What changed in this filing

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Item 1. Business

2026-02-12 compared with 2025-02-13 · 145 added, 104 removed, 542 unchanged (31% of the section changed)

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Fiscal years 2024 and 2023 were 52-week fiscal years;

fiscal year 2022 was a 53-week fiscal year.

The additional week in fiscal year 2022 was added to the first quarter, which consisted of 14 weeks.

fiscal year 2025 was also a 52-week fiscal year.

Any references to our performance for the years 2025, 2024 and 2023 are references to our fiscal years ended December 27, 2025, December 28, 2024 and December 30, 2023, respectively, and all references to our financial condition as of the end of 2025 and 2024 are references to the end of such fiscal years.

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We pioneered ADAS technology more than 25 years ago and have continuously expanded the scope of our ADAS offerings, while leading the evolution to autonomous driving solutions.

On February 3, 2026, we completed the acquisition of Mentee Robotics Ltd.

(“Mentee Robotics”), a humanoid robotics company.

This acquisition combines Mobileye’s advanced artificial intelligence (“AI”) technology and global production expertise with Mentee Robotics’ breakthrough humanoid platform and deep AI talent, creating a comprehensive provider of Physical AI technology across two transformative markets:

autonomous driving and humanoid robotics.

Our portfolio of solutions is built upon a comprehensive suite of purpose-built software and hardware technologies designed to provide the capabilities needed to make the future of ADAS and autonomous driving a reality.

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Further, the autonomous driving solution needs to be produced at a cost that makes it affordable.

We are building our technology platform to address these fundamental and significant challenges in order to enable a full spectrum of solutions, from ADAS to autonomous driving, with several incremental steps in between.

We believe that our industry-leading technology platform, built upon over 25 years of research, development, data collection and validation, and purpose-built software and hardware design, gives us a differentiated ability to not only deliver excellent safety ratings and maintain a leadership position with our ADAS solutions, but also to make the mass deployment of autonomous driving solutions a reality.

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We have experienced significant growth since our founding.

For 2024, 2023 and 2022, our revenue was $1.7 billion, $2.1 billion and $1.9 billion, respectively, representing a year-over-year decrease of 20% in 2024 compared to 2023 primarily due to a significant drawdown of excess inventory at our Tier 1 customers and a reduction in volumes shipped to China in 2024.

For 2025, 2024 and 2023, our revenue was $1.9 billion, $1.7 billion and $2.1 billion, respectively, representing a year-over-year increase of 15% in 2025 compared to 2024.

We currently derive substantially all of our revenue from our commercially deployed ADAS solutions.

We recorded net losses of $3,090 million, $27 million and $82 million in 2024, 2023 and 2022, respectively, with the net loss in 2024 primarily being the result of recording a $2,695 million ($2,613 million, net of tax) non-cash impairment of goodwill in the third quarter of 2024.

Our Adjusted Net Income for 2024, 2023 and 2022 was $205 million, $659 million and $605 million, respectively.

Adjusted Net Income is a non-GAAP financial measure;

Management’s Discussion and Analysis of Financial Condition and Results of Operations – Non-GAAP Financial Measures” for a reconciliation of Adjusted Net Income to Net Income (Loss).

The adjustments to reconcile Net Income (Loss) with Adjusted Net Income are related to amortization of intangible assets, stock-based compensation expenses, impairment of goodwill, expenses related to the initial public offering of Mobileye in October 2022 (the “Mobileye IPO”) and related income tax effects where applicable.

The amortization of intangible assets consisting of developed technology, customer relationships and brands, is primarily a result of Intel’s acquisition of Mobileye in 2017 and, to a lesser extent, the acquisition of Moovit in 2020.

As of December 28, 2024, our solutions have been installed in approximately 1,200 vehicle models (including local country, year, and other vehicle model variations), and our System-on-Chips (“SoCs”) have been deployed in over 200 million vehicles.

We recorded net losses of $392 million, $3,090 million and $27 million in 2025, 2024 and 2023, respectively, with the net loss in 2024 primarily being the result of recording a $2,695 million non-cash impairment of goodwill in the third quarter of 2024.

Our Adjusted Net Income (Loss) for 2025, 2024 and 2023 was $286 million, $205 million and $659 million, respectively.

Adjusted Net Income (Loss) is a non-GAAP financial measure;

Management’s Discussion and Analysis of Financial Condition and Results of Operations – Non-GAAP Financial Measures” for a reconciliation of Adjusted Net Income (Loss) to Net Income (Loss).

The adjustments to reconcile Net Income (Loss) with Adjusted Net

Income (Loss) are related to amortization of intangible assets, stock-based compensation expenses, impairment of goodwill and related income tax effects where applicable.

As of December 27, 2025, our solutions have been installed in approximately 1,400 vehicle models (including local country, year, and other vehicle model variations), and our System-on-Chips (“SoCs”) have been deployed in more than 230 million vehicles.

We are actively working with more than 50 Original Equipment Manufacturers (“OEMs”) worldwide on the implementation of our ADAS solutions.

For the year ended December 27, 2025, we shipped approximately 35.7 million of our EyeQ™ SoC and SuperVision™ systems, of which the substantial majority were EyeQ™ SoCs.

This represents a decrease from approximately 37.4 million systems that we shipped in 2023, and approximately 33.7 million systems that we shipped in 2022, primarily due to a significant drawdown of excess inventory at our Tier 1 customers and a reduction in volumes shipped to China in 2024.

This represents an increase from approximately 29.0 million systems that we shipped in 2024.

We were founded in Israel in 1999.

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ADAS solutions are responsible for saving lives and must meet very high-performance metrics with extreme levels of efficiency, as well as pass increasing oversight from regulatory bodies.

“Good enough” is simply not acceptable.

The precision requirements for advanced solutions in the Premium ADAS and AV segments are even more exacting.

We are a technology leader for computer vision technology for ADAS, largely through front camera solutions, and we have continuously enhanced our leadership position through our ability to meet the extreme performance, accuracy, and cost metrics of our OEM customers.

In recent years, we have expanded our capability to enable creation of a 360-degree world-view through the processing of multiple cameras placed around the vehicle to support our portfolio of advanced solutions.

In recent years, we have expanded our capability to enable creation of a 360-degree worldview through the processing of multiple cameras placed around the vehicle to support our portfolio of advanced solutions.

Our products primarily use monocular camera processing that works accurately alone, or together with radar and lidar for redundancy.

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Our REM™ mapping system harvests small packets of Road Segment Data from various vehicle models produced by our partner OEMs that are equipped with special processing software that extracts only the relevant information necessary to support increasing levels of ADAS and autonomous driving.

In 2024 alone, we collected 29.6 billion miles of road data from, based on our estimates, 3 million REM ™ -enabled vehicles worldwide.

In 2025 alone, we collected 34.5 billion miles of road data from, based on our estimates, over 8 million REM™-enabled vehicles worldwide.

The Road Segment Data is uploaded to the cloud where our software automatically creates and updates a detailed and accurate model of the road.

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, identifying and fixing edge cases one by one).

Inevitably this approach is intended to drive high recall at the expense of precision.

This approach is inevitably intended to drive high recall at the expense of precision.

This inherently introduces significant risk when it comes to the complexity of real-world driving scenarios.

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Additionally, our structure includes redundancies within the computer vision stack, the fusion of mapping with real-time perception, the fusion of decomposable and end-to-end architectures, and True Redundancy™ - the fusion of independent world-views produced by separate vision and radar/lidar-based subsystems.

Finally, our newest innovations include simulation training of driving policy through artificial community intelligence.

This innovation enables reinforcement learning based training of driving policy in a simulated environment that achieves extraordinary amount of training hours overnight and addresses the issue of nearly infinite sample complexity when training driving policy.

When it comes to safety, our multi-faceted high-level fusion structure is governed by a Primary / Guardian / Fallback methodology (“PGF”) which can handle “majority-rule” as well as non-binary discrepancies.

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● Next Generation Imaging Radars .

A solution targeted to complement the camera-based system with a sensor that has nearly fully-independent failure modes, supports high precision and to reduce the need for multiple expensive lidar sensors, supports cost-efficiency, a major component of recall.

A solution targeted to complement the camera-based system with a sensor that has almost fully independent failure modes, supports high precision and to reduce the need for multiple expensive lidar sensors, supports cost-efficiency, a major component of recall.

The in-house development of imaging radar is a key enabler of our goal of building a cost-effective fully autonomous driving-system.

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During 2024, these goals were validated through widespread testing of our B-sample hardware by a number of OEMs.

These radars differ from legacy radar and other imaging radar development as, backed by advanced processing algorithms, they can enable an independent “sensing state” with independent failure modes than the camera-based system which supports a quadratic improvement in mean-time-between failure.

These radars differ from legacy radar and other imaging radar development as they are backed by advanced processing algorithms and can enable an independent “sensing state” with independent failure modes unlike the camera-based system which supports a quadratic improvement in mean-time-between failure.

Our choice to focus on the evolution of the radar modality is also related to its cost structure which is significantly below lidar sensors.

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We have selected multiple manufacturers for this solution which is approaching start of production.

During 2025, a leading global automaker chose Mobileye Imaging Radar™ as a key component of its upcoming eyes-off, hands-off automated driving system in personal vehicles, following an extensive, years-long evaluation of Mobileye’s technology and competing systems.

Starting in 2028, this new customer for Mobileye plans to use the imaging radar to deliver SAE Level 3 automated driving at highway speeds, designed to provide exceptional detection of vehicles, people and objects in conditions such as fog or rain, and at long distances, that challenge existing sensors.

● Our Family of Purpose-Built EyeQ ™ SOCs .

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The EyeQ™ family design also enables a scalable Electronic Control Unit (“ECU”) architecture, thereby supporting a variety of ADAS and autonomous vehicle solution architectures that meet the functional safety requirements of our customers.

These solutions range from base, windshield mounted ECUs to multi-SoC central compute ECUs supported currently by EyeQ ™ 5 High and in the near future EyeQ ™ 6 High, which can be deployed in a scalable way to support a full suite of Premium ADAS and AV solutions.

Efficiency of our inference silicon design is a core enabler of the overall efficiency of our system, and is critical in applications like automotive which highly value packaging size and power consumption.

These solutions range from base, windshield mounted ECUs to multi-SoC central compute ECUs

supported currently by EyeQ™5 High and in the near future EyeQ™6 High, which can be deployed in a scalable way to support a full suite of Premium ADAS and AV solutions.

The efficiency of our inference silicon design is a core enabler of the overall efficiency of our system, and is critical in applications such as automotive application which highly value packaging size and power consumption.

Designing an efficient silicon architecture requires optimizing the competing factors of efficiency and flexibility.

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This new application programming interface supports our customers’ desire to create unique products from our technology while also accelerating time-to-market and reducing overall execution risk.

Importantly, this collaborative addition to our platform offer a mutually beneficial middle ground between open and closed systems which we believe is the optimal path forward.

Importantly, this collaborative addition to our platform offers a mutually beneficial middle ground between open and closed systems which we believe is the optimal path forward.

These five pillars form the core of our highly versatile and customizable platform, which we intend to deploy with progressively increasing functionality to continue to enhance our market-leading ADAS solutions and lead the evolution to autonomous driving solutions.

The Autonomous Vehicle Revolution

Autonomous driving is one of the most difficult technological challenges facing the world today.

Autonomous driving as a technological concept has been at the forefront of human imagination for decades.

Autonomous driving is one of the most difficult technological challenges facing the world today, but as a technological concept has remained at the forefront of human imagination for decades.

Since the early 2000s, a number of automotive and technology companies have invested heavily to try to make this a reality.

Mobileye is leading the evolution from ADAS to autonomous driving.

Mobileye’s vision for the last number of years is to chart a clear path from ADAS to scalable autonomous driving.

Vehicle autonomy can be viewed as a spectrum that uses the same technology building blocks to power the full span of driver assist functions, ranging from those available in hundreds of car models today, through full autonomy powering robotaxis and, eventually, personal autonomous vehicles.

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, a robotaxi , the system will perform a MRM when needed, including coming to a full stop, and can also contact a teleoperator for decision support, such as re-routing and rules decisions.

We believe that the path to full autonomy at scale will begin with increased proliferation of the middle category - eyes-on/hands-off premium driver assist - enabling hands-free highway driving, for example, and then will gradually extend to other types of roadways, such as rural, urban, and arterial roads.

This will allow continued technological development and public trust and familiarity to grow and pave the way toward full autonomy.

We see a parallel path developing with significant growth in the adoption of cost-efficient eyes-on/hands-off systems on specified road types across a variety of price segments.

On the other side of the spectrum, with the advent of commercial driverless services in 2024 and 2025 in the United States, we believe that the future state and growth of fully autonomous vehicles deployed in cities by fleet operators is no longer a question of technology, but rather of business model and scalability.

We believe that growth in eyes-on/hands-off systems and commercial driverless services will enhance public trust and familiarity with the technology to grow and eventually lead to more sophisticated self-driving systems for privately-owned vehicles.

Our ADAS solutions, which have been deployed in over 230 million vehicles, are important building blocks for these more advanced autonomous systems.

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Mobileye’s Cloud-Enhanced ADAS ™ leverages crowdsourced data from millions of REM™-equipped vehicles around the globe every day, providing high-level accuracy localization via continuously updated information about the driving scene.

Enhancing the existing single-camera system with crowdsourced data offers comprehensive in-path assist functionality that enables better performance and compliance even in complex or challenging circumstances.

Enhancing the existing single-camera system with crowd-sourced data offers comprehensive in-path assist functionality that enables better performance and compliance even in complex or challenging circumstances.

Relying on data from prior human driving activity to anticipate and adapt, our Cloud-Enhanced ADAS ™ solution provides a safer, smoother, and more natural driving experience – marking a software defined leap in ADAS performance with no need for additional hardware.

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Building on our ADAS expertise and the core of our single-camera Cloud-Enhanced ADAS™ system, we offer through our Mobileye Surround ADAS™ system the ability to meet expanded late-decade active safety requirements through the utilization, analysis, and processing of additional surround perception sensors.

Mobileye Surround ADAS ™ utilizes the SuperVision ™ software stack, including our RSS (defined below) policy model, and is powered by a Mobileye ECU with one EyeQ ™ 6 High SoC, which processes data from the customer’s third party sensor suite featuring up to six cameras and up to five radars.

Mobileye Surround ADAS™ utilizes the SuperVision™ software stack, including our RSS (defined below) policy model, and is powered by an ECU with one EyeQ™6 High SoC, which processes data from the customer’s third-party sensor suite featuring up to six cameras and up to five radars.

Such cameras generally consist of two long-range cameras in the front and rear, while leveraging data from four short-range surround vision cameras that are already equipped on many production vehicles today for parking visualization purposes.

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Mobileye SuperVision ™

Mobileye SuperVision ™ , our eyes-on/hands-off Premium Driver Assist offering, is our most advanced driver assist system on the market and the bridge to consumer autonomous vehicles.

Mobileye SuperVision™, our eyes-on/hands-off Premium Driver Assist offering, is our most advanced driver assist system on the market and is the bridge to consumer autonomous vehicles.

It is designed to handle standard driving functions across various road types, offering “hands-off” navigation capabilities under certain ODDs, while still requiring the driver to pay full attention and keep eyes on the road.

Derived from our autonomous vehicle research and development, Mobileye SuperVision™ leverages cloud-based enhancements such as REM™, a number of algorithmic and architectural redundancies, and our RSS policy model.

The system utilizes 360-degree surround sensing with 11 third-party cameras powered (plus optional radar) processes by a turnkey ECU with two EyeQ ™ 5 or, in the future, two EyeQ ™ 6 SoCs.

The system utilizes 360-degree surround sensing with 11 third-party cameras powered (plus optional radar) processes by a turnkey ECU with two EyeQ™5 or, starting with expected launches in 2027, two EyeQ™6 SoCs.

Furthermore, in addition to supervised point-to-point assisted driving, Mobileye SuperVision™ is capable of changing lanes, managing priorities, and turning in intersections as well as engaging in automated parking, preventative ( i.e.

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The first series production launch of this offering occurred in 2021 as Geely Group launched Mobileye SuperVision™ in its ZEEKR premium electric vehicle brand.

Through the end of 2024, over 300,000 SuperVision ™ systems were delivered to ZEEKR and other brands.

Through the end of 2025, over 350,000 SuperVision™ systems were delivered to ZEEKR, Polestar and other brands.

Mobileye Chauffeur ™ and Mobileye Drive ™

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We expect to deploy our Mobileye Drive™ eyes-off/hands-off self-driving system inside purpose-built vehicle platforms that are engineered to integrate our technology stack.

Announced supply-side vehicle development partners are Volkswagen Commercial Vehicles, Schaeffler, Verne and Holon.

Announced supply-side vehicle development partners are Volkswagen Commercial Vehicles and MOIA, Schaeffler, Verne and Holon.

We and our vehicle development partners will then market these vehicles and systems through business-to-business channels into a range of transportation network operators, with announced demand-side customers including Deutsche Bahn, Beep, Holo / Ruter, Lyft and others.

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In addition, we believe consumer-owned and operated AVs will fundamentally change how individuals utilize their vehicles.

Automation would allow the individual to be significantly more productive during their commute or other time spent in the car, given that the vehicle could operate eyes-off/hands-off in an increasingly wide ODD.

Automation will allow the individual to be significantly more productive during their commute or other time spent in the car, given that the vehicle could operate eyes-off/hands-off in an increasingly wide ODD.

Providing consumers with access to affordable autonomous vehicles can create significant value by decreasing time spent focused on the driving function and increasing safety.

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While robotaxi operators may be successful providing their services in limited geofenced areas, broad-based consumer AV adoption requires the ability to drive safely anywhere, and in diverse environments, rather than only in geofenced areas.

In 2024 alone, we collected 29.6 billion miles of road data from, based on our estimates 3 million REM ™ -enabled vehicles worldwide, and analyzed up to 62.4 million miles of road data per day, with the size of the REM ™ -enabled fleet increasing daily.

In 2025 alone, we collected 34.5 billion miles of road data from, based on our estimates, over 8 million REM™-enabled vehicles worldwide, and analyzed up to 94.5 million miles of road data per day, with the size of the REM™-enabled fleet increasing daily.

Since we deployed REM™ in 2018, we have harvested a total of 91.5 billion miles of road data.

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This cost level is acceptable for the monetization model of a driverless ride-hailing service, but is far too expensive for series-production passenger cars.

In order for autonomous driving consumer vehicles to scale in volume, we believe the cost of the self-driving system needs to be reduced significantly, such as to several thousands of dollars, an order of magnitude lower than the cost of market solutions to date.

In order for autonomous driving consumer vehicles to scale in volume, we believe the cost of self-driving systems needs to be reduced significantly, such as to several thousands of dollars, an order of magnitude lower than the cost of market solutions to date.

The ability to scale at low-cost, both from the on-board technology perspective and the cost of mapping, is critical to the mass adoption of AVs.

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Our coupled software and hardware architecture is highly differentiated from general purpose SoCs and software stacks that are not optimized for a specific use case.

Our approach results in low power consumption and lean compute, yet is able to support a very powerful range of solutions for the ADAS and AV markets.

approach results in low power consumption and lean compute, and yet, is able to support a very powerful range of solutions for the ADAS and AV markets.

The principle of efficiency permeates the overall solution design, including our Compound AI system architecture, which includes our True Redundancy™ approach, with multiple separate subsystems to increase robustness and simplify validation efforts, and RSS, which separates the perception system’s validation from the driving policy system, and allows for a compute-efficient driving policy.

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Our EyeQ™ architecture is highly scalable, powers our solutions, ranging from our base ADAS to highly advanced autonomous driving solutions, and is designed to support the increasingly computationally intensive demands of ADAS and autonomous driving solutions on the same architecture.

● Industry leading computer vision capabilities - ADAS solutions are responsible for saving lives and must meet very high-performance metrics with extreme levels of efficiency, and pass increasing oversight from regulatory bodies - “good enough” is simply not acceptable.

We are a technology leader for computer vision solutions for ADAS, and we have continuously enhanced our leadership position through our ability to meet the extreme performance, accuracy, and cost metrics of our OEM customers.

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In the future, we plan to create revenue streams from our OTA capabilities and REM™ maps through solution upgrades.

● Further enhance and drive adoption of our Premium Driver Assist solutions - Our Mobileye SuperVision ™ solution represents a comprehensive eyes-on/hands-off ADAS solution.

After the initial launch by the Geely Group’s premium electric vehicle brand, ZEEKR, we have successfully executed a series of software updates and also achieved a series of production program awards with Volkswagen Group that increased substantially the number of vehicle models in our future launch pipeline.

During 2024, we made significant progress towards additional design wins for SuperVision throughout our top OEM customers.

● Further enhance and drive adoption of our Premium Driver Assist solutions - Our Mobileye Surround ADAS™ and SuperVision™ solutions represent the next steps toward next-generation comprehensive eyes-on/hands-off ADAS solutions where incremental safety and the convenience of hands-off driving combine in a compelling package for drivers.

Our initial generation of SuperVision™ was based on the EyeQ™5 High system on chip and initially launched with the Geely Group’s premium electric vehicle brand, ZEEKR.

After the initial launch, we successfully executed a series of software updates and also achieved a series of production program awards with Volkswagen Group that substantially increased the number of vehicle models in our future launch pipeline.

During 2025, we made significant progress in the execution of the second generation of SuperVision™, based on EyeQ™6 High, targeting a number of upcoming vehicle launches with VW Group brands Porsche and Audi.

Our validated SuperVision™ technology can serve as the foundation to enable eyes-off/hands-off capabilities in a modular way.

In addition, our Mobileye SuperVision ™ configuration of sensors and compute can also be transformed into an effective “360 guardian,” helping the driver avoid accidents, as referenced in our Vision Zero publications.

We believe that Mobileye SuperVision™ has the potential to transform ADAS at its core, potentially leading to adoption driven by regulatory requirements and safety ratings of a Mobileye SuperVision™-like solution in its own category, similar to how safety-ratings and regulation have driven the adoption of base ADAS beginning in 2014.

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Mobileye Surround ADAS™ will provide OEMs with higher levels of autonomy than Cloud-Enhanced Driver Assist™, which we believe will expand the application and adoption of our products.

In addition to the safety features and eyes-on/hands-off capability, this product can also result in the consolidation of several functions, including automated parking and driver / occupant monitoring, onto a single ECU that results in a lower-cost solution for OEMs as compared to first-generation Level 2+ systems currently on the market.

As a result, we are seeing increasing traction to equip this type of system as standard-fit across wide-ranging vehicle price and model segments.

Our Premium Driver Assist offerings are expected to be available with DXP, which will enable OEM customers to deploy their own internally-developed software on our EyeQ™ SoCs while benefiting from our industry-leading technology platform.

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We plan to continue to develop our platform to offer our customers the ability to seamlessly address the additional capabilities and features that they demand by customizing their offerings on top of our solutions.

This collaborative addition to our platform offer a mutually beneficial middle ground between open and closed systems, which will allow OEMs to innovate on top of our platform, augmenting and differentiating their offerings, while benefiting from our cutting-edge, verified and validated core technologies such as computer vision, true redundancy perception, REM ™ mapping and driving policy.

This collaborative addition to our platform offers a mutually beneficial middle ground between open and closed systems, which will allow OEMs to innovate on top of our platform, augmenting and differentiating their offerings, while benefiting from our cutting-edge, verified and validated core technologies such as computer vision, true redundancy perception, REM™ mapping and driving policy.

● Capitalize on our active sensor technology - We intend to continue to develop and commercialize next-generation active sensors such as software-defined imaging radars, which leverage our AI capabilities.

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We supply certain OEMs with the EyeQ™ platform through our arrangements with automotive system integrators, known as Tier 1 automotive suppliers, which are direct suppliers to OEMs.

Our Tier 1 customers include Aptiv, Magna, Valeo, ZF, Imotion and others.

Mobility-as-a-Service

We expect to sell the Mobileye Drive ™ self-driving vehicles to a range of transportation network companies, public transit operators and vehicle OEMs which intend to operate a variety of services ( e.g.

Our Tier 1 customers include Aptiv, Magna, Valeo, ZF, Imotion, HL Klemov, Mobis and others.

Autonomous Mobility-as-a-Service

We, along with commercialization partners such as MOIA and Holon, expect to sell or deploy Mobileye Drive™-equipped self-driving vehicles to a range of transportation network companies, public transit operators, other mobility service companies and vehicle OEMs which intend to operate a variety of services ( e.g.

, consumer-facing AMaaS, transportation on demand, delivery).

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As a result of our relationship with Intel, we have access to certain technologies that support design and development of our software-defined radar, including Intel’s mmWave technologies.

Additionally, we intend to explore a collaboration with Intel on a technology platform to integrate our EyeQ ™ SoC with Intel’s market-leading central compute capability, with plans to utilize Intel Foundry Services’ advanced packaging capabilities.

This potential platform is intended to enable functions essential to safety, entertainment, and cloud connectivity.

Intel’s strength in government affairs and policy development around the world will continue to be of significant value to us as we collaborate with regulators who are preparing frameworks to enable commercial deployment of AVs.

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We have co-developed six generations of our automotive grade SoC, EyeQ™, with STMicroelectronics including EyeQ™5 and EyeQ™6.

We design the front-end and STMicroelectronics designs the back-end package and also includes testing, quality assurance, customer care, failure analysis and manufacturing standards.

We design the front-end and STMicroelectronics designs the back-end package.

These design processes also include testing, quality assurance, customer care, failure analysis and ensuring compliance with manufacturing standards.

All of our EyeQ™ integrated circuits are manufactured by or outsourced to a partner foundry by STMicroelectronics.

We have also established a relationship with Quanta Computer and other suppliers to develop and assemble our ECUs including our reference design for our Mobileye SuperVision ™ solution, which includes our EyeQ ™ 5 SoCs from STMicroelectronics.

We have also established a relationship with Quanta Computer, Taiwan Semiconductor Manufacturing Company (“TSMC”) and other suppliers to develop and assemble our ECUs including our reference design for our Mobileye SuperVision™ solution, which includes our EyeQ™5 and EyeQ™6 SoCs from STMicroelectronics.

Regulation and Ratings

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The Australian, Japanese, and Korean NCAPs’ have fully harmonized their policies with the Euro NCAP.

In 2025, Euro NCAP approved and announced significant updates to its protocols that will take effect in 2026, reflecting evolving expectations for ADAS performance and human-machine interface considerations.

We believe that this and such additional future evolution of standards will drive the need for additional sensors and compute which our Mobileye Surround ADAS™ solution is strategically positioned to support.

In the United States, ADAS regulation continues to make large strides.

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Department of Transportation to issue requirements and standards regarding vehicle safety technologies.

In addition, NHTSA has adopted a new FMVSS requiring automatic emergency braking systems on new light vehicles, and in early 2025 the U.S.

Department of Transportation temporarily delayed the effective date of a related final rule as part of a regulatory review process.

On the AV front, our RSS driving policy provides a cornerstone for global standardization efforts of the safety of assisted and automated driving, in particular IEEE 2846, a working group of approximately 30 organizations in the industry that we lead.

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Autonomous driving laws and regulations are expected to continue to evolve in numerous jurisdictions in the United States and foreign countries and may create restrictions on autonomous driving features that we develop.

In order for us to operate in international markets outside the United States, we must comply with relevant legal regulations regarding autonomous vehicles as well as technology export control, data security, cybersecurity and other related regulations that apply to global technology companies.

Trade Restrictions and Export Control

In order for us to operate in international markets, we must comply with relevant legal regulations regarding autonomous vehicles as well as technology export control, data security, cybersecurity and other related regulations that apply to global technology companies.

We have developed robust compliance processes and procedures related to these regulatory requirements and believe that we are in compliance with such requirements.

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Based on our existing customer base and the export classifications for our existing chip products, we do not believe that these U.S.

export controls will have a material impact on our sales of these products to our existing customers in China.

export controls will have a material impact on our sales of these products to our existing customers (including those in China), however this assessment remains subject to ongoing technical reassessment against evolving regulatory thresholds and may change for future generations of our chip products.

In 2023, BIS added to these restrictions and the U.S.

also worked with Japan and the Netherlands to align on additional restrictions on semiconductor manufacturing equipment.

In 2024, BIS further expanded export controls to limit the global distribution of high-performance integrated circuits by restricting sales through customer allocations and imposing per-country caps.

Further, on January 14, 2025, BIS announced the adoption of a final rule prohibiting certain transactions involving the sale or import of (i) connected vehicles integrating “Vehicle Connectivity System” hardware, and (ii) connected vehicles integrating “Automated Driving System” or “Vehicle Connectivity System” software, or those components sold separately, in each case with a sufficient nexus to the People’s Republic of China or Russia.

The software provisions of the final rule and the prohibition on sales of connected vehicles will take effect for model 2027 and the hardware-related prohibitions will take effect model year 2030, or January 1, 2029 for units without a model year.

We are developing compliance processes for these new rules and expect to be compliant when these restrictions are effective.

In January 2025, BIS announced additional controls on advanced computing chips and certain closed AI model weights.

These controls were withdrawn before taking effect, however future AI oversight regulations could materially affect our business operations.

On January 14, 2025, BIS announced the adoption of a final rule prohibiting certain transactions involving the sale or import of (i) connected vehicles integrating “Vehicle Connectivity System” hardware, and (ii) connected vehicles integrating “Automated Driving System” or “Vehicle Connectivity System” software, or those components sold separately, in each case with a sufficient nexus to the People’s Republic of China or Russia.

The software provisions of the final rule and the prohibition on sales of connected vehicles will take effect for model 2027 and the hardware-related prohibitions will take effect in model year 2030, or January 1, 2029 for units without a model year.

We have developed and implemented compliance processes for these new rules and expect to be compliant when these restrictions are effective.

In addition, recent regulatory actions by the United States and the Netherlands have impacted Nexperia, a global manufacturer of essential semiconductor components, by restricting access to certain technologies and limiting cross-border transfers of semiconductor products.

We have implemented supply chain redundancy strategies and diversified our Tier 2 semiconductor sourcing to address potential impacts to our business and operations and support long-term operational resilience.

Import and Export control regulations adopted by the United States and other jurisdictions are subject to change and interpretation, and it is possible that future regulatory actions by BIS impacting U.S.

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We collect, process, transmit, and store personal information in connection with the operation of our business and are subject to a variety of local, state, national and international laws, directives and regulations that apply to the collection, use, retention, protection, security, disclosure, transfer and other processing of personal data in the different jurisdictions in which we operate.

Data collected by the camera of our solutions during the development cycle of a project may include personal information such as license plate numbers of other vehicles, facial features of pedestrians, appearance of individuals, GPS data, and geolocation data in order to train the data analytics and AI technology equipped in our solutions for the purpose of identifying different objects and predicting potential issues that may arise during the operation of a motor vehicle.

We anticipate that our collection of such personal information may increase as a result of the introduction of our MaaS solutions, and our integration of Moovit, which may provide us with access to personal information of users.

Data collected by the camera and sensors of our solutions during the development cycle of a project may include personal information such as license plate numbers of other vehicles, facial features of pedestrians, appearance of individuals, GPS data, and geolocation data in order to train the data analytics and AI technology equipped in our solutions for the purpose of identifying different objects and predicting potential issues that may arise during the operation of a motor vehicle.

As we work to integrate in‑cabin sensing technologies, including camera‑based driver monitoring and occupant monitoring systems, we may collect sensitive personal information, such as biometric identifiers, gaze patterns, facial features, behavioral attributes, and, in some configurations, audio or physiological indicators.

This may increase the volume and sensitivity of data we process, and may subject us to heightened compliance obligations.

We anticipate that our collection of such personal information may increase with the growing introduction of our AMaaS and robotaxi solutions, and our integration of Moovit, which may provide us with access to personal information of users.

Our data-collection processes implement strict methodologies to comply with data protection and privacy laws, including the EU General Data Protection Regulation (the “GDPR”, the UK General Data Protection Regulation, and U.S.

federal and state laws, including the California Consumer Privacy Act of 2018 (the “CCPA”), as amended by the California Privacy Rights Act of 2020 (the “CPRA”).

In addition, the EU Artificial Intelligence Act (“EU AI Act”) entered into force in 2024 and is being applied in a phased manner through 2025 and 2026.

Certain AI systems used in the context of autonomous driving, mobility, and large-scale monitoring of public spaces may be classified as high-risk AI systems, triggering additional obligations related to data governance, transparency, human oversight, risk management, and post-market monitoring.

We leverage systems and applications that are spread over the countries in which we do business, requiring us to regularly move data across national borders.

As a result, we are subject to a variety of laws and regulations in the United States, China, the European Union, and other foreign jurisdictions as well as contractual obligations, regarding data privacy, protection, and security.

As a result, we are subject to a variety of laws and regulations in the United States, China, the European Union, Israel and other foreign jurisdictions as well as contractual obligations, regarding data privacy, protection, and security.

The scope and interpretation of the laws and regulations that are or may be applicable to us are often uncertain and may be conflicting, particularly with respect to foreign laws.

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, a version of the GDPR as implemented into UK law), exposing us to two parallel regimes with potentially divergent interpretations and enforcement actions for certain violations.

While the European Commission issued an adequacy decision in respect of the UK’s data protection framework, enabling data transfers from EU member states to the UK to continue without requiring organizations to put in place contractual or other measures in order to lawfully transfer personal data between the territories, that decision will sunset in June 2025 unless extended and it may be revoked in the future by the European Commission if the UK data protection regime is reformed in ways that deviate substantially from the GDPR.

While the European Commission issued an adequacy decision in respect of the UK’s data protection framework, enabling data transfers from EU member states to the UK to continue without requiring organizations to put in place contractual or other measures in order to lawfully transfer personal data between the territories, that EC adequacy decision was originally subject to a sunset clause set to expire on June 27, 2025, but was subsequently extended for an additional six‑year term with a new sunset date of December 27, 2031.

This adequacy decision may be revoked in the future by the European Commission if the UK data protection regime is reformed in ways that deviate substantially from the GDPR.

Other countries have enacted or are considering enacting similar cross-border data transfer rules or data localization requirements.

Additionally, U.S.

state governments have enacted new data protection and privacy laws and regulations since 2018, including California, Colorado, Connecticut, Delaware, Iowa, Texas, Utah and Virginia.

state governments continue to enact new data protection and privacy laws and regulations since 2018, including California, Colorado, Connecticut, Delaware, Iowa, Texas, Utah, Virginia and many others.

These new state laws and regulations may impact our business practices, including limiting our ability to use clips for internal development and validation purposes.

Federal and state laws and regulations are changing rapidly and there is discussion in Congress of a new federal data protection and privacy law to which we would become subject if it is enacted.

state laws impose heightened restrictions on the processing of sensitive personal data, including precise geolocation data and biometric identifiers, and provide consumers with opt-out rights from certain automated decision-making and profiling activities.

Federal and state laws and regulations are changing rapidly and new federal data protection and privacy laws remain under discussion, to which we would become subject if any such laws were enacted.

Compliance with these federal and state data protection and privacy laws and regulations, and other similar federal or state laws and regulations that may be enacted in the future, may require us to put in place additional mechanisms to comply with such laws and regulations which could cause us to incur substantial costs or require us to change our business practices, including our data processing practices, in a manner adverse to our business.

Moreover, any failure to comply with such federal and state laws and regulations could result in, among other things, regulatory or government investigations, monetary penalties or fines, litigation (including civil claims, such as representative actions and other class action-type litigation), and orders to cease, modify or change our business practices, including our data processing practices.

In China, the PRC Cyber Security Law became effective on June 1, 2017.

The Cyber Security Law reaffirms the basic principles and requirements specified in other existing laws and regulations on personal information protection, such as the requirements on the collection, use, processing, storage, and disclosure of personal information.

Specifically, it requires that network operators take technical measures and other necessary measures in accordance with applicable laws and regulations and the compulsory requirements of the national and industrial standards to safeguard the safe and stable operation of its networks, maintain the integrity, confidentiality, and availability of network data, take technical and other necessary measures to ensure the security of the personal information they have collected against unauthorized access, alteration, disclosure, or loss, and formulate contingency plans for network security incidents and remediation measures.

It also requires a subset of network operators that meet certain thresholds to be critical information infrastructure operators (“CIIO”) to store personal information and important data collected and generated during its operation within the territory of China locally on servers in China.

In China, the Cyber Security Law (as amended in 2026) reaffirms the basic principles and requirements specified in other existing laws and regulations on personal information protection, such as the requirements on the collection, use, processing, storage, and disclosure of personal information.

China has implemented additional comprehensive data protection and cybersecurity laws, including the PRC Data Security Law, the PRC Personal Information Protection Law (PIPL), the PRC Network Data Security Management Regulations (2025) and the Automotive Data Export Security Guidelines (2026), which significantly expand compliance obligations.

Under these laws and related regulations, organizations may be subject to enhanced requirements regarding lawful processing, data localization in certain circumstances, government security assessments or other approvals for specific processing activities or cross-border data transfers, and restrictions on transfers of personal information and certain automotive data outside of China, with broad enforcement authority and potentially significant penalties for non-compliance.

In Israel, we are subject to the Israeli Privacy Protection Law, 5741-1981 (the “PPL”), and the regulations promulgated thereunder, including the Israeli Privacy Protection Regulations (Data Security), 5777-2017, which impose detailed requirements regarding the processing, transfer, and safeguarding of personal data, and additional regulations governing exercising of privacy rights, cross-border data transfers, import of personal data from the EU and so forth.

Similar to the UK, the European Commission has issued an adequacy decision in respect of Israel’s privacy laws in 2011, enabling data transfers from EU member states to Israel without additional contractual burden, and currently, without expiry term.

The Israeli Privacy Protection Authority (the “PPA”), acting as the supervisory authority in respect of Israeli privacy laws, has from time to time issued guidance which serves as complementary compliance requirements on controllers and processors such as the Company.

On August 14, 2025, the most significant amendment to the PPL (“Amendment 13”) took effect, which significantly increased

the enforcement and investigative powers of the PPA, and as a result, significantly increased the potential for imposing administrative sanctions for violations of the PPL and its regulations, and in some cases, monetary sanctions.

In addition, Amendment 13 further increased civil liability as the statute of limitations was increased from two to seven years and new punitive damages without proof were added to protect privacy rights violations by controllers and processors.

Significant amendments to the PPL or its regulations may require updates to our data protection and security practices.

Failure to comply with the PPL and its regulatory framework could result in enforcement actions, litigation (including class actions), administrative orders, and monetary penalties.

Our Competition

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In the autonomous driving market, including AMaaS and consumer AV, we face competition from technology companies, internal development teams from the automakers themselves, sometimes in combination with investments in early-stage autonomous vehicle technology companies, Tier 1 automotive companies, as well as robotaxi providers.

AMaaS competitors include Cruise, Motional, Waymo, Yandex, and Zoox in the United States and Europe and Auto X, Baidu, Deeproute.ai, Didi Chuxing, Momenta, and WeRide in China.

AMaaS competitors include Cruise, Tesla, Motional, Waymo, NVIDIA, Yandex, and Zoox in the United States and Europe and Auto X, Baidu, Deeproute.ai, Didi Chuxing, Momenta, Pony.ai and WeRide in China.

Consumer AV competitors include Sony and Tesla, who are developing self-driving vehicles for consumers.

We also face competition from companies that offer “software-only” autonomous vehicle solutions, including StradVision, Autobrains and Wayve.

We also face competition from companies that offer “software-only” autonomous vehicle solutions, including StradVision, Autobrains, Wayve and Momenta.

Developing effective ADAS technology is technologically complex, requires the development of large validation datasets in order to train the required software algorithms effectively, requires a long-term commitment to validation and qualification with an OEM before series production can even begin, and requires significant financial resources.

In addition, our tightly coupled software and hardware solutions, which are based on highly advanced, road-tested, sensing and perception technologies from decades of leadership in artificial intelligence (“AI”), including computer vision, and powered by our mission critical software and purpose-built EyeQ ™ family of SoCs are extremely hard to replicate.

Moovit competes against urban mobility applications and MaaS solutions which provide transportation services and navigation data to consumers.

In addition, our tightly coupled software and hardware solutions, which are based on highly advanced, road-tested, sensing and perception technologies from decades of leadership in AI, including computer vision, and powered by our mission critical software and purpose-built EyeQ™ family of SoCs are extremely hard to replicate.

Competition in the humanoid and Physical AI robotics market is intense and rapidly evolving, with a growing number of well-capitalized companies developing general-purpose bipedal robots and related autonomy stacks for industrial and warehouse use.

We face competition from other humanoid robotics developers such as Tesla, Figure AI, Sanctuary AI, PAL Robotics, Agility Robotics and Boston Dynamics, as well as additional emerging players (including a number of Chinese robotics companies) seeking to commercialize similar capabilities.

Moovit competes against urban mobility applications and mobility-as-a-service (“MaaS”) solutions which provide transportation services and navigation data to consumers.

Moovit’s free and subscription-based application competition includes Alphabet, Apple, Citymapper, and Transit.

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● completeness of our technology platform including SoCs, sensing and perception technologies, sensor fusion architecture, high-precision mapping system, and supporting software and algorithms;

● ability to design and develop ADAS and autonomous driving solutions that meet our customers’ needs;

● ability to design and develop ADAS, autonomous driving and humanoid robotics solutions that meet our customers’ needs;

● automotive quality standards, compliance, and performance in all areas of ADAS and autonomous driving;

● ability to successfully integrate Mentee Robotics’s business and humanoid and Physical AI robotics technology with our existing platform;

● agile software validation and robust product release discipline;

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● intellectual property protection;

● attraction and retention of key talent, including in artificial intelligence and robotics;

● brand and reputation, including the ability to market new offerings.

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Our Employees

As of December 28, 2024, we had approximately 3,900 employees operating across eight countries, with approximately 85% of such employees involved in research and development and approximately 3,600 of such employees operating in Israel.

As of December 27, 2025, we had approximately 4,200 employees operating across seven countries, with approximately 85% of such employees involved in research and development and approximately 3,900 of such employees operating in Israel.

As of February 3, 2026, following a workforce reduction and the acquisition of Mentee Robotics, we had approximately 4,130 employees.

None of our employees is represented by a labor union with respect to his, her or their employment.

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Prior to the Mobileye IPO, Intel beneficially owned 100% of our outstanding shares of common stock and we operated as Intel’s wholly owned subsidiary.

As of December 28, 2024, Intel beneficially owns all of the outstanding shares of our Class B common stock, representing approximately 87.7% of our outstanding common stock and 98.6% of the voting power of our common stock.

As of December 27, 2025, Intel beneficially owns 50,000,000 shares of our Class A common stock and all of the outstanding shares of our Class B common stock, representing approximately 79.5% of our outstanding common stock and 97.3% of the voting power of our common stock.

Due to the issuance of shares of Class A common stock in connection with the acquisition of Mentee Robotics, Intel beneficially owns approximately 77.0% of our outstanding common stock and 96.9% of the voting power of our outstanding common stock as of February 3, 2026.

As a result, Intel is able to control all matters submitted to our stockholders for approval, including the election of our directors and the approval of significant corporate transactions.

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so long as Intel beneficially owns at least 20% of our common stock, we will sell Intel our commercially available products, including EyeQ™ SoCs, for internal use, but not for resale on a standalone or bundled basis;

we and Intel agree to hold the other in most favored status with respect to products purchased or sold for internal use, meaning that the product prices, terms, warranties and benefits provided between us and Intel shall be comparable to or better than the equivalent terms being offered by the party providing the products to any single, present customer of such party;

we have granted Intel a continuing right to purchase from us shares of Class A common stock or Class B common stock as is necessary for Intel to maintain an aggregate ownership interest of our common stock representing at least 80.1% of our common stock outstanding;

customer of such party;

we granted Intel a continuing right to purchase from us shares of Class A common stock or Class B common stock as is necessary for Intel to maintain an aggregate ownership interest of our common stock representing at least 80.1% of our common stock outstanding, provided, however, that this right terminated pursuant to the Master Transaction Agreement upon Intel’s beneficial ownership of our common stock falling below 80%;

we and Intel have cross-indemnities that generally place the financial responsibility on us and our subsidiaries for all liabilities associated with the current and historical Mobileye business and operations, and generally will place on Intel the financial responsibility for liabilities associated with all of Intel’s other current and historical businesses and operations, in each case regardless of the time those liabilities arise, and certain other indemnities;

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and Intel will use commercially reasonable efforts to provide three months’ advance notice to our board of directors in the event that Intel intends to pursue a transaction (even if no such transaction is imminent or probable at such time) which is reasonably expected to cause Intel’s ownership in us to fall below 50% of our total issued and outstanding shares of common stock.

In connection with the Mobileye IPO, we entered into a LiDAR Product Collaboration Agreement with Intel and a Technology and Services Agreement with Intel pursuant to which Intel granted us a limited license to sensitive core technology relating to lidar and radar, respectively.

Pursuant to the LiDAR Product Collaboration Agreement, the license was limited to a particular lidar sensor system for ADAS and AV systems in automobiles and to certain types of customers (Tier 1s, OEMs and MaaS), and we were not licensed to manufacture products based on Intel technology with anyone other than Intel.

On September 9, 2024, we announced the cessation of further internal development of FMCW lidar and the wind down of our Lidar R&D Unit.

In connection with our decision, Mobileye and Intel terminated the LiDAR Product Collaboration Agreement as of October 2, 2024.

In connection with the Mobileye IPO, we entered into a Technology and Services Agreement with Intel pursuant to which Intel granted us a limited license to sensitive core technology relating to radar.

Pursuant to the Technology and Services Agreement, the license is limited to the development of a specific type of radar for specific applications, and any radar products that do not fall under the scope of the agreement will require a separate license from Intel, at Intel’s discretion.

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Several of our directors also serve as officers, directors and/or other positions at Intel.

Yeboah-Amankwah, the Chair of our Board of Directors, is a Senior Vice President and the Chief Strategy Officer of Intel.

Schell, our director, is an Executive Vice President and the Chief Commercial Officer of Intel.

Pambianchi, our director, is an Executive Vice President and the Chief People Officer of Intel.

Bombach, our director, is a Corporate Vice President, Assistant Secretary and Head of Corporate Legal at Intel.

Yeary, our director, is the Interim Executive Chair and a director of Intel.

Zinsner, a member of our Board of Directors, is the Chief Financial Officer of Intel.

Chandrasekaran, a member of our Board of Directors, is an Executive Vice President, Chief Technology and Operations Officer, and General Manager of the Intel Foundry organization at Intel.

Bombach, a member of our Board of Directors, is a Corporate Vice President, Assistant Secretary and Head of Corporate Legal at Intel.

Yeary, a member of our Board of Directors, is the Independent Chair and a director of Intel.

Yeboah-Amankwah, the Chair of our Board of Directors, is no longer affiliated with Intel, but prior to June 2025, he was a Senior Vice President and the Chief Strategy Officer of Intel.

See the information under the heading “Item 13.

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Chief Financial Officer

Executive Vice President, EPG Software

Shai Shalev-Shwartz

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Nimrod Nehushtan

Executive Vice President Business Development & Strategy, Co-Manager REM

Executive Vice President Business Development & Strategy

Executive Vice President, EPG Software

Amnon Shashua is our co-founder and has been serving as our Chief Executive Officer and President since 2017 and as our director since our founding in 1999.

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In addition to Mobileye, Professor Shashua has founded a number of startups in the fields of computer vision and machine learning, including CogniTens, which develops comprehensive dimensional measurement systems, which he founded in 1995 and has since been acquired, OrCam, which harnesses computer vision and AI to assist the visually and hearing impaired, which he co-founded in 2010 and serves as its Co-Chairman, and AI21 Labs, which works to use AI to understand and create natural language, which he co-founded in 2017 and serves as its Chairman.

In 2019, Professor Shashua founded One Zero Digital Bank, a digital bank in Israel.

In December 2021, Professor Shashua co-founded Mentee Robotics, which aims to build humanoid robots and has since been serving as its Chairman.

Professor Shashua holds the Sachs Chair in Computer Science at the Hebrew University of Jerusalem, where he teaches and supervises graduate students.

In 2019, Prof.

Shashua founded One Zero Digital Bank, a digital bank in Israel.

In December 2021, Prof.

Shashua co-founded Mentee Robotics, which Mobileye acquired on February 3, 2026 and aims to build humanoid robots.

In 2024, Prof.

Shashua co-founded AA-I Technologies where he now serves as a director and CEO, which works to develop super intelligence AI tools for scientific and research applications.

Shashua holds the Sachs Chair in Computer Science at the Hebrew University of Jerusalem, where he teaches and supervises graduate students.

He has published 162 papers in the field of machine learning and computational vision and holds over 94 patents.

Professor Shashua has been awarded prestigious prizes for his contributions to science and technology and is also the 2020 Dan David laureate in the field of AI awarded for his ground-breaking work in the field.

Shashua has been awarded prestigious prizes for his contributions to science and technology and is also the 2020 Dan David laureate in the field of AI, awarded for his ground-breaking work in the field.

In 2019, he was recognized as the Electronic Imaging Scientist of the Year by the Society for Imaging Science and Technology.

Professor Shashua and his team were also finalists in the European Inventor Awards of 2019, awarded by the European Patent Office.

In July 2022, Professor Shashua received the Mobility Innovator Award from the Automotive Hall of Fame.

In March 2023, Professor Shashua received the Israel Prize for Lifetime Achievement from the Israel Ministry of Education.

Shashua and his team were also finalists in the European Inventor Awards of 2019, awarded by the European Patent Office.

In July 2022, Prof.

Shashua received the Mobility Innovator Award from the Automotive Hall of Fame.

In March 2023, Prof.

Shashua received the Israel Prize for Lifetime Achievement from the Israel Ministry of Education.

Moran Shemesh Rojansky has been serving as our Chief Financial Officer since 2023.

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in accounting and law from Tel Aviv University in Israel and is a licensed certified public accountant.

Boaz Ouriel has been serving as our Executive Vice President, EPG Software since 2023.

From December 2017 to April 2022, following our acquisition by Intel, Mr.

Ouriel was an Intel employee assigned to work for Mobileye.

Ouriel joined Mobileye as an employee in April 2022 as Senior Director Software Development Manager.

Ouriel has over 20 years’ experience at Intel and Mobileye leading the development of middleware and low-level software, with a focus on performance optimization and a specialty in building robust compilers and unique compute-oriented programmable accelerators.

Ouriel received a BSc in applied mathematics and computer science from the Technion, where he graduated with honors, and an executive MBA from the Recanati Graduate School of Business Administration.

He is an OpenCL veteran, contributing to the definition of the OpenCL standard, is the former editor of the SPIR-V 1.0 specification, and the recipient of numerous patents and awards in his field.

Shai Shalev-Shwartz has been serving as our Chief Technology Officer since 2018.

From 2017 to 2022, following our acquisition by Intel, Professor Shalev-Shwartz served as a Senior Fellow of Intel.

Professor Shalev-Shwartz is well known for his research in machine learning and was listed as one of the 100 most influential researchers worldwide in 2016 by AMiner.

Professor Shalev-Shwartz is also a professor at the Rachel and Selim Benin School of Computer Science and Engineering at the Hebrew University of Jerusalem.

Shalev-Shwartz is well known for his research in machine learning and was listed as one of the 100 most influential researchers worldwide in 2016 by AMiner.

Shalev-Shwartz currently serves as a director of AI21 Labs.

In December 2021, he co-founded Mentee Robotics, which Mobileye acquired on February 3, 2026 and is a co-founder, CTO and director of AA-I Technologies.

Shalev-Shwartz is also a professor at the Rachel and Selim Benin School of Computer Science and Engineering at the Hebrew University of Jerusalem.

In 2014, he co-authored a book used by major universities on theoretical machine learning:

“Understanding Machine Learning From Theory to Algorithms.” Before joining Hebrew University and Mobileye, Mr.

“Understanding Machine Learning From Theory to Algorithms.” Before joining Hebrew University and Mobileye, Prof.

Shalev-Shwartz was a research assistant professor at Toyota Technological Institute in Chicago, and also worked in research at both Google (Nasdaq:

GOOG) and IBM (NYSE:

Professor Shalev-Shwartz has written more than 100 research papers, focusing on machine learning, online prediction, optimization techniques and practical algorithms.

Shalev-Shwartz has written more than 100 research papers, focusing on machine learning, online prediction, optimization techniques and practical algorithms.

In 2020, he was awarded the prestigious Michael Bruno Award for his research and his contribution to computer science and engineering.

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from the Hebrew University of Jerusalem.

Nimrod Nehushtan has been serving as our Executive Vice President of Business Development & Strategy and Co-Manager of REM since 2023.

Nimrod Nehushtan has been serving as our Executive Vice President of Business Development & Strategy.

Prior to his current position, Mr.

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in mechanical engineering from Tel Aviv University.

Boaz Ouriel has been serving as our Executive Vice President, EPG Software since 2023.

From December 2017 to April 2022, following our acquisition by Intel, Mr.

Ouriel was an Intel employee assigned to work for Mobileye.

Ouriel joined Mobileye as an employee in April 2022 as Senior Director Software Development Manager.

Ouriel received a BSc in applied mathematics and computer science from the Technion, where he graduated with honors, and an executive MBA from the Recanati Graduate School of Business Administration.

He is an OpenCL veteran, contributing to the definition of the OpenCL standard, is the former editor of the SPIR-V 1.0 specification, and the recipient of numerous patents and awards in his field.

Compared sentence by sentence after normalising whitespace, quotation marks, case and digits, so re-formatting and restated figures do not read as changed language. Wording changes appear as one removal and one addition. The current filing and the prior one are authoritative.

What changed 10-K

Item 1. Business