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Elon Musk In Krakow, Poland
Elon Musk (Beata Zawrzel/Getty Images)
Weird Money

Fidelity slashing its X valuation shows that Elon Musk is a bad trader

Fidelity keeps writing down its X stake, but Musk's biggest problem isn't his business skills: it was his purchase price.

Jack Raines

The Washington Post reported earlier this week that Fidelity’s stake in Elon Musk’s social media site “X” is down more than 72% in value since Musk acquired the company, dropping from $316 million to $88 million in less than two years, and the company’s top eight investors (outside of Musk) are a combined $5 billion underwater on their positions.

A 72% drop in less than two years is, obviously, not great! For comparison, here is how a few other social media stocks have performed since Musk’s Twitter acquisition closed on October 28, 2022:

One oft-cited reason for X’s valuation collapse has been its advertising revenue woes. Musk hasn’t exactly encouraged large advertisers to stay on the platform, telling advertisers who threatened to “blackmail” him to “go fuck yourself,” and more than 100 brands took his advice, pulling their advertisements from X. In October 2023, Reuters noted that X’s monthly US ad revenue had declined by at least 55% year-over-year each month since November 2022, including a 78% drawdown in December 2022. Bloomberg also reported that the company’s ad revenue (which is 70-75% of total revenue) in 2023 was estimated to be ~$2.5 billion, with total revenue reaching ~$3.4 billion, compared to $5 billion in total revenue in 2021. Obviously, a 32% revenue decline won’t be good for business.

However, another, less-discussed factor in X’s valuation collapse was the circumstances of Elon’s purchase price. If you recall, Musk tried to renege on his $44 billion Twitter purchase in 2022, claiming that Twitter was lying about the number of bots and fake accounts on the platform. Obviously, his appeal didn’t work, and he eventually had to buy it. While Musk may or may not have had legitimate concerns about Twitter’s bot problem (which still hasn’t been fixed, for those curious), he likely had another concern: the price tag. Musk paid a really high price for Twitter as the tech sector (and, more specifically, social media), was in a steep bear market. Before Musk made his offer, he had purchased shares of Twitter in the open market between January and April 2022 between $30 and $40 per share. On April 14, 2022, he offered to buy the whole company for $54.20, or $43 billion.

But between April and when the deal actually closed in October, tech stocks tanked. Meta’s stock fell by 53% and Snap, arguably Twitter’s best comparison given the size of its user base and similar ad revenues, collapsed by 70%. But Musk’s bid, which was already a 38% premium to where the stock was trading before Musk disclosed his open market purchases, was binding, so he was forced to pay top dollar for the social media site as the valuations of its competitors crashed.

While most of the X valuation discourse has focused on Elon’s (and current CEO’s Linda Yaccarino’s) mismanagement of the business, the truth is that Musk also just paid way too much for the company, and valuation revisions reflect more accurate price discovery. Think about it: while Fidelity has written down its X investment by 72% since Musk acquired the company, Snap’s stock price fell by 70% between Musk’s offer date and acquisition date.

X/Twitter has actually outperformed Snap since Musk first purchased Twitter shares on the open market in January 2022. Assuming that X is now worth $15 per share, it’s down roughly 62% from January 2022, while Snap is down 78% in that period.

Yes, Musk has obviously had business missteps, but his biggest issue was making a binding offer at too high of a price for a mid-sized social media company. Had he made his offer six months later, after tech and social media companies sold off, he probably could have purchased the company for a fraction of the price.

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The Trump administration is reportedly planning a 50% made-in-America requirement for USMCA tariff relief

Qualifying for USMCA-related lower tariffs may soon require more US-made vehicle components, according to reporting by The Wall Street Journal.

The Trump administration is reportedly planning to introduce a 50% US content requirement for vehicles covered by the trade pact to receive lower tariffs. The content would be measured by cost, according to the WSJ.

There currently isn’t any US-specific requirement for those lower tariff rates, but in order to receive preferential tariffs, vehicles are must contain at least 75% regional content (components made in North America). Per Reuters reporting, the Trump admin is seeking to raise the regional requirement to 82%.

These reported plans are subject to change as the US negotiates USMCA terms with Mexico over the next few months.

Overall, Tesla will likely have the easiest time qualifying for any stricter requirements. The automaker’s vehicles contained the highest amount of US/Canadian content in 2025, according to American University research. Ford, GM, and Stellantis all scored lower.

Notably: the underlying government data that many domestic content measurements rely on intentionally combines US and Canadian components, so it’s difficult to know exactly how much of any given vehicle is specifically US-made.

There currently isn’t any US-specific requirement for those lower tariff rates, but in order to receive preferential tariffs, vehicles are must contain at least 75% regional content (components made in North America). Per Reuters reporting, the Trump admin is seeking to raise the regional requirement to 82%.

These reported plans are subject to change as the US negotiates USMCA terms with Mexico over the next few months.

Overall, Tesla will likely have the easiest time qualifying for any stricter requirements. The automaker’s vehicles contained the highest amount of US/Canadian content in 2025, according to American University research. Ford, GM, and Stellantis all scored lower.

Notably: the underlying government data that many domestic content measurements rely on intentionally combines US and Canadian components, so it’s difficult to know exactly how much of any given vehicle is specifically US-made.

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Tom Jones

The $640,000 Luce makes the average Ferrari look like a bargain

Put aside the shape; put aside the smoothing out of Ferrari’s iconic sharp edges; put aside, even, the calls from former Chairman and President Luca Cordero di Montezemolo to “take the Prancing Horse off.” On the grounds of price alone, Luce detractors might have a point.

By now, many of us will have read the criticisms of Ferrari’s first fully electric vehicle, as the Luce — which was unveiled to the world earlier this week and promptly saw the company’s shares crash out in New York and Milan — gets subtly shaded by competitors online and not-so-subtly shaded by basically everyone else.

What makes all of this worse for Ferrari is that, even by the luxury car maker’s notoriously high standards, they’ve slapped a pretty hefty price tag on the Luce, and the company’s CEO, Benedetto Vigna, has already been forced to defend the €550,000 ($640,000) price point, saying yesterday that it’s “fair to pay for innovation,” per Reuters.

While Ferrari’s cars have been getting more expensive of late, as recently as 2022, Ferrari’s average revenue per car sold was around $340,000. At nearly twice that price, this new electric model is obviously proving a little much (visually, conceptually, and financially) for many loyal and long-standing fans of the Prancing Horse to stomach.

Ferrari Luce cost chart
Sherwood News

By now, many of us will have read the criticisms of Ferrari’s first fully electric vehicle, as the Luce — which was unveiled to the world earlier this week and promptly saw the company’s shares crash out in New York and Milan — gets subtly shaded by competitors online and not-so-subtly shaded by basically everyone else.

What makes all of this worse for Ferrari is that, even by the luxury car maker’s notoriously high standards, they’ve slapped a pretty hefty price tag on the Luce, and the company’s CEO, Benedetto Vigna, has already been forced to defend the €550,000 ($640,000) price point, saying yesterday that it’s “fair to pay for innovation,” per Reuters.

While Ferrari’s cars have been getting more expensive of late, as recently as 2022, Ferrari’s average revenue per car sold was around $340,000. At nearly twice that price, this new electric model is obviously proving a little much (visually, conceptually, and financially) for many loyal and long-standing fans of the Prancing Horse to stomach.

Ferrari Luce cost chart
Sherwood News

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