| Factor | Score | Distribution | Value | Avg | Rank |
|---|---|---|---|---|---|
Valuation | 76 | 17.5x | 17.3x | Top tier | |
Growth | 66 | -5.9% | 7.1% | Top tier | |
Quality | 60 | 11.0% | 4.5% | Around median | |
Safety | 83 | 0.2x | 2.6x | Top tier | |
Capital Return | 90 | 1.31% | 0.06% | Top tier | |
Momentum | 93 | 46.3% | -1.6% | Top tier | |
Sentiment | 2 | 1 | 3 | Bottom tier |
The floor: what the company is worth if growth stopped today
53% of today's price is what a buyer pays for growth that has not happened yet.
10-year US Treasury yield 4.96% as of 2026-10-22. Estimates computed from company data and analyst targets, not investment advice.
Ten ratios that matter, each compared against its sector median and average — so you can see whether a number is rich or cheap relative to peers in the same sector.
Rush Enterprises operates the Rush Truck Centers network for the sale and service of new and used commercial trucks, with activities spanning Class 8 vehicles, Classes 4 through 7 vehicles, parts and maintenance, and collision repair centers. It also generates revenue from Rush Truck Leasing through leasing and contract maintenance, partially reducing the cyclicality of new truck sales. In fiscal Q2 2026, aftermarket operations represented approximately 64% of total gross profit, and revenue from parts, service, and collision centers reached $605 million, while the leasing and rental business generated $94.8 million.
In fiscal Q2 2026, Rush Enterprises recorded revenue of $1.9 billion, gross profit of $361.7 million, net income of $72.8 million, and diluted earnings per share of $0.91. These figures equate to a gross profit margin of approximately 19.0% and a net income margin of approximately 3.8%. Compared with fiscal Q1 2026, revenue increased from $1.7 billion, net income from $61.5 million, and earnings per share from $0.77, with results improving despite the commercial vehicle sector’s recovery remaining in its early stages.
Revenue for the twelve months ended in fiscal 2026 was approximately $7.5 billion, with gross profit of $1.4 billion, net income of $264.9 million, and earnings per share of $3.3167. Earnings resilience is supported by a mix of cyclical truck sales and more stable aftermarket services and leasing, together with a geographically and sectorally diverse customer base spanning freight transportation, construction, waste collection, and medium-duty vehicles.
The analyst consensus for RUSHB is a “Buy” recommendation, while the stated market capitalization is $6.1 billion, and the available data do not provide a valid comparable price-to-earnings ratio. The 52-week range is $47.71 to $81.52, a wide range consistent with the stock’s sensitivity to the freight cycle and pressure on aftermarket margins, offset by the Class 8 backlog and expansion through acquisitions and the joint venture with MCT Companies.
Figures in the text are as of 2026-08-30; the live price is shown at the top of the page.
Revenue increased to $1.9 billion, net income to $72.8 million, and diluted earnings per share to $0.91 in fiscal Q2 2026. This coincided with improvements in freight rates, customer confidence, bidding activity, and new truck orders. Discipline in general and administrative expenses also supported results, although the improvement was not driven entirely by revenue or margin growth.
Aftermarket operations represented approximately 64% of total gross profit in fiscal Q2 2026, making them a cornerstone of the earnings model. Revenue from parts, service, and collision repair centers reached $605 million, up 1.5% year over year, and the absorption rate reached 130.8%. However, management indicated that competition and margin pressure persisted, with a gradual recovery in shop activity during the final 45 to 60 days of the period preceding the July 29, 2026 call.
Automated analysis for informational purposes only — not investment advice.
Management believes allowing noncompliance penalties could facilitate a gradual transition to the new technology rather than causing a sudden disruption in demand. It estimated the penalty for a Class 8 engine at approximately $6,000 to $8,000 before the 12% federal excise tax, with the figure remaining subject to the regulatory comment period in July 2026. Management believes customers’ preference for proven technologies and improvements in their businesses could support demand during fiscal 2027, but clarified that final pricing for some new technologies had not yet been determined.
In fiscal Q2 2026, the company completed the acquisition of five Peterbilt dealerships in Louisiana and five commercial dealerships in southwestern Ontario. It also signed an agreement to establish a 50%-owned joint venture with MCT Companies, one of the largest Carrier Transicold dealer groups, to enter the refrigerated transportation market. Closing of the venture was targeted for August 31, 2026, subject to customary closing conditions, and management emphasized that the business represents a growth platform rather than a standalone transaction.
The main risks are the cyclicality of the freight market, the delayed recovery in parts and service, and the 12.7% year-over-year decline in Classes 4 through 7 sales in fiscal Q2 2026. There are also potential constraints among manufacturers and tier-two and tier-three suppliers, while preparing and delivering a truck to the customer may take from 30 to 120 days. The 2027 emissions rules, tariffs, and financing difficulties for some used-truck buyers add further uncertainty to demand and pricing.