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When you buy shares in a company, there is always a risk that the price drops to zero. But if you pick the right…

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High-flying stock NVIDIA Corporation (NASDAQ: NVDA), which has seen its shares nearly double year-to-date, is reportedly eyeing a takeover of U.K.-based chipset designer Arm Holdings, a wholly owned subsidiary of Japanese investment firm SoftBank Group Corp – ADR (OTC: SFTBY).Massive Chip Deal In The Works? Nvidia, the leader in graphic processors, has made an approach in recent weeks to buy Arm, Bloomberg reported Tuesday, citing people with knowledge of the matter."We don't comment on rumors or speculation," a Nvidia spokesperson told Benzinga Tuesday when asked for comment on a potential bid for Arm.What's Next? If the deal goes through, it could have the distinction of being the largest semiconductor deal ever. Sources also hinted at the possibility of other potential bidders or SoftBank opting to pursue a public listing of Arm, the Bloomberg report said. If an IPO is undertaken, Arm could boast a valuation of $44 billion, which could soar to $68 billion by 2025, Bloomberg reported, citing New Street Research LLP.Softbank bought Arm in 2016 for $32 billion.Arm is a dominant player in processors that power mobile phones, tablet computers and chips used in smartTVs.At last check, Nvidia shares were rising 0.17% to $418.27.Related Links:Intel, Texas Instruments To Kickstart Chip Earnings With 'Better-Than-Feared' Results Nvidia Analysts See Multibillion-Dollar Opportunity In Automated Driving Deal With Mercedes-Benz Photo courtesy of Nvidia. See more from Benzinga * Nvidia Analysts See Multibillion-Dollar Opportunity In Automated Driving Deal With Mercedes-Benz(C) 2020 Benzinga.com. Benzinga does not provide investment advice. All rights reserved.

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Notorious boxer Mike Tyson, at 54 years of age, is stepping back into the ring after more than 15 years, with an exhibition bout set for September. The eight-round match, pitting Tyson against 51-year-old boxing champ Roy Jones Jr., will take place on Sept. 12, 2020, starting at 9 p.m. ET. The fight will be […]

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(Bloomberg) — Traders who have been waiting for the right moment to bet against stock volatility have rarely seen the stars align like this.After soaring some 500% in the pandemic crisis, a popular strategy tracking the Wall Street fear gauge, formally known as the Cboe Volatility Index, looks ripe for a fresh plunge that would deliver gains for short sellers.The iPath S&P 500 VIX Short-Term Futures ETN — a $900 million long-volatility product with the ticker VXX — could soon get hit by a rare bout of bearish momentum, according to Dean Curnutt, CEO of Macro Risk Advisors. Thank technical forces in the VIX derivatives landscape and easing price swings powered by the latest stock rally.“VXX could have a real target on its back,” Curnutt wrote in an email. “Unless realized volatility picks up considerably.”As U.S. stocks surge back toward records on improving economic data, policy support and vaccine hopes, the VIX has remained elevated, frustrating volatility shorts. But with historical volatility dropping, the implied measure looks ready to fall anew. That would provide a direct boost to those investors betting against the VXX since it tracks the level at which the near-term futures contracts trade.“Realized vol explains 75% of the level of the VIX,” Curnutt said Wednesday. “With 2 week realized at 13 now, the VIX cannot remain at 25 if this low trend continues.”Another reason why bears have a spring in their step is the shape of the futures curve, or the relative prices of the volatility contracts. When the front of this term structure is upward-sloping, as is the case now, VXX loses money just by rolling the contracts.The curve looks likely to stay that way. Investors have dramatically bid up the price of October futures, whose value is linked to options that expire after the U.S. general election, amid expectations of a volatility surge around the November vote.“Typically, when vol is this high, the curve is flat to inverted, so you don’t get the roll down,” according to the MRA chief. “Conversely, when the curve is steep, vol is low, so you can’t really win on implied vol coming in — now the setup may be for both to occur.”Of course, the elevated VIX suggests there may be fireworks in the near-term horizon, if extraordinary U.S. fiscal support eases. To account for the riskiness of the trade, the advisory firm suggests a “put tree” structure, or a combination of buying and selling the contracts at different strikes.For more articles like this, please visit us at bloomberg.comSubscribe now to stay ahead with the most trusted business news source.©2020 Bloomberg L.P.

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When it comes to airline economics, being the least worst of the bunch is a plus. United Airlines Holdings, Inc. (NASDAQ: UAL) executives on Wednesday took pride that the company's record-setting second-quarter net loss was only $1.6 billion. They said the airline is outperforming big domestic competitors during the COVID crisis by better managing capacity and that stanching financial losses now is a harbinger for strong results when the economy improves. Last week, Delta Air Lines, Inc. (NYSE: DAL) reported a $5.7 billion loss. American Airlines (NASDAQ: AAL) on Thursday showed a $2.7 billion net loss. Southwest Airlines Co. (NYSE: LUV) had a net loss of $915 million, but is primarily a domestic airline while United has a large international network. United officials were confident the airline performed comparatively better and showed the lowest average daily cash burn among its closest network peers.Profitability, not market share, has been the priority from the start."That's important because minimizing the depth of the hole we dig in this crisis is critical to preparing United to thrive on the other side," Scott Kirby said in his first conference call with analysts about the company's earnings since taking over as CEO in May. "If we can produce leading financial results even with these larger headwinds right now, just imagine what we'll do in a healthier operating environment."The Chicago-based company's clear-eyed, realistic assessment about how much the pandemic would devastate demand enabled planners to quickly reduce available seats, dramatically cut operating costs, source $16 billion of capital, put resources toward cargo operations and slow the expenditure of cash reserves, officials stressed.United also bested American and Delta on pretax loss — $2 billion to $$2.7 billion and $7 billion, respectively."We believe our careful management of capacity, pricing and cargo during the quarter is a primary driver of our good results relative to our network peers in terms of absolute losses and cash burn," said Andrew Nocella, the firm's chief commercial officer. And, he added, United is sticking to that disciplined approach.The carrier was able to slow the bleeding despite its heavy dependence on corporate and international travel because it was willing to reduce overall capacity by 88%, he said.The company expects 65% less consolidated system capacity versus the third quarter of 2019. It slightly adjusted down its August schedule as travel demand, which improved in June, stalls with the coronavirus sweeping across the Sun Belt and quarantines in New York and New Jersey. In the past two weeks, the number of passengers going through airport security has gone down for the first time since early May, according to the Transportation Security Administration.Other airlines have been more anxious to put capacity back in the market to see if they can stimulate demand, which forced United to reluctantly match them until the market shifted, Cowen airline analyst Helane Becker said in a research note.Domestic yield per seat in July and August will be worse than late June because of the reduction in bookings and increased flight availability, Nocella warned. Planes in the next few weeks are expected to be less than half full, a reduction from the 57% load factors the airline achieved last month. The lost efficiency is partly explained by United limiting the overall number of people on board and separating customers whenever possible to reduce chances for infection. United switched to a larger plane 66 times per day in May and June to space out customers. It predicts fewer than 15% of flights this month will operate with more than 70% of seats filled."We expect to have the most conservative deployment of third-quarter capacity of anyone," Nocella said.International and corporate marketsIndustry executives and analysts say international travel will take longer to bounce back because of on-off travel restrictions and travelers' fears of being stranded in a foreign country. Nocella asserted that United's coastal gateway hubs in San Francisco, Los Angeles, Houston, Washington, D.C., and Newark, New Jersey, will enable international business to recover quicker than at other airlines.Corporate travel, down 96% in June at United, has also been slower to return than leisure travel. Officials said the widespread closure of most offices could actually spur business travel for small group settings. Conferences won't happen until the pandemic passes."We are social creatures. Video technology is proved as a reasonable temporary measure, but we do not expect it to replace meeting in person over the long term. In fact, we have a hypothesis that more work-from-home employees may drive increased business travel over the medium term as some people trade their commutes by cars for less frequent commuting by airplane from a remote location," Nocella said. * (United CEO Scott Kirby)In an interview on CNBC, Kirby suggested that as soon as a company loses a corporate account to a competitor that negotiated in person it will have no choice but to put people back on the road."So in the short term, we will make appropriate adjustments to our network to reflect less business traffic by putting a higher proportion of our capacity into the leisure and [family visitation] market," Nocella said.Officials projected travel revenue would gradually improve from about 17% of last year's level to 50% and then plateau until a vaccine is widely distributed, which they don't expect until late next year.Headcount reductionsUnited has used its strong balance sheet to build a cash cushion through debt offerings, stock sales, and emergency grants and loans from the federal government. Capital included $6.8 billion from the novel use of its MileagePlus program as collateral. To preserve that liquidity, United has slashed operating expenses and capital expenditures by more than half, bringing its average daily cash burn down to $40 million. CFO Gary Laderman said United has an agreement with Boeing to push delivery of 737 MAX aircraft beyond 2022, which reduces the need for $700 million in pre-delivery deposits this year.United has not yet permanently retired any aircraft because, Kirby said, executives want to get a better sense of how long COVID will constrain the economy before making a decision. A handful of old Boeing 757s likely will be the first to go if there isn't enough demand.His team expects cash burn to be $25 million per day this quarter (similar to Delta's $27 million daily burn rate in June), and $15 million to $20 million in the fourth quarter, but said all the efforts aren't enough to survive unless the workforce shrinks.About 36,000 employees received notice earlier this month that their jobs could be eliminated by Oct. 1, when government assistance expires. More than 6,000 employees have taken voluntary separation packages and an additional 26,000 have volunteered for temporary unpaid leave. The shared goal of management and the unions is to reduce the workforce in a way that minimizes the toll on workers, Kirby said."We know that there's going to be a recovery. And if we can keep people temporarily, maybe not on the payroll full time, but engaged, connected to the company, certified, trained and ready to bounce back, because the recovery is going to be quick [once a vaccine is available], that's really important to us," he said.Kirby in May said he hoped to avoid involuntary furloughs so workers can be quickly recalled.Click here for more FreightWaves stories by Eric Kulisch.RECOMMENDED READING:United Airlines records .6B Q2 loss; cargo revenue soarsUnited Airlines plans for worst, hopes for bestAirfreight Pulse: More capacity eases pressure on ratesSee more from Benzinga * Union Pacific's Second-Quarter Net Profit Slips 28% * CSX Views 2H With Guarded Optimism * Shipping Stock Pickers Turn Down The Volume — Way Down(C) 2020 Benzinga.com. Benzinga does not provide investment advice. All rights reserved.

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On the Move Breaking News: Mitt Romney tells reporters that he will not support President Trump’s Fed nominee Judy Shelton.

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PACCAR Inc. (NASDAQ: PCAR) isn't rushing electric trucks to market. But it says its Kenworth, Peterbilt and European DAF brands will sell them at the right time."Our goal is to make sure that we're in a position to provide our customers the lowest-operating-cost vehicles whenever the market is ready, when there's infrastructure, when there's regulation and when the technology is ready," CEO Preston Feight said Tuesday."It's [the] early days, and we feel like we're really on top of it, and we're focused on a plan that is actionable and buildable," he said on the company's second-quarter earnings call with analysts who asked several questions about battery and fuel cell electrification. Though PACCAR takes a long view of hydrogen fuel cells, the company is more of a leader than a laggard in both battery and fuel cell electric powertrains."To date, we have deployed over 60 battery-electric, hybrid and hydrogen-powered trucks," Feight said. Port operations, refuse hauling and regional delivery are the best markets for the zero-tailpipe-emission trucks, he added.Long view of fuel cells Kenworth recently completed a project with Toyota Motor Corp. (NYSE: TM), building 10 heavy-duty Kenworth T680s equipped with twin fuel cell stacks designed for Toyota Mirai passenger cars. Some are in use with customers in the Port of Los Angeles.In addition to the expense of hydrogen fuel cells, Freight points to the cost of hydrogen fuel as a barrier to market."Hydrogen is $12 or $13 per kilogram," he said. "For it to be really efficient from a commercialization standpoint, it needs to be in the $2- or $3-per-kilogram range."There needs to be infrastructure put in place as well. And then the cost of fuel cells needs to come down," Feight said. "We see that as a five- to 10-year kind of a window. We think there's a lot of long-term promise for hydrogen, but it's long-term promise."By contrast, startup Nikola Corp. (NASDAQ: NKLA) plans Class 8 fuel cell truck production in 2023 at a new plant in Coolidge, Arizona. It plans to break ground Thursday. Nikola is also working on a network of hydrogen fueling stations as part of its plan to offer trucks, hydrogen fuel and maintenance in an all-inclusive seven-year lease.Battery-electric trucks for sale in 2021 On the battery-electric side, Kenworth and Peterbilt will build medium-duties for sale or lease in 2021. Both rely on Dana Inc. (NYSE: DAN) for electric propulsion systems. Peterbilt started with Transportation Power Inc., now part of Meritor Inc.(NYSE: MTOR) Meritor is providing electric systems for larger trucks for both brands.PACCAR's three-pronged strategy for electric vehicles is technology mastery, distribution through its existing dealer network, and flexible manufacturing that allows electric trucks to be on the same production line as diesel models."The price point at this stage of the development will be higher than diesel," Feight said. "But I think people are interested in seeing what that technology feels like in their fleets. "And then obviously, we have regulations coming in the 2024, 2025 time frame where some markets will need the electric vehicles. And so that's what's going to bring some gradual increase in demand."Driverless trucks when time and cost right Navistar International Corp. (NYSE: NAV) is working with autonomous startup TuSimple to launch a driverless Class 8 truck in 2024. The move advances the accepted industry timeline by one to five years."It's a great technology," Feight said. "We have strong partnerships with a lot of autonomous vehicle companies. If you look around at the space, you'll see that a vast majority of the vehicles that are operating in L4 modes in trial are Peterbilts and Kenworths and DAFs."To his point, autonomous startup Aurora Innovation on Monday showed a Level 4 system installed in a Peterbilt 579 model that it plans to test in Texas. Without fanfare, Kenworth showed a Level 4 autonomous truck at the 2020 Consumer Electronics Show in January."We'll watch that technology and when it's ready, we'll bring it to our customers," Feight said.Click for more FreightWaves articles by Alan Adler.Related articles: PACCAR aligns Kenworth and Peterbilt electrification system suppliersPeterbilt will begin limited electric truck sales in late 2020CES2020: Kenworth collaborates with Dana on medium-duty electric truck See more from Benzinga * Inside RLS Logistics' Plan To Build A National Network Of Cold Chain Warehouses * Parts Shortage From Mexico Slows Volvo Plant In US * EPA Proposes First-Ever Air Emissions Standards For commercial Aircraft(C) 2020 Benzinga.com. Benzinga does not provide investment advice. All rights reserved.

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A look at the shareholders of Western Digital Corporation (NASDAQ:WDC) can tell us which group is most powerful…

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