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GM Defense boosts Mideast footprint with Edge military vehicle tie-up

GM Defense boosts Mideast footprint with Edge military vehicle tie-up

Yahoo19-02-2025
ABU DHABI, United Arab Emirates — GM Defense has signed an agreement with Edge Group to build a local manufacturing capability for some of its light tactical vehicles, which could be integrated with Emirati weapons.
The General Motors subsidiary will work on the project with NIMR Automotive, an arm of the Emirati defense conglomerate, to assess demand for military platforms in the Middle East and Africa region.
'We plan to leverage off NIMR's local facility for potential future production of the Infantry Squad Vehicle (ISV) in several variants, including the cargo one, which is garnering significant demand,' Bradley Watters, vice president for international business development at GM Defense, told Defense News.
Upon request, the manufacturer would also be prepared to establish its own production facility in the UAE, which would be a first for the U.S. company.
Two vehicle variants armed with Emirati systems were on display at the IDEX and NAVDEX defense fairs here, the infantry utility version equipped with EDGE-made Q Copter munitions, and the next-generation tactical vehicle configuration with Hunter loitering munitions.
The partnership announced during the show here builds on a previous agreement signed in 2023 with the Tawazun Council, the Abu Dhabi-based government agency in charge of procurement.
The GM-made ISV completed summer trials in the Gulf country in 2023. The evaluation entailed a 2,000-kilometer march across sand dunes, soft sand tracks and rocky fields.
The intention is to have the company's recently developed Next Generation Tactical Vehicle, or NGTV, undergo the same assessments as part of the 2026 summer trials, company officials said.
As GM Defense continues to expand its footprint in the Middle East, the company is interested in integrating some of its power propulsion and engine systems into existing regional platforms.
One of the key technologies engineers have developed through its hybrid electric vehicles, including the NGTV-H, is the ability to drive silently, a feature advertised by the company as an advantage in combat.
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Billionaire Epic CEO Judy Faulkner built her $5.7 billion-a-year software firm in a basement. She says not getting an MBA was a ‘really good thing'
Billionaire Epic CEO Judy Faulkner built her $5.7 billion-a-year software firm in a basement. She says not getting an MBA was a ‘really good thing'

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time2 hours ago

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Billionaire Epic CEO Judy Faulkner built her $5.7 billion-a-year software firm in a basement. She says not getting an MBA was a ‘really good thing'

As Gen Z questions the values of degrees, Epic's billionaire CEO Judy Faulkner has never been a fan of MBAs—and built a $5.7 billion-a-year software giant without one. Unlike Apple CEO Tim Cook or General Motors CEO Mary Barra who attended business school, the 82-year-old charted her own path, including establishing 10 business 'commandments' like a directive to never IPO or sell. With recent graduates struggling to land jobs and the best business schools charging in excess of $150,000 for a degree, it's left Gen Z's aspiring business leaders questioning more than ever the value of going back to school. For Epic Systems CEO Judy Faulkner, whose software powers many of the U.S.'s top hospitals, the answer is simple: a graduate business degree may have done more harm than good. 'I never got an MBA, which I think is a really good thing,' Faulkner recently told CNBC. 'They would have taught me, 'Here's how you do venture capital.' We didn't do it. 'Here's how you go public.' We didn't do it. 'Here's how you do budgets.' We don't have budgets. We say, if you need it, buy it. If you don't need it, don't buy it.' While the 82-year-old's leadership style may sound unconventional, it has worked wonders for her business that she first started in her Wisconsin basement in 1979. Epic now rakes in an estimated $5.7 billion in annual revenue and has propelled Faulkner's net worth to over $7.8 billion. Her secret to learning the ropes of business management still included reading books and taking multiday courses, but she's just never a blind follower. In fact, Faulkner even established her own set of principles, known as Epic's 10 commandments, that are plastered all over the company's sprawling 1,670-acre campus. They include 'do not go public,' 'do not acquire or be acquired,' and 'software must work.' CEOs are divided on the value of business school While demand for business school is on the rise—a trend often seen in conjunction with economic uncertainty—business leaders have long placed their doubts on whether the skills taught in the classroom are worth it. In fact, the richest person in the world, billionaire Elon Musk, has said that there are too many business school graduates running corporate America. 'I think there may be too many MBAs running companies,' Musk previously told the Wall Street Journal. 'There's the MBA-ization of America, which I think is maybe not that great. There should be more focus on the product or service itself, less time on board meetings, less time on financials.' And he's not alone. Billionaire and former Shark Tank star Mark Cuban has called getting an MBA 'overrated.' PayPal cofounder Peter Thiel said he doesn't like hiring MBA graduates due to them mostly being 'high extrovert/low conviction people.' However, if you're eager to follow in the footsteps of top business leaders the likes of Apple CEO Tim Cook, General Motors CEO Mary Barra, and JPMorgan Chase CEO Jamie Dimon, business school might be in your future. After all, over 40% of all Fortune 1000 chief executives have obtained an MBA. Ultimately, the choice to attend a program comes down to one's own personal goals. Barra said her experience at Stanford's Graduate School of Business helped her cultivate an everlasting 'learning mindset.' 'My experiences on campus changed my life and accelerated my career. They prepared me to manage and, ultimately, to lead,' she said in 2024. This story was originally featured on Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data

TNB Tech Minute: Baidu Reports Lower Revenue Amid Weak Ad Business - Tech News Briefing
TNB Tech Minute: Baidu Reports Lower Revenue Amid Weak Ad Business - Tech News Briefing

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time2 hours ago

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TNB Tech Minute: Baidu Reports Lower Revenue Amid Weak Ad Business - Tech News Briefing

Full Transcript This transcript was prepared by a transcription service. This version may not be in its final form and may be updated. Speaker 1: Here's your afternoon TNB Tech Minute for Wednesday, August 20th. I'm Julie Chang for the Wall Street Journal. In earnings, Chinese search engine giant, Baidu, reported lower quarterly revenue amid a weaker performance in its core advertising business. Profit was better than expected though. Revenue for the second quarter fell 3.6 percent from a year earlier to 32.71 billion yuan, which equals to about 4.55 billion dollars. Baidu's CEO said the company's AI cloud business helped mitigate the near-term pressure on its online marketing business. Plus, General Motors has a new team focused on artificial intelligence. The automaker has been on a hiring spree the last eight months, bringing on board nearly a dozen hires from top tech companies, from Google to Meta to AWS. Its goal: to build a small but mighty AI team that'll assist the organization everywhere from factory production lines to the NASCAR racetrack, as well as help individual groups build AI workforces. Finally, we exclusively report that US battery companies are increasingly looking overseas for new manufacturing opportunities. Group14, a Seattle-based Silicon Valley materials maker, said it closed a $463 million funding round led by South Korean conglomerate SK. As part of that deal, Group14 will take control of the company's silicon battery material manufacturing in South Korea, having previously held a 25% stake in the joint venture. This comes at a time when support for clean tech wanes in the country. And that's a wrap for your TNB Tech Minutes. Tune in tomorrow morning for another quick Tech update.

Tested: This New Cadillac Crushes as a Luxury SUV (Just Don't Tell Anyone It's an EV)
Tested: This New Cadillac Crushes as a Luxury SUV (Just Don't Tell Anyone It's an EV)

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time2 hours ago

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Tested: This New Cadillac Crushes as a Luxury SUV (Just Don't Tell Anyone It's an EV)

Pros Great design Solid range Priced like gas-fed competitors Cons Not all that exciting to drive Not fast, either Rides on the firm side Scan the 2025 Cadillac Optiq's dimensions, classy and modern interior, performance specifications, and then its price tag, and you'd come away thinking, 'Wow, this is just a solid compact luxury SUV.' No disclaimer, no other descriptor needed. Of course, you'd have to be pretty in the weeds with similarly sized, similarly priced stuff like the Lexus RX, Lincoln Nautilus, or Audi Q5 to reach such a conclusion, but we figure anyone looking for a right-sized luxury SUV would have all three of those vehicles on their shopping lists already. Record scratch! Er, CD skip! Or, uh, your connection is unstable, streaming music not available! Whatever. Surprise, the Cadillac Optiq doesn't use any gas. It's an interesting plot twist, mostly because most modern EVs tend to cost more on balance than their conventionally powered counterparts, save Tesla's affordable Model Y and a few others. They also tend to be needlessly quick on balance. And now that the EV tax credits are going away, buyers looking to save a few more bucks while enjoying the convenience of 'filling up' their cars at home or away from dirty gas stations are seeing that benefit dry up, as well. But the Cadillac Optiq gives prospective SUV buyers all the gas-free satisfaction they can handle, without the higher sticker price or silly power. The loaded Optiq Sport 2 model tested here costs $58,915 out the door—right in line with uplevel, gas-fed versions of the Lexus RX350 and RX350h hybrid, Lincoln Nautilus, and Audi Q5 mentioned above. It delivers similar motivation, too; its dual electric motors (a 210-hp unit up front, 90-hp induction motor in back) total a totally plain 300 hp and 354 lb-ft of torque. Average Performance, and That's OK Equally plain? The satisfying but hardly quick 5.5-second 0–60-mph performance we recorded. That's about two seconds quicker than the last RX350 and RX350h hybrids we tested, along with two versions of the Lincoln Nautilus and just ahead of the 366-hp RX500h F Sport Performance variant. We've yet to test Audi's latest Q5, but its mechanical setup is similar to the outgoing generation, which in four-cylinder guise reached 60 mph in 5.7 seconds. Point is, the Optiq is quicker than your usual non-sporty compact luxury SUV, without being ridiculously so like, say, a Tesla Model Y Dual Motor Long Range, which hits 60 mph in 3.8 seconds, or as expensive as the similarly sized all-electric Audi Q6 E-Tron (let alone the similarly priced but smaller Q4 E-Tron). From behind the wheel, the Tesla-style gut-punch acceleration many people expect from modern EVs is conspicuously absent. The Cadillac never feels slow, but rather just zippy enough for spirited commutes. The benefit of its electric propulsion is, largely, smoothness and quietude. The Optiq simply oozes down the road, free from untoward gearshifts or the buzzy trill of a turbocharged four-cylinder engine common to its internal-combustion competition at this price point. The rest of the driving experience is in keeping with Cadillac's modern focus on sportiness, with a ride quality that, while firm (certainly more so than the Nautilus) is expertly tuned for maximum refinement that bests even the improved 2026 Model Y. (Choose the optional 21-inch wheels at your peril—they don't ruin the ride, but you'll notice sharper impacts more than with the 20s on our test model.) The body stays flat through corners, and the Optiq changes direction more eagerly and carves a smarter line than its lowly 0.78 g of lateral grip suggests. Most satisfyingly, the suspension setup is fixed. There are no electronically adaptive dampers, air springs, or fancy stuff like, well, the Q6 E-Tron gets; instead, you get the same handling behavior no matter which of the drive modes you're in from good ol' fashioned steel springs and passive (albeit frequency selective) shocks. Braking performance is average, with a 124-foot stop from 60 mph stretching longer than the Q6 E-Tron's 118-foot stop and the Model Y's 120-foot stop and landing amongst the various Lexus RX models we've tested. What stands out here, however, is the Optiq's driver-selectable regenerative braking modes, the strongest two of which allow for one-pedal driving where simply lifting one's foot off the accelerator slows the Cadillac to a stop as the electric motors recuperate energy for the battery by acting as generators. General Motors is pretty good at tuning these setups in the stable of EVs across its brands, and we appreciate the middle-ground one-pedal mode that can still stop the Optiq without using the brake pedal and without introducing the slight forward head toss the most aggressive mode delivers when the driver isn't delicate with their right foot. Also appreciated? That the driver's selected one-pedal mode sticks around through on/off cycles and that there's a ready button on the touchscreen for adjusting it. In the ways most drivers will experience the Optiq, whether it be tooling around town at normal speeds, sitting in traffic, or waiting while its so-so 150-kW maximum DC fast-charging rate replenishes the battery (we saw 119 miles of range added in 30 minutes), the Cadillac pleases even more. The interior is almost Scandinavian in its appearance, as if Volvo accidentally dropped some stylists off in Warren, Michigan, while the Optiq was being developed. There is the same 33-inch screen (the leftmost portion and a good bit of the right side are touch-sensitive) that floats atop the dashboard as you get in the larger Lyriq, looking more impressive in the Optiq's smaller environs. The upper door panels and dashboard of our test model were covered in an interesting woven cloth rendered from recycled materials, while there are what feel like real metal accents on the door handles, air vent controls, and more. It's all very classy yet appropriately youthful given the Optiq's more approachable price tag than Cadillac's larger EVs. There's plenty of space throughout, though those seated in the second row might notice the floor seems a touch high relative to the seat cushions, and the sloping roofline can potentially impede on the headroom of taller riders. Overall, the Optiq is a great place to spend time, and it looks far more expensive than its sub-$60,000 price tag inside and out. That its performance gives neither pause nor reason for much excitement is just fine—not every EV needs to have barnstorming acceleration. The Optiq's 302-mile EPA range is what matters more, although it's worth noting that in our 75-mph Road Trip Range test it delivered only 235 miles. In a world where EV tax incentives are going away, the Optiq meets its internal combustion competitors head-on, delivering equivalent performance, excellent refinement and comfort, and elevated design for similar money.

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