[CMI] Cummins: Q3 2026 Earnings Preview as Data Center Gensets Sell Out

Cummins builds diesel and natural gas engines, aftertreatment and other components, and generator sets for truck, bus, pickup, construction, mining, marine and power generation customers, and it sells parts and service through a distribution network spanning about 190 countries and territories[1]. According to the Drillr earnings calendar, Cummins will report results for the Third quarter of 2026 (three months ended September 30, 2026) on 2026-11-05, which makes this Cummins Q3 2026 earnings preview a test of whether data center power can keep carrying the company[2]. In the latest disclosed period, the second quarter of 2026, revenue was $9.457 billion, up 9% year over year, net income attributable to Cummins was $932 million and diluted earnings per share were $6.73[3]; EBITDA was $1.653 billion, or 17.5% of sales, below 18.4% a year earlier[4]. The quarter was clearly split: Power Systems revenue rose 19% and its EBITDA margin climbed to 24.5%, while the Engine and Components segments saw margins fall to 12.5% and 13.2%[5]. On August 4, management raised full-year 2026 revenue growth guidance to 10%-13%, guided to a full-year EBITDA margin of 18%-18.5%, and said operating performance would improve in the second half[4]. As of October 29, the Drillr consensus from 10 analysts put third-quarter revenue at $9.870 billion and EBITDA at $1.983 billion, while 8 analysts put earnings per share at $8.21[6].

Three things matter most in this report. First, can Power Systems keep growing revenue at a double-digit rate and hold its EBITDA margin in the 23%-25% range while large genset capacity is already fully booked, given that it contributed $1.129 billion of the $3.061 billion in segment EBITDA in the first half of 2026[7][5]. Second, can Engine revenue accelerate clearly on the North American truck recovery and pre-buying ahead of the EPA 2027 emissions rule, and lift the margin back above 12.5%, after the segment's first-half margin fell from 15.1% to 11.6%[5]. Third, can the Components margin return above 13.5% as revenue accelerates, and will the quarterly filing still cite product coverage costs as a drag, because that decides whether the margin decline is a temporary volume problem or a lasting cost problem[5][4].

Company Background and Business Structure

Cummins is a power systems company with more than a century of history that started in engines and expanded into components, distribution and power generation; it has operated since 1919 and today serves customers through about 640 wholly owned, joint venture and independent distributor locations and more than 13,000 certified dealer locations[1]. It runs five reportable segments: Engine makes 48-715 horsepower engines for heavy-duty and medium-duty trucks, buses, light-duty vehicles and off-highway equipment; Components makes aftertreatment, turbochargers, fuel systems, controls, automated transmissions, axles and brakes; Distribution is the company-owned distribution network; Power Systems makes high-horsepower engines and standby and prime generator sets from 2 kilowatts to 3.5 megawatts for data center, health care, commercial, industrial and rental customers; and Accelera develops zero-emission technologies such as batteries, electric powertrains and fuel cells[1].

Customer concentration at Cummins is relatively high: its largest customer, PACCAR, accounted for 13% of consolidated net sales in 2025, and the two companies have worked together for 81 years[1]. PACCAR, Traton, Daimler and Stellantis together accounted for 31% of 2025 consolidated net sales, down from 36% in 2024; Cummins has long-term supply agreements with these truck makers, but the agreements specify which engine or aftertreatment system goes into particular vehicle models rather than a purchase volume[1]. Sales outside the U.S. and Canada were 40% of consolidated net sales in 2025[8], and in China and India the company participates largely through joint ventures, whose earnings are recorded under the equity method[4][3].

Intersegment transactions are large, so the sum of segment sales is well above group revenue. In 2025 the five segments generated $41.352 billion of sales, and after $7.682 billion of intersegment eliminations group revenue was $33.670 billion; Distribution contributed $12.405 billion, or 30% of the segment total, and Power Systems contributed $7.463 billion, or 18%[8]. A significant share of the engines and gensets built by Engine and Power Systems reaches end customers through Distribution; in the second quarter of 2026, for example, $1.038 billion of Power Systems' $2.255 billion in sales were intersegment sales[5].

Financial History and Current Position

Annual revenue at Cummins dipped slightly in 2025, but growth in power generation offset most of the truck downturn. Group revenue was $33.670 billion in 2025, down 1% from $34.102 billion in 2024, because of weaker North American heavy-duty and medium-duty truck demand and the March 2024 divestiture of Atmus, partly offset by 16% growth in Power Systems and 9% growth in Distribution[8]. EBITDA was $5.385 billion in 2025, while the 2024 figure of $6.326 billion included a $1.3 billion gain on the Atmus divestiture; Accelera recorded $458 million of related charges in 2025[8][9].

Cash flow in 2025 was much stronger than in 2024, and the company used the cash mainly for capital expenditures and dividends. Operating cash flow was $3.621 billion in 2025 versus $1.487 billion in 2024; capital expenditures were $1.2 billion in each year from 2023 through 2025, dividends to common shareholders were $1.055 billion in 2025, and the company repurchased no stock during the year[10]. Cash and marketable securities totaled $3.609 billion at the end of 2025[10], while loans payable, commercial paper, current maturities of long-term debt and long-term debt added up to about $7.552 billion[11].

Revenue returned to growth in the first half of 2026 and operating cash flow improved sharply, but profit was still affected by a one-time charge. First-half revenue was $17.855 billion, up 6%; second-quarter revenue was $9.457 billion, up 9%, with net income attributable to Cummins of $932 million[3]. First-quarter EBITDA was $1.290 billion, including a $199 million net charge from selling the low pressure fuel cell business[7], and together with second-quarter EBITDA of $1.653 billion, first-half EBITDA totaled $2.943 billion[3]. First-half operating cash flow was $1.808 billion versus $782 million a year earlier, and the company repurchased $468 million of stock; at June 30, 2026, the debt-to-capital ratio was 35.6%, cash and marketable securities were about $3.9 billion, and in July the board raised the quarterly dividend from $2.00 to $2.20 per share[11].

Operating Model

Cummins revenue can be split into three lines, truck supply, aftermarket and power generation, each with different drivers and lags. On-highway revenue is roughly truck maker production multiplied by Cummins' supply share and by engine and component content per vehicle, and because the long-term agreements set no volumes, this revenue moves directly with North American heavy-duty and medium-duty build rates and is affected by pre-buying before the EPA 2027 rule takes effect[1]. Aftermarket parts and service revenue grows with the installed fleet and genset usage and is less cyclical; management guided 2026 aftermarket growth at 3%-8%[4]. Power generation revenue equals orders from data center and other customers multiplied by deliverable capacity, and management said large gensets will run at full capacity in 2026, so the range of power generation growth depends on how many smaller gensets the company can still sell[4].

Profit at Cummins is mainly set by the contest among volume, pricing and costs, and margins differ widely by segment. EBITDA is roughly revenue times gross margin, less selling, administrative and research expenses, plus joint venture and royalty income; in the second quarter of 2026 the gross margin fell 0.3 points year over year because of higher compensation, the net effect of tariff costs and recoveries was immaterial, and the base warranty provision was about 1.9% of sales[3]. In the same quarter Power Systems posted a 24.5% EBITDA margin, Distribution 13.6%, Components 13.2% and Engine 12.5%[4], while Accelera lost $69 million[5]. Management has also noted that new platforms launch with higher warranty accrual rates that only improve over time[12].

Operating cash flow at Cummins is roughly net income plus depreciation and amortization, adjusted for changes in working capital such as inventories, receivables and payables. Working capital consumed $377 million in the first half of 2026 versus $1.347 billion a year earlier, which was the main reason operating cash flow more than doubled; first-half capital expenditures were $438 million, and the full-year plan is $1.35 billion to $1.45 billion, with about 60% directed to North America[11]. In the second quarter the company returned $501 million to shareholders, including $225 million of buybacks and $276 million of dividends[4].

Industry and Competitive Position

In truck engines, Cummins' main competitive pressure comes from truck makers that build their own engines. Daimler, PACCAR, Traton, Volvo and other truck makers produce their own engines, so Cummins must keep offering competitive products to win and keep their business, while in other regions local manufacturers such as Weichai, Yuchai and Deutz generally dominate[1]. In China much of the business runs through joint ventures, and second-quarter China revenue including joint ventures was $2.3 billion, up 30%, with power generation sales up 88%[4].

In data center power, Cummins' advantage is its ability to provide product, installation and global service together, but the public data are not sufficient for a precise share comparison. Management said orders for new 95-liter gensets are booked out to the second half of 2028, that the company signed a multi-year agreement with a global hyperscaler giving it multi-gigawatt visibility into backup power demand, and that it is developing a 130-liter natural gas genset to enter the data center prime power market[4]. Cummins does not disclose its North American heavy-duty share, the value of its power generation orders or its capacity, so its relative capacity and share against other high-horsepower genset suppliers can only be inferred from later shipments and revenue.

Core Debates

With large gensets sold out, how fast can data center orders still turn into Cummins revenue and profit?

Power Systems has become the fastest-growing source of profit at Cummins, and its shipment pace directly decides whether full-year guidance is met. In 2025 the segment earned $1.694 billion of EBITDA, already above Engine's $1.382 billion and close to Components' $1.398 billion[8]. In the first half of 2026 Power Systems revenue was $4.211 billion, up 19%, and EBITDA was $1.129 billion, a 26.8% margin compared with 23.1% a year earlier[5].

Data center demand is lifting power generation revenue in both Power Systems and Distribution. Second-quarter Power Systems revenue reached a record $2.255 billion, up 19%, including power generation revenue of $1.536 billion, up 27% from $1.205 billion, and the segment EBITDA margin rose from 22.8% to 24.5%; Distribution's power generation revenue was $1.378 billion, up 15%[5]. The transmission runs from hyperscaler and data center developer build-outs to standby and prime genset orders, which ship gradually under the large-genset capacity limit and are supplemented by smaller units, and then a high-margin mix and operating leverage lift segment EBITDA[4]. To expand capacity, the company spent $438 million on capital expenditures in the first half, up from $393 million a year earlier[11].

What remains unresolved is how much of the first-half margin can carry into the second half. Management adjusted the Power Systems full-year EBITDA margin guidance from a 25.5% midpoint to 25%-25.75% to reflect new product development spending and kept full-year revenue growth guidance at 14%-19%[4]; applied to 2025 segment revenue of $7.463 billion, the low end implies second-half revenue of about $4.297 billion, only about 9.5% above the prior-year period[8][5]. The alternative explanation is that the 29.5% first-quarter margin included a one-time cost recovery, China demand was weighted to the first half and the fourth quarter has fewer production days, so a second-half margin decline could reflect seasonal and one-time factors rather than weaker demand[12].

Third-quarter results can test the balance between capacity expansion and orders. The points to watch are whether Power Systems revenue growth stays at or above 10%, whether power generation keeps growing around 20%, whether the EBITDA margin holds within 23%-25%, and what management says about when new capacity comes online and about 2027 power generation guidance. If revenue growth falls below 10% and management blames capacity, expansion is lagging orders; if the margin falls below 23%, research spending or costs are absorbing the pricing gains.

Can the North American truck recovery and the EPA 2027 pre-buy pull Engine margins back into the guided range?

Engine is Cummins' most traditional business and the main reason group EBITDA fell year over year in the first half. In 2025 the Engine segment had revenue of $10.875 billion and EBITDA of $1.382 billion[8]; in the first half of 2026 its margin fell from 15.1% to 11.6% and segment EBITDA fell by $193 million[5], while group EBITDA totaled $2.943 billion, down about 3% from roughly $3.047 billion a year earlier[7][3]. Management guided full-year Engine revenue growth at 9%-14% with a 12.5%-13.25% margin[4], and given first-half revenue of $5.756 billion, the low end requires second-half revenue growth of about 17%[8][5].

North American truck demand has recovered from the 2025 trough, and Cummins is shipping better than the industry. In 2025 Cummins' North American heavy-duty engine shipments fell 27% and medium-duty shipments fell 31%[8]; in the second quarter of 2026 North American heavy-duty industry production fell 4%, but Cummins' heavy-duty unit sales rose 2% and medium-duty unit sales rose 19%[4]. On the filing basis, second-quarter heavy-duty external sales were $739 million, up 2%, medium-duty truck and bus external sales were $772 million, up 14%, North American medium-duty shipments rose 15%, and total segment revenue was $3.084 billion, up 6%, but research expenses rose 20% to $181 million, compensation and freight also climbed, and the segment margin fell from 13.8% to 12.5%[5]. The transmission runs from recovering freight and truck build rates plus pre-buying ahead of the new rule, to PACCAR, Traton and Daimler buying X15 and X10 engines, and then to volume leverage offsetting higher research and compensation costs.

The pace of the transition after regulatory clarity determines how much of this recovery is durable. Management raised its 2026 North American heavy-duty production forecast to 240,000-250,000 units and medium-duty to 130,000-140,000 units, and said pre-buying increased modestly after the rule was clarified; the company plans limited production of 2027 model year X15 and X10 engines starting in January 2027, full production of the X10 in the third quarter of 2027 and the X15 in the fourth quarter, and a next-generation B platform launch in January 2028, a phased transition that makes the change in 2027 demand far less abrupt[4]. Management also said the new platforms should still earn appropriate pricing, non-conformance penalties during the transition will be passed through to the market, and research spending will stay elevated longer[4], while the U.S. regulatory environment could still affect future product launches[13]. The alternative explanation is that the second-half acceleration mainly reflects a one-time pre-buy, that Engine margins come under pressure again when 2027 demand falls, and that higher early warranty accruals on new platforms add warranty pressure on top of research costs[12].

The third quarter needs to show whether Engine revenue is genuinely accelerating. The specific points are whether segment revenue growth approaches 17%, whether heavy-duty external sales turn to double-digit growth, whether the margin returns above 12.5%, and what management says about 2027 North American truck demand and new platform pricing. If the North American heavy-duty forecast is cut below 240,000 units or the margin stays below 12%, the recovery and pre-buy are not enough to offset new platform costs.

Is the Components margin decline a temporary volume shortfall, or a lasting rise in warranty and compensation costs?

Components is Cummins' third-largest profit source, and its margin path affects whether the group's 18%-18.5% full-year EBITDA margin guidance is met. Components earned $1.398 billion of EBITDA in 2025[8]; in the first half of 2026 segment EBITDA was $718 million, down $61 million, and the margin fell from 14.5% to 13.2%[5]. Management raised full-year revenue growth guidance to 8%-13%, kept the low end of margin guidance at 13.5% and cut the high end from 14.5% to 14.25%[4]; given first-half revenue of $5.421 billion, the low end requires second-half revenue growth of about 16%[8][5].

Components revenue started growing in the second quarter, but profit did not keep up. Segment revenue was $2.891 billion, up 7%, with emission solutions at $988 million, up 10%, and components and software at $657 million, up 12%, mainly from China and North America, while drivetrain and braking systems revenue was $1.122 billion, up only 2%[5]. Segment EBITDA was $381 million, $16 million lower than a year earlier, and the margin fell from 14.7% to 13.2%; the filing attributed this to product coverage costs and higher compensation, partly offset by pricing[5]. The transmission runs from the North American truck recovery, pre-buying and emission upgrades in China and Latin America to higher shipments, with volume leverage and pricing then working against product coverage and compensation costs.

The real disagreement is whether cost pressure fades as volume recovers. Management attributed the cut in Distribution margin guidance to incentive compensation tied to record results and said margins should improve next year when incentive plans reset[4], which supports the view that compensation pressure is temporary. But Distribution also cited higher product coverage costs in the second quarter[5], and the alternative explanation is that product coverage costs are linked to new emission platforms and quality issues, will persist around the 2027 transition, and may not be repaired by higher volume.

The third quarter needs to show revenue acceleration and margin repair at the same time. The points to watch are whether Components revenue growth approaches 16%, whether drivetrain and braking turns to double-digit growth, whether the margin returns above 13.5%, and whether the filing still cites product coverage costs as a drag. If revenue accelerates but the margin stays below 13.5%, or product coverage costs are again named as a main cause, the cost pressure is structural.

Risks and Falsifiers

Continued losses and asset disposals at Accelera are the first risk, and they directly reduce group EBITDA. Accelera lost $896 million at the EBITDA line in 2025, including $458 million of disposal-related charges, after the company decided to stop new electrolyzer business as that market deteriorated[8][9]. On March 31, 2026 the company sold its low pressure fuel cell business with a net payment of $175 million and a $199 million net charge[7]; the segment lost $69 million in the second quarter[5], and management guided to a full-year net loss of $260 million to $290 million[4]. If the third-quarter Accelera loss stays within roughly $70 million a quarter with no new impairment or disposal charge, this risk has not grown.

Changes in U.S. trade and emissions policy could affect the North American supply chain and the value of compliance credits. On July 1, 2026 the U.S. declined to extend the USMCA and the outcome of negotiations is unclear; the EPA has repealed greenhouse gas emission standards for on-highway vehicles and engines effective April 20, 2026, and if a later NHTSA rule removes the use of credits, the company's $89 million of greenhouse gas compliance credits could require a non-cash charge up to that amount[13]. About 60% of 2026 capital expenditures is directed to North America[11], and the North American supply chain spans the U.S., Mexico and Canada. If the three countries reach a continuing arrangement and NHTSA does not eliminate the use of credits, this risk is removed.

Large-genset capacity growing more slowly than orders is the most direct risk for Power Systems. Power Systems had 2025 revenue of $7.463 billion and EBITDA of $1.694 billion[8], and the low end of full-year guidance corresponds to second-half revenue of about $4.297 billion[5][4]; if deliveries fall short, data center demand cannot turn into revenue in time, and customers could turn to other high-horsepower genset suppliers such as Caterpillar, Rolls-Royce (MTU) or Generac. If third-quarter Power Systems revenue growth is at least 15% and new capacity is reported on schedule, capacity constraints are not holding back deliveries.

A pre-buy that pulls forward 2027 demand is the main transition risk for Engine. Engine had 2025 revenue of $10.875 billion[8], and PACCAR, Traton, Daimler and Stellantis together accounted for 31% of group revenue in 2025[1]; if North American truck production falls after the transition while new platforms carry higher early warranty accruals[12], revenue and margin would be squeezed at the same time. If the 2027 North American heavy-duty forecast is flat or higher than 2026 and new platform warranty accrual rates are no higher than past launches, this risk is falsified.

Rising product coverage costs would erode margins in both Components and Distribution. Components second-quarter EBITDA fell $16 million year over year, mainly because of product coverage costs and higher compensation[5], and Distribution's full-year margin guidance was lowered from a 14.25% midpoint to 13.5%-14.25%[4]. If the third-quarter filing no longer cites product coverage costs as a reason for lower Components or Distribution margins, this risk weakens materially.

What to Watch Next

• Data center power: Power Systems grew revenue 19%, power generation 27% and posted a 24.5% margin in the second quarter[5]. Revenue growth of at least 10% with a margin of 23% or more would confirm the current view; growth below 10% blamed on capacity, or a margin below 23%, would falsify it.
• Distribution power generation: second-quarter revenue was $1.378 billion, up 15%[5]. Continued double-digit growth would confirm that North American data center demand is holding.
• North American trucks and EPA 2027: Engine revenue rose 6% with a 12.5% margin in the second quarter, and the heavy-duty forecast is 240,000-250,000 units[5][4]. Revenue growth near 17% and a margin back above 12.5% would confirm; a heavy-duty forecast below 240,000 units or a margin below 12% would falsify.
• Components costs: second-quarter revenue rose 7% with a 13.2% margin[5]. A margin back above 13.5% would confirm; faster revenue with a margin still below 13.5% would falsify.
• Cross-cutting risk: Accelera lost $69 million in the second quarter[5]. A quarterly loss within about $70 million with no new charges would mean the risk has not grown.

Conclusion

Cummins is currently driven by two forces: data center demand is rapidly scaling its power generation business, while its traditional truck engine and components businesses are still recovering from the 2025 North American truck trough. In the second quarter of 2026 Power Systems revenue rose 19% with a 24.5% margin, while Engine and Components margins were only 12.5% and 13.2%[5]; first-half operating cash flow was $1.808 billion and the debt-to-capital ratio was 35.6%[11], a financial position strong enough to fund capacity expansion and shareholder returns. The central unresolved relationship is that full-year guidance requires second-half revenue growth of roughly 14%-20%[8][3][4], which needs power generation to keep growing under capacity limits while recovering truck volumes actually translate into margin repair.

Outside commentary after the second-quarter results has focused on how power generation growth balances against drag from the rest of the business. The Drillr earnings calendar shows second-quarter revenue of $9.457 billion above the $9.330 billion consensus, while earnings per share of $6.73 came in below the $7.21 consensus[2]. The StockStory team on August 5 described the quarter as mixed, attributing margin pressure to tariffs and variable compensation, treating data center power demand as the main growth driver and the staggered EPA 2027 rollout as a demand smoother, and said it would track the pace of new capacity, the new emission platform rollout and whether North American and Chinese data center demand holds[14]; the quarterly filing, however, shows the net effect of tariff costs and recoveries was immaterial in the second quarter[3], which points the margin pressure more toward compensation and product coverage costs. Jack Delaney of The Motley Fool argued on September 10 that the data center power business is growing fast but that Cummins is much more than that business, and that a slowdown in any of its other segments can offset the positive results in Power Systems[15]. Both treat power generation as the main growth source; they differ in that StockStory focuses on cost-side margin pressure, which maps to the Components cost debate, while Delaney focuses on offsets between segments, which maps to the debate over whether Engine can take over.

If later results show Power Systems revenue growth of at least 10% with a margin held within 23%-25%, Engine revenue accelerating with its margin back above 12.5%, and the Components margin back above 13.5% with product coverage costs no longer cited as a drag, the current understanding of Cummins as "power generation scaling while trucks recover" would be materially strengthened. Conversely, if power generation growth is capped by capacity, the Engine margin stays below 12%, or Components margins keep slipping while revenue accelerates, the transmission from growth to profit is weaker than the guidance implies.

Sources

[1] CMI FY2025 10-K business and customers filed 2026-02-10 · 2026-02-10 · 10-K · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-K&dateb=&owner=include&count=40

[2] CMI earnings calendar updated 2026-10-29 · 2026-10-29 · earnings-calendar · https://gateway.drillr.ai/mcp/private

[3] CMI Q2 2026 10-Q results of operations filed 2026-08-04 · 2026-08-04 · 10-Q · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-Q&dateb=&owner=include&count=40

[4] CMI Q2 2026 earnings call 2026-08-04 · 2026-08-04 · earnings-call · https://gateway.drillr.ai/mcp/private

[5] CMI Q2 2026 10-Q segment results filed 2026-08-04 · 2026-08-04 · 10-Q · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-Q&dateb=&owner=include&count=40

[6] Drillr analyst estimates CMI Q3 2026 retrieved 2026-10-29 · 2026-10-29 · Drillr analyst estimates · https://gateway.drillr.ai/mcp/private

[7] CMI Q1 2026 10-Q filed 2026-05-05 · 2026-05-05 · 10-Q · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-Q&dateb=&owner=include&count=40

[8] CMI FY2025 10-K MD&A segment results filed 2026-02-10 · 2026-02-10 · 10-K · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-K&dateb=&owner=include&count=40

[9] CMI FY2025 10-K Accelera actions filed 2026-02-10 · 2026-02-10 · 10-K · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-K&dateb=&owner=include&count=40

[10] CMI FY2025 10-K liquidity and capital filed 2026-02-10 · 2026-02-10 · 10-K · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-K&dateb=&owner=include&count=40

[11] CMI Q2 2026 10-Q liquidity filed 2026-08-04 · 2026-08-04 · 10-Q · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-Q&dateb=&owner=include&count=40

[12] CMI Q1 2026 earnings call 2026-05-05 · 2026-05-05 · earnings-call · https://gateway.drillr.ai/mcp/private

[13] CMI Q2 2026 10-Q regulatory challenges filed 2026-08-04 · 2026-08-04 · 10-Q · https://www.sec.gov/cgi-bin/browse-edgar?action=getcompany&CIK=0000026172&type=10-Q&dateb=&owner=include&count=40

[14] StockStory CMI Q2 deep dive 2026-08-05 · 2026-08-05 · StockStory(Barchart / Webull 转载) · https://www.webull.com/news/15348851192898560

[15] Motley Fool view on Cummins data center power 2026-09-10 · 2026-09-10 · The Motley Fool · https://www.fool.com/investing/2026/09/10/cummins-sells-the-power-solutions-that-keep-data/