Business
Starbucks American Coffee Chain Cafe In Amsterdam
(Nicolas Economou/Getty Images)
Opinion

Starbucks could use a CIO

Customers give Starbucks billions of dollars in prepaid credits each year. Should the coffee chain be investing it?

Jack Raines

Every six months someone resurfaces the internet’s favorite business coffee story: Is Starbucks really a bank? (My favorite edition of this question is Trung Phan’s X thread from 2022.) The TL;DR is that Starbucks runs a first-class rewards program that incentivizes customers to preload their Starbucks accounts with cash in exchange for stars that can be redeemed for free food, drinks, and merch. Customers earn 2 Stars per $1 spent with loaded funds on their app, versus 1 Star per dollar spent with cash, credit, or debit cards through their app.

This money stored in customers’ accounts appears as a liability on Starbucks’ balance sheet as “stored value cards and loyalty program” within deferred revenue.

Starbucks 10Q

Stored value capital is essentially an interest-free loan from the customer to the business that can only be exchanged for coffee (and other Starbucks products), and it can’t be redeemed for cash.

This program has been a hit, and, according to Starbucks’ most recent 10-Q, they currently have $2.2 billion (!!) in stored value cash on their balance sheet. As if this weren’t a good enough deal for Starbucks, a portion of this stored value goes unspent each year, which Starbucks recognizes as “breakage revenue.”

The success of Starbucks’ Rewards program poses an interesting question: why doesn’t the coffee chain launch an investing arm to manage these funds?

This model of investing excess capital has existed for years in the insurance industry. Insurance companies invest their float, which is the difference between premiums paid by customers and claims paid to customers, across different assets to increase their returns. Most insurers invest in low-risk bonds with durations that match their liabilities (auto insurers invest in shorter duration bonds, life insurers invest in longer duration bonds), but insurers don’t have to limit their investments to the bond market.

Take Berkshire Hathaway: in Berkshire’s 2009 annual shareholder letter, Warren Buffett noted that their float had grown from $16 million in 1967 to $62 billion in 2009, giving them billions of interest-free money to invest, which Berkshire has actively deployed in public markets.

Starbucks’ reward system has created a “float” with a guaranteed profit in the form of “breakage revenue.” Unlike insurers, who need to account for the risk that claims could outpace premiums collected in a given year, Starbucks’ Rewards outflows will never cost more than their inflows because money stored in their rewards program can only be redeemed for Starbucks’ products. Put simply, the coffee chain will never owe more than it has received from customers. Even better, Starbucks accurately forecasts how much money won’t be redeemed through its breakage revenue, meaning that the company knows how much of its stored value is pure profit.

So why not invest that $2 billion, or at least its estimated breakage revenue each year, and compound it over time?

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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.

business

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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