The detail behind
the opportunity.

[1] Company facts and development stage

Cyber Vehicle Operations LLC is a Pennsylvania LLC operating under the CYVO brand. Stephen Kovach is CEO and Rob Nagy is COO; each holds a 50% ownership interest. Company facts, leadership information and plans are supplied by the owners. CYVO is developing a proposed electric taxi business. The website does not represent an operating fleet, paying riders, revenue, a confirmed launch date or granted operating approvals. The roadmap shows evaluation markets unless a location is expressly marked otherwise.

CYVO is in development. Rides are not currently available. Vehicle acquisitions, operating locations and launch dates remain subject to commercial agreements, vehicle availability and regulatory approvals.

[2] Vehicle acquisition and manufacturer independence

CYVO intends to evaluate Tesla Cybercab and other suitable vehicles. Vehicle availability, delivery timing, prices, commercial-use rights, insurance and network or dispatch access must be confirmed in separate agreements. CYVO has not represented a confirmed purchase allocation or delivery. CYVO is independent of Tesla, Waymo, Uber and other referenced businesses; references do not imply endorsement, affiliation or authorized dealer status. Third-party names belong to their owners.

[3] Concept imagery and leadership portraits

The vehicle and fictional-city artwork is AI-generated. It is a design concept, not a production specification, a purchased CYVO vehicle or an operating location. Placeholder leadership portraits are illustrative silhouettes, not photographs of the executives. A real authorized portrait can be supplied by each owner.

[4] Regulatory and operating considerations

City markers identify locations for commercial evaluation. They do not indicate CYVO offices, service boundaries, operating permits or committed launches. Commercial operations depend on applicable federal, state and local requirements, passenger-service licensing, vehicle capability, insurance and suitable manufacturer terms. Requirements must be evaluated for each jurisdiction and operating model. This page is not a jurisdiction-specific legal opinion.

Safety performance, geofencing, weather, charging, maintenance, labor, customer support, competition, pricing, financing and platform fees can materially change viability. A technically capable vehicle does not by itself establish the right to operate a taxi business.

[5] Private financing and indications of interest

CYVO is a privately owned LLC. This website supports information requests and, when enabled, nonbinding indications of interest. It does not accept payments, securities subscriptions or binding investment commitments. Any future investment would require appropriate documentation and an applicable lawful offering pathway. A website disclaimer alone does not establish an exemption.

Nonbinding interest only. No money or other consideration is being solicited, and anything sent will not be accepted. No sale or commitment to purchase securities can be accepted until an appropriate offering pathway is established and applicable requirements are met. An indication of interest creates no obligation or commitment of any kind.

There are no investment terms, guaranteed returns or reserved allocations on this website. You may lose your entire investment in any future offering. This form does not establish investor eligibility.

Early-stage private investment can involve complete loss, illiquidity, dilution, conflicts of interest and uncertain distributions. No valuation, return, allocation or future financing is promised. Expressions of interest do not establish eligibility.

[6] City data and opportunity assessment

The profiles use the U.S. Census Bureau’s 2024 American Community Survey (ACS) 1-year Detailed Tables, downloaded October 24, 2026 from the official table-based Summary File. The same vintage and geography type are used across profiles. These are Census places, not metropolitan areas: Honolulu uses Urban Honolulu CDP; Indianapolis, Nashville and Louisville use their Census “balance” geographies. Adjacent city markers may share a regional travel economy and should not be treated as independent metro markets.

Population (B01003) describes resident scale. Median household income (B19013, in 2024 dollars) provides fare-testing context. Household counts and no-vehicle households (B08201) describe vehicle access. Transportation-to-work counts (B08301) describe the usual commuting mode of resident workers aged 16 and over, including those working at home in the denominator. Commuting shares do not measure all trips, taxi demand or visitor travel.

The opportunity text is CYVO’s screening interpretation of these indicators, not a Census forecast. Population, income, transit use and vehicle access do not establish willingness to pay or adoption. The scenario treats adoption as a separate, adjustable assumption rather than mechanically converting income or commuting into customers.

A decision-grade forecast would additionally need origin/destination demand by time of day; tourism, airport and employment-center flows; local fares and competitor capacity; trip lengths and empty miles; service-area permissions and vehicle capability; charging and fleet-staging capacity; insurance, energy, maintenance, financing and overhead quotes; customer acquisition and retention; and pilot utilization. Airport boarding volumes and an explicit airport transfer scenario are provided separately. Tourism and local trip-level demand still require further validation.

ACS estimates have sampling and nonsampling error. Individual source sections show available 90% margins of error (MOE). Shares are calculated from point estimates; ratio MOEs are not calculated. A missing MOE indicates the published value is controlled or not applicable, not zero uncertainty. Small differences should not be read as meaningful rankings. Data is a bundled dated snapshot, not a live feed.

Census 2024 ACS Summary File and documentation ↗ · ACS data-user guidance ↗

[7] Household ride-spend scenarios

The city calculator explores annual gross passenger fares for a scenario-defined household pool. Let H = total households, N = households with no available vehicle, A = assumed adoption among no-vehicle households, B = assumed adoption among other households, R = local non-airport paid rides per participating household per month and F = average fare. Participating households = N × A + (H − N) × B. Annual rides = participating households × R × 12. Annual gross fares = annual rides × F.

Initial assumptions are 5% adoption for no-vehicle households, 1% for other households, 6 monthly rides per participating household and a $18 fare. These are editable scenario inputs chosen for exploration, not survey-derived adoption estimates, observed demand, market share predictions or a valuation. Household segments are mutually exclusive. All household members’ rides must fit within the selected household ride frequency.

Outputs are potential gross ride spending under those assumptions, not CYVO revenue, profit or an investment return. They are not limited by fleet capacity, competition, geographic coverage or launch timing. A lower-adoption sensitivity uses half the two selected adoption rates; an upper sensitivity doubles them, capped at 100%. This range is an arithmetic sensitivity, not a statistical confidence interval or a forecast range. The separate fleet calculator models capacity and selected costs. A business forecast must reconcile the two and include all costs.

[8] Fleet economics and exclusions

Fleet = cities × vehicles per city. Annual gross passenger fares = fleet × paid rides per vehicle per operating day × average fare × operating days. After-fee receipts = gross fares × (1 − platform fee percentage). Illustrative operating cash contribution = after-fee receipts − fleet × operating days × daily cash costs.

Cash contribution is not net profit or an investment return. It excludes vehicle acquisition, depreciation, financing, taxes, central overhead and other unmodeled costs. Daily cash costs are an aggregate input for items such as energy, insurance, cleaning, maintenance and local support. Operating days and paid rides must account for charging and downtime. No Tesla fee, utilization, fare or operating cost has been confirmed. Gross fares may differ from accounting revenue depending on commercial arrangements. All inputs are illustrative and editable.

[9] Map geography

The map uses U.S. Census Bureau 2024 1:20-million cartographic state boundaries, rendered with the D3 Albers USA projection. Alaska is reduced in scale; Alaska and Hawaii are inset. Markers locate approximate city centers and do not define service areas. The map and profile data are served locally by the website.

Census cartographic boundary files ↗ · Albers USA projection documentation ↗

[10] Waymo trips during 2025 through its December update

14M+ — Waymo reported over 14 million trips through its December 2025 update, with public rides more than tripling year over year.

Waymo · December 10, 2025 ↗ · Source date: 2025-12-10.

Waymo’s figure is trips through the December 10, 2025 update, not the full calendar year. Public rides more than tripled from the prior year. It is an operator-reported benchmark, not an industry total or CYVO performance.

[11] Uber Mobility gross bookings growth, year over year

22% — Uber’s global Mobility business generated approximately $29.0 billion in gross bookings in Q2 2026, a 22% increase from the same quarter in 2025.

Uber investor relations · August 5, 2026 ↗ · Source date: 2026-08-05.

Uber’s figure is global Mobility gross bookings in Q2 2026: $28.988 billion, up 22% as reported (20% in constant currency). Gross bookings is ride value, not company revenue; this is neither U.S.-only nor autonomous-only activity.

[12] U.S. cities with at least 100,000 residents in 2024

342 — The Census Bureau identified 342 incorporated places with at least 100,000 residents in its 2024 population estimates: a broad landscape for city-by-city expansion.

U.S. Census Bureau · May 15, 2025 ↗ · Source date: 2025-05-15.

The Census count refers to incorporated places with at least 100,000 residents in the 2024 population estimates. It is a different product from ACS survey profiles. City boundaries do not equal metro areas or an addressable taxi market.

[15] Accredited-investor screening and verification

The inquiry form screens investor interest using self-reported eligibility under Regulation D Rule 501(a). Individual pathways include income above $200,000 individually or $300,000 jointly with a spouse or spousal equivalent in each of the prior two years, with a reasonable expectation of reaching that level in the current year; net worth above $1 million excluding the primary residence under the applicable rules; or a Series 7, 65 or 82 license in good standing.

Primary-residence debt treatment matters: generally, mortgage debt up to the residence’s fair market value is excluded, while excess mortgage debt and certain increases within 60 days count as liabilities. Entity categories have separate conditions. Eligible corporations, LLCs, partnerships and certain organizations may qualify with assets above $5 million and a restriction against formation for the specific investment. A trust pathway also requires direction by a sophisticated person. Other paths include all equity owners being accredited, qualifying institutions, eligible entities with investments above $5 million, and qualifying family offices with more than $5 million under management and experienced direction.

The form’s minimum indicated amount is a CYVO screening setting, not an SEC accreditation threshold or a binding investment term. Self-reports are stored as “verification pending,” not proof of accredited status. A public-facing form does not itself establish compliance with any offering exemption. If Rule 506(c) is used, purchasers must be accredited and the issuer must take reasonable steps to verify status, along with meeting the rule’s other requirements. Verification and any offering documentation must be handled separately; financial statements, tax returns and identity documents should not be submitted here.

SEC accredited-investor criteria ↗ · Rule 501(a) definitions ↗ · SEC primary-residence and net-worth rules ↗ · SEC Rule 506(c) verification requirements ↗

[14] Airport ride demand, fares and allocations

Airport passenger inputs come from the FAA’s calendar-year 2025 commercial-service enplanement workbook, updated September 24, 2026 and retrieved October 24, 2026. Enplanements count departing boardings, including connecting passengers; they are not taxi trips, unique travelers, or arrivals plus departures. The model approximates both ground-travel directions as twice annual boardings, assuming balanced passenger flows.

Estimated annual hired-vehicle trips = allocated boardings × 2 × assumed local origin/destination passenger share × assumed taxi/ride-hail passenger share ÷ passengers per hired vehicle. CYVO airport trips = that pool × assumed CYVO capture. The share and occupancy inputs are editable scenario assumptions, not measured local market shares. Connecting passengers are excluded through the origin/destination share; employee trips, noncommercial activity and secondary airports not listed in the profile are excluded.

Airport coordinates come from OurAirports’ public-domain dataset. Distance is the great-circle distance from airport to the mapped city center, multiplied by an assumed 1.3 road factor. The city fare default is the larger of $27 or $5 plus $2.50 per estimated road mile, weighted by allocated boardings where multiple airports are listed. It is an approximate route/fare scenario, not a published tariff or live route quote. The financial model adds a separate editable airport-fare multiplier. For context, PHL publishes a $32 Center City base flat fare, with direction/passenger adjustments; that specific route is not an average for all Philadelphia journeys.

Airport catchments cross city boundaries. DFW boardings are allocated between Dallas and Fort Worth in proportion to their 2024 ACS city populations; the weights sum to one. DAL is assigned to Dallas. Other listed airports occur once across the default city set. These are scenario allocations, not surveyed airport origins. Selecting both Dallas and Fort Worth does not duplicate DFW’s passenger total. A regional model could use different surveyed catchment weights.

The household model’s monthly ride input now means local, non-airport rides. Airport rides are modeled separately to avoid counting the same assumed ride in both revenue streams. On the city explorer, demand scenarios are not fleet-capacity constrained. On the financial page, local and airport demand compete for the same available fleet hours, with airport trips given their own duration, distance and access-cost inputs.

FAA CY2025 commercial-service boarding workbook ↗ · FAA data definitions and release ↗ · OurAirports coordinates and public-domain terms ↗ · PHL published taxi fare reference ↗

[13] Financial projections: accounting, mechanics and limits

The projections are an annual, accrual-based planning model for a business beginning with no modeled assets, liabilities or retained earnings. They are not historical results, an audited forecast, or complete financial statements prepared in accordance with U.S. GAAP. Dollar amounts, cost estimates, fleet growth, capacity and funding inputs are assumptions until supported by contracts and operating evidence. The model uses the linked structure of an income statement, balance sheet, cash-flow statement and members’ equity schedule.

Operations and revenue

For each selected city, local household demand and allocated airport demand begin in its selected launch year. Demand is adjusted for growth, economic shock, launch delay and initial ramp. Local and airport rides use different cycle times; empty travel adds time and mileage. Available trip-cycle capacity equals vehicles × operating days × available daily hours × availability × target utilization, reduced by launch-year delay. If demand exceeds capacity, both ride streams are scaled proportionally. No guaranteed utilization is assumed.

Local fare revenue and airport fare revenue are tracked separately. The default assumes CYVO is the principal operator and recognizes gross passenger fares, with platform expense shown separately. A net-remittance sensitivity recognizes the fare amount after the selected platform deduction and removes that same deduction from expenses, preserving earnings and avoiding double counting. Actual revenue presentation depends on the contracts and control of the service under ASC 606; selecting a sensitivity does not make that accounting policy appropriate. Fares exclude pass-through taxes, tips and tolls.

Assets, costs and debt

Vehicles and infrastructure are capitalized at acquisition cost. Straight-line depreciation uses the entered useful lives and vehicle residual percentage. Assets are assumed acquired at the start of the relevant model year and receive a full year of depreciation. Vehicles are retired and replaced after their useful life; disposal proceeds equal the assumed original-cost residual. The model separately tracks purchase cost, accumulated depreciation, book value and disposal gains or losses. Startup, payroll, maintenance and operating costs are expensed. Depot/service payments are modeled as service arrangements; lease right-of-use assets and lease liabilities are not modeled.

Vehicle debt uses the specified financing fraction, equal annual principal amortization and interest on the beginning balance including new borrowing. Each loan fixes its rate when originated; economic rate shocks affect new loans only. The next year’s scheduled principal is classified as current debt. Payments include principal and interest separately. All purchase funding is assumed available at the start of the year; launch delays reduce revenue capacity but do not defer committed asset purchases or fixed expenses.

Working capital, tax and cash

Receivables equal recognized revenue × collection days ÷ 365. Operating payables equal cash operating expenses × payable days ÷ 365. Taxes and interest are assumed paid in the year accrued. Cash flow from operations starts with net income, adds depreciation, removes disposal gains and adjusts for receivable and payable changes. Asset purchases/disposals are investing flows; borrowing, principal repayment, equity and distributions are financing flows. No borrowing proceeds or member contributions are revenue.

The default entity income-tax rate is zero, reflecting a two-member LLC modeled as a pass-through entity. Owner taxes and distributions are distinct from entity expenses. The optional entity tax rate is a simplified effective current-tax sensitivity on positive pretax income; it does not model tax-basis differences, deferred taxes, credits or net-operating-loss benefits. State/local franchise or gross-receipts charges must be included in overhead or a revised cost model where applicable. Tax classification must reflect the company’s actual elections.

Funding, returns and reconciliation

Additional equity required is calculated whenever projected cash would fall below the selected minimum reserve after operations, asset purchases and debt payments. This is uncommitted funding needed to complete the modeled plan—not money already raised. Displayed ending cash assumes that funding is obtained. Annual calculations do not measure the peak intrayear funding requirement. Distributions are limited to the selected fraction of positive net income and available cash above reserves before additional equity, so new equity does not fund distributions.

EBITDA and free cash flow are supplemental metrics. Debt-service coverage uses operating cash flow plus interest divided by principal plus interest. Break-even rides cover fixed operating cash costs, excluding depreciation and interest, at the modeled average contribution per ride. Airport fees, variable costs and platform deductions enter contribution. Balance-sheet, cash, fixed-asset, debt and equity roll-forwards are checked independently.

Terminal enterprise value equals positive final-year EBITDA times the selected multiple; terminal equity value adds cash and subtracts debt, floored at zero. Business-equity MOIC, IRR and NPV include all modeled equity contributions, distributions and terminal equity value. Contributions are placed at the start of the applicable year; distributions and terminal value occur at year-end. IRR is blank when no unique meaningful root is detected in the search range. Terminal value is an unsold scenario value, not promised cash, an offer valuation or an investor-specific return. Ownership percentages, future dilution, investor rights, liquidation preferences and transaction costs require separately agreed terms.

Economic presets change stated growth, inflation, demand, pricing and new-loan-rate assumptions. They are sensitivity cases, not predictions. The demand/fare grid may show limited revenue response when fleet capacity is binding. A complete accounting and diligence model would require actual opening balances, commercial contracts, tax policies, impairment and credit-loss analysis, lease terms and financing documents. The website does not certify GAAP compliance.

SEC financial-statement relationships ↗ · SEC cash-flow statement guide ↗ · FASB principal-versus-agent revenue guidance ↗ · IRS LLC tax-classification guidance ↗

Website terms

Website information can change. External references provide source material and do not imply commercial relationships. The website is not a promise of service, vehicle availability, financial results or investment eligibility.