, however, and Chrysler returns hat-in-hand to Auburn Hills. 1988 Ambitious planning begins for the upcoming decade in the American market. With Jeep as its crown jewel, both Eagle and AMC are slated for repositioning beneath Renault. The French badge is no longer interested in its role as an entry-level brand hawking low-spec Le Cars and lays the groundwork for leveraging existing dealerships to form a stronger toehold for the revitalized company. The Jeep Grand Cherokee breaks cover as a 'concept' at the North American International Auto Show in Detroit. The response from both the media and show attendees is overwhelmingly positive, leading to a brief spike in compact Cherokee sales from customers too impatient for what they assume will be a lengthy wait for the production version. No one realizes that Besse's pressure to keep pumping cash into Jeep has dramatically accelerated the Grand Cherokee's timeline. 1990 The Grand Cherokee makes its debut in showrooms to universal acclaim. On top of offering a choice of either AMC's old faithful inline six-cylinder engine or a newly developed, 5.9-liter fuel-injected V-8, it also provides a turbodiesel option borrowed from the Renault parts bin. The latter choice positions the Jeep in its higher trim levels as something more than an off-roader, pushing it onto the radar of Europhiles who have become used to parking Range Rovers in their driveways. This opens a second front of European sales for Jeep in the luxury sphere. 1991 The Ford Explorer joins the midsize SUV scene, splitting the difference between the Grand Cherokee's off-road chops and the practical character prized by family buyers now tempted to abandon their minivans. SUV sales are soaring, leaving General Motors and Chrysler playing catch-up. Chevrolet and GMC are at least able to soak up some sales thanks to the four-door compact Blazer/Jimmy and full-size four-door Suburbans sitting on full-size truck platforms, but the two-door Dodge Ramcharger remains in a distant fourth place as it plays out the string on a dated pickup chassis. 1992 Buoyed by strong Jeep sales, Renault launches the initial phase of its ambitious American strategy. First, it spins off AMC as a value-focused brand selling cars on a 'no-haggle' model: What you see advertised is what you pay at the dealership. Along with a redesigned Espace, an entirely new lineup of hatchbacks, small wagons, sedans, and budget coupes are gradually deployed over the course of the next few years, some sharing components with Renault's European offerings while others benefit from AMC's next-generation four-cylinder engine program. This puts AMC in direct competition with GM's Saturn brand, which arrived on the scene in mid-1990. Next, a revitalized Eagle steps out of the AMC shadow and becomes its own brand. The focus remains on what are now being called 'crossovers,' automobiles that sit between a wagon and a sport utility vehicle. Eagle also benefits from Renault's technical prowess in the form of unibody models that feature sophisticated all-wheel-drive systems in place of their earlier, low-range four-wheel drive setups. The new Eagles are an immediate hit in regions like Colorado and New England. 1993 Chrysler, facing considerable financial strain as sales of the Grand Caravan and Voyager slow in the face of the SUV onslaught, are forced to sell Lamborghini to MegaTech, an Indonesian company owned by Tommy Suharto, the son of that country's president-for-life. The automaker takes a loss on the deal, but it helps stem some of the financial bleeding that's beginning to concern both executives and Wall Street alike. 1994 Dodge introduces a new Ram pickup that instantly makes it a player in the full-size segment after years of disappointing sales. Unfortunately, that same success doesn't translate to its revised version of the SUV, which updates the two-door Ramcharger with the new pickup's underpinnings. As the market continues to move toward family-friendly four-door haulers, many of them taking their cues from Eagle's crossovers, the Ramcharger is out of step with what customers are actually looking for in a sport utility. 1995 Renault implements the next stage of its U.S. transformation by introducing the second generation of what had originally been planned as the Eagle Premier sedan. Originally kept exclusive to the European market, where it was sold as the Medallion, the new Renault Premier pushes the automaker into a higher class than it had previously enjoyed among American buyers, leading some to compare the car to offerings from Oldsmobile and even Audi. 1996 After a fraught development process, the Dodge Viper concept car makes a late debut at the Detroit auto show. Although it was originally hoped that Lamborghini's engineers could be more involved in the design of the vehicle's drivetrain, the early sale forced Dodge to move on from its planned V-10 and instead supercharge the company's long-standing 5.9-liter V-8. Heart-stopping styling doesn't make up for the lack of an exotic engine, making it harder for the public to stomach the no windows/no roof inconveniences of its cabin. Production plans for the Viper are quietly scuttled. The Viper team is diverted to focus on the Dodge Durango, a four-door, Grand Cherokee–sized SUV that the company hopes will turn its fortunes around. 1997 Subaru, in the face of strong sales from Eagle eating into its core customer base, makes a product cancellation of its own. The Outback, a tall-riding version of its Legacy wagon, is deemed too derivative of the Eagle lineup to make a dent in the market, and its development is halted. Facing dwindling revenues, and unable to finance new product development, Subaru's leadership initiates back-channel talks with Toyota about a possible merger. 1998 Renault, emboldened by the money pouring into its coffers from the success of AMC, Jeep, and Eagle, makes the surprise move of purchasing Volvo, scooping Ford who had planned on making overtures for the Swedish brand to join its nascent Premier Automotive Group. After decades of working together on various shared projects, Renault hopes to leverage Volvo's dealer network and customer base to continue its colonization of the near-luxury space in the United States. Talks also begin with Nissan about a potential alliance. Two new premium models emerge on American roads bearing the Renault badge: the Megane sport hatch and the Laguna hatchback sedan, with the latter praised for its near-crossover utility and excellent handling. 1999 Concerned by Renault's burgeoning acquisition portfolio, Toyota signs a deal to bring Subaru in-house. At the same time, executives announce a new subbrand called Scion that's intended to take on both AMC and Saturn, which have split much of the entry-level market between them in the United States. Chrysler, looking for a savior of its own, begins talks with Daimler about a potential 'merger of equals.' The German automaker's boardroom doesn't see much of value in Chrysler's mishmash of cheap cars, fading minivans, and almost-luxury sedans, and while the Dodge Ram is appealing, it's too far outside the Daimler playbook to integrate properly into its American operations. Discussions never advance past the initial stages. 2000 Emboldened by its newfound partnership with Nissan (which involved a stock share and co-investment in each other's companies), Renault has the cash to add the missing piece to its U.S. portfolio: Dodge, which it plucks from a flailing Chrysler as part of a general takeover bid. While the Ram pickup fills an important void, the Ramcharger is quietly put out of its misery, along with any plans to bring the stillborn Durango to market. The Chrysler brand is relegated to special trim levels on several Renault models, specifically those sold to livery companies for use as limousines. The Walter P. 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Forbes
33 minutes ago
- Forbes
Secure Dividends Up To 12% From The $3+ Trillion ‘Human Bailout'
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Forbes
33 minutes ago
- Forbes
Pricing AI In SMB SaaS: Balancing ROI And Affordability
Itzik Levy is the CEO and Founder of vcita, the partners-focused SMB business management platform. It's been over two years since generative AI went mainstream and several months since agentic AI claimed the throne. Early on, the race was all about being first to market with anything powered by AI. The goal was simple: find a solid use case and ship it fast. Fast-forward to today, and the landscape is beginning to shift. AI is no longer just a shiny add-on; it's a layer of real functionality that comes with real costs. Some costs are usage-based and others are upfront. Many providers absorbed those expenses early on, but with the hype cooling, pressure is growing to prove ROI. When serving the SMB market, monetizing AI is especially tricky. Most SMBs simply can't justify steep add-on costs. Many SMBs are hesitant about using it in their daily workflows and need to build trust gradually. 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This model charges based on how much customers use AI—measured by outputs, API calls or tasks completed. The appeal is that it directly ties cost to consumption: your clients pay in proportion to the value they get. A clear example is Intercom's AI customer service bot. Intercom requires at least one paid seat on its platform and then charges per resolution the AI agent handles. For SMB customers, pay-as-you-go pricing can be attractive if it offers flexibility and a low entry cost. On the flip side, unpredictability in bills is a major concern for SMBs. There's also the cognitive load of monitoring usage. You'll need the infrastructure for selling and billing for these quotes, providing transparency on consumption and defining fallback behaviors for the scenarios where quotas are not renewed. None of these is mission-impossible, but none can be built overnight. Best Practices For Using AI For SMBs It has been two years since we launched our AI solution for SMBs. As we continue to enhance and expand our product, we develop a deeper understanding of where SMBs get the best value from AI, and how best to monetize. Since many of us share the mission of empowering SMBs with technology, I wanted to share three key lessons we've learned so far: Many SMBs are still figuring out what AI means for them. Invest in product guides and other educational assets that help users understand the time saved or ROI gained. When customers understand the benefit, they're more likely to pay for it or upgrade. Set pricing based on outcomes, not just features. If your AI saves users 5-10 hours a week, make sure your price reflects that. At vcita, beta testing and user interviews help us understand and validate our product's propositions and confidently communicate AI's impact. As AI continues to evolve, strategies will likely shift as well. This article is a snapshot of our approach as of 2025. What does the future hold for the commercialization of AI products? Even AI can't predict that. Our best option is to remain flexible and respond fast. Balancing ROI With Accessibility Looking ahead, maintaining two versions of your software—one with AI and one without—just isn't sustainable. It can increase complexity, slow down innovation and divide focus. We believe AI will soon be a core part of every SaaS platform, embedded in its infrastructure like any other essential component. It won't be an add-on; it'll be how software works. That said, not every AI feature should carry a premium price. Basic, value-enhancing AI will likely be included by default. Only advanced capabilities that deliver clear, measurable ROI to SMBs should come at a cost. In the SMB segment, one principle remains firm: value must match price. The SaaS companies that win in the age of AI will be those that build with empathy, price with clarity and align revenue with customer results. Help your customers grow with AI and you'll grow with them. 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