Tech
Kodiak AI raises $100M at a steep discount, sending its stock tumbling 37%
Kodiak AI’s stock tumbled 37% in after-hours trading Thursday after the self-driving truck startup disclosed it had raised $100 million by selling shares at a steep discount — a sign that investors were willing to back the company but not at its current market price.
The company sold shares at $6.50 each, well below its closing price of $9.10, according to a filing with the Securities and Exchange Commission (SEC). The raise also included warrants — instruments that give investors the right to buy additional shares later at a set price, in this case as low as $6.
The financing came from existing backer Ares Management and several unnamed institutional investors.
The influx of capital comes as Kodiak pushes forward on the expensive task of scaling its self-driving trucks business, which covers off-road industrial settings and public highways, with the ultimate goal of eventually spending less than it earns. Kodiak reported revenue of $1.8 million in the first quarter, up from the $1.4 million it logged in the same period a year prior. The company’s loss from operations was $37.8 million, twice what it reported in the same period last year.
Those numbers help explain why the discount terms rattled investors. The company is burning cash fast, and the raise — while sizable — does little to change that math in the near term.
Kodiak has made some recent progress on the business front, including a new commercial contract with Roehl Transport, a pilot program to test Kodiak-equipped autonomous trucks at West Fraser Timber Co.’s log-hauling operations in Alberta, Canada, and a collaboration with the military vehicle maker General Dynamics Land Systems to create autonomous ground vehicles for defense applications.
Under the deal with Roehl, which was also announced Thursday, Kodiak-equipped trucks will autonomously haul freight between Dallas and Houston on four round trips per week. The trucks operate autonomously on the entirety of the trip, but Kodiak keeps a human safety operator behind the wheel as a precaution.
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Kodiak founder and CEO Don Burnette said the company is on track to move to driverless trucking on public highways later this year as it ramps up operations.
“We have tons of over-the-road long-haul initiatives, and bringing on new partners continues to show momentum,” he said in an interview. “We’re excited about the progress that we’re making as we march toward our driverless launch later this year.”
For now, Kodiak owns the trucks, provides the safety driver, and carries the freight for Roehl along with its other existing on-highway customers, which include Werner, J.B. Hunt, Bridgestone, Martin Brower, and C.R. England. But that arrangement will change once it goes to driverless trucking operations.
“Our intention is to not own the trucks at that point [but to] operate our driver-as-a-service model, where [customers] own and operate the trucks,” Burnette said. He added that this is the system it uses with its off-highway customer Atlas for its driverless deployment in the Permian Basin of Texas.
While Kodiak plans to pull the safety driver by the end of 2026, Burnette said it won’t start driverless operations on public highways until it has finished validating the technology.
“It’s already operating under all of the conditions that we expect to launch driverless, but there’s a lot of validation work that we need to do, and that’s where we bring in our autonomy readiness measure,” Burnette said, describing the initiative — released Thursday — as a zero-to-100 score tracking how much of Kodiak’s internal safety validation is complete. As of April, Kodiak was at 86%, Burnette said.
The company, which was previously called Kodiak Robotics, went public in September via a merger with special-purpose acquisition company Ares Acquisition Corporation II, an affiliate of Ares Management. The deal valued the startup at about $2.5 billion.
At the time, Kodiak raised $275 million in financing. More than $212.5 million came from certain institutional investors, including $145 million in PIPE funding (Private Investment in Public Equity, a method by which investors purchase shares directly from a public company) and about $62.9 million in trust cash from Ares. That trust cash shrank from its initial $562 million as some SPAC investors redeemed their shares — a standard provision that lets SPAC investors recover their money before a merger closes.
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Tech
The fax machine is the bottleneck in U.S. healthcare, and VCs are starting to notice
Like many AI companies automating work that humans currently do, Basata will eventually face a harder question about where the line is between augmenting workers and displacing them. For now, the founders say the administrative staff they work with aren’t worried about that; they’re more worried about drowning.
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Tech
Airbnb says AI now writes 60% of its new code
A large part of Airbnb’s Q1 2026 earnings call was dedicated to talking about how the company is using AI tools for coding, customer support, and search. Notably, the company claimed that 60% of the code its engineers produced in the quarter was written by AI — echoing comments by others like Google, Microsoft, and Spotify, which have all talked about AI accelerating their programming.
Airbnb CEO Brian Chesky noted that the company finds AI particularly helpful for building tools for its API partners who manage their properties using different software.
“API partners say they want to be better hosts and need better tools. AI gives huge leverage — where you might have needed a team of 20 engineers before, an engineer can now spin up agents to do a lot of work under supervision. Adopting AI tools gives us leverage to build more software for API partners, accelerating work we previously did not have resources for,” Chesky said.
Airbnb has been slowly expanding its use of AI for customer support over the past year, and Chesky said on Thursday that its customer support AI bot now handles 40% of issues without escalating to a human agent, up from about 33% earlier this year. The travel company has also been experimenting with using AI to power its search function.
However, Chesky acknowledged the difficulty of truly employing AI tools in the travel or e-commerce spaces, pointing to weaknesses in the chatbot user interface.
“I do not think anyone has figured out AI for travel or e-commerce yet […] The design of a chatbot, as currently constructed, does not work for travel or e-commerce. There are four problems: too much text (most of e-commerce is photo-forward); no direct manipulation (you have to type everything rather than adjust sliders); poor comparison (you can get lost trying to compare thousands of options in a thread); and most bookings are multiplayer, while chatbots are primarily single-player, and not map-native.
Airbnb said net income rose 3.9% to $160 million in the first quarter, while revenue increased 18% to $2.7 billion, compared to a year earlier. Nights booked went up 9% to 156.2 million in the period. The company said its new “Reserve now, pay later” feature drew almost 20% of its gross booking value in the quarter.
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Tech
The biggest US power grid is under strain from AI — and no one is happy
Pity the grid operator PJM Interconnection. For decades it worked quietly and in the background, matching electricity demand with supply. Meanwhile, customers enjoyed some of the lowest electricity prices in the United States.
No longer. Politicians, businesses, households, and power companies think it needs an overhaul. Even PJM is in agreement.
PJM released a white paper this week that said the region “has years, not decades” to make fundamental changes to the way it operates. “The current situation is not tenable,” PJM CEO David Mills wrote in a forward to the report.
Normally, this sort of wonky report would land on the desks of a few legislators and regulators. But PJM’s territory includes a large number of data centers, including the compute-dense region of Northern Virginia. What happens to PJM will send ripples throughout the tech world.
The 70-page report is an exercise in navel gazing. But despite the deep introspection, not everyone is convinced the organization is up to the task of overhauling itself. One utility, American Electric Power (AEP), is considering pulling out of PJM altogether.
“The current state of PJM’s performance and stakeholder approval process does not give me great confidence that these issues will be resolved anytime soon,” Bill Fehrman, AEP’s CEO, said in an earnings call Tuesday. “In fact, if something is not done now, I expect we could still be having these same conversations in 10 years. The PJM market worked very well when supply exceeded demand; we are now in a very different time.”
Here’s what changed
Cloud computing and AI have begun to strain PJM’s existing generating capacity. Against the backdrop of surging demand, PJM paused applications in 2022 for new generating sources to connect to its grid, citing a years-long backlog. Just as the need for electricity was beginning to grow for the first time in decades, the grid operator prevented new sources from even applying to get hooked up.
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PJM isn’t entirely to blame for the lengthy backlog. Many interconnection requests are duplicates — developers will propose essentially the same project in different grid regions to see which gets approved first. PJM’s sclerotic approval process meant that of the more than 300 gigawatts worth of projects in the queue in 2022, only 103 gigawatts ended up signing agreements, and only 23 gigawatts have been connected so far. Most developers withdrew rather than wait it out.
Demand in the region remains so large that, since PJM recently reopened the queue, power companies and project developers have filed more than 800 interconnection requests for 220 gigawatts worth of new power. PJM might have been able to pause new requests, but it did nothing to tamp down demand for new interconnections.
Here’s what PJM is proposing
In its white paper, PJM has proposed three options. One would require utilities and power generators to essentially make bigger, longer-term commitments. (PJM currently requires them to commit to supplying a certain amount of electricity for three years.) The second option would change reliability guarantees for customers — those who pay less might get their power cut first. The last choice would try to move PJM closer to a real-time market, where supply and demand dictate prices, without entirely eliminating stability from long-term contracts.
It’s hard to see how PJM emerges looking good in any of these scenarios.
First, the way PJM operates its market has somewhat locked it into a three-year mindset. That seemed to work when natural gas power plants were replacing coal-fired generators, but today solar and batteries can be installed at least two to three times faster. What’s more, the shortage of natural gas turbines means that power plants planned today won’t be able to install the equipment until the early 2030s. Plus, prices of turbines have skyrocketed on the back of demand for hyperscalers. Given those realities, it’s hard to see suppliers wanting to commit to an even longer timeline.
The second option would result in PJM splitting its territory, its customers, or both into groups of “haves” and “have nots.” For people and businesses stretched thin by years of rising utility bills, it’s hard to see them being happy with downgraded service. Politicians have seized on rising power prices and anti-data center animus, and so they are unlikely to back this one.
The last approach has the most nuance, but it also sounds like PJM trying to be all things to all people. It’s the type of plan that seems like it should appeal to large utilities like American Electric Power, giving them the opportunity to play in short-term markets to make more profit while also benefiting from predictable long-term contracts — having their cake and eating it, too. Yet if AEP, one of the largest utilities in PJM territory, isn’t thrilled with the menu before it, it’s hard to see how PJM can pick that one either.
Rising demand for data centers has just happened to coincide with disruption from renewables and batteries, which continue to drop in cost. Those trends are now colliding with an organization that doesn’t want — or doesn’t know how — to change the way it operates.
PJM may have thought its white paper mea culpa would buy it some time. But with politicians threatening price caps and utilities balking at future participation, the grid operator may not have years to sort things out. It’s looking like a messy few years ahead.
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