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By 2030, Livaq is the default electric off-road vehicle provider for North American government fleets. The plan sequences state and provincial fleets first, funds federal and commercial expansion from there, and defends the position with cross-border manufacturing and a modular software platform.
By 2030, Livaq is the default electric off-road vehicle provider for North American government fleets, state, provincial, and federal, and the modular propulsion platform of choice for adjacent off-road categories.
By becoming the most practical, locally embedded path for governments to electrify off-road mobility. We sell vehicles, we help governments build the operating ecosystem around them, and we deliver per-unit savings of about $7,000 a year that close the procurement decision on its own economics.
An electric fleet pays for itself out of operating savings. That is the foundation of every sale, and it holds in any regulatory environment.
A 100-unit refresh costs roughly $1.7M in capital and returns about $700K a year in operating savings. The premium over a gas unit is repaid inside the first years, and the agency keeps cutting cost for the life of the fleet. The buyer is not paying a green premium. It is cutting its own budget.
Each phase is funded by the one before it and builds the conditions for the next. The qualification is specific, not aspirational.
The footprint is deliberate. Each geography plays a defined role in the architecture and the sequence.
US-produced differentiating components, US final assembly, and a US-facing government sales motion. This is where federal access is won.
Battery-pack integration establishes the country-of-origin shift under USMCA. State government customers are addressable here too.
Provincial natural-resource fleets, on the same platform and the same procurement playbook.
License the platform to a single global partner. No Livaq-manufactured vehicles outside North America in the five-year plan.
Thirty-three US states carry active ZEV fleet policies. They open the procurement window. They do not close the deal.
A mandate can be delayed, weakened, or repealed. The economics cannot. The decision rests on the per-unit operating cost advantage, and off-road is the one segment no incumbent has electrified. Policy sets when. The savings set whether.
We serve one customer type, government natural-resource and adjacent agencies, better than any generalist. We learn their procurement cycles, service expectations, and politics. Each deployment builds relationships, data, and credibility that generalists cannot easily shortcut.
One purpose-built electric platform carries many vehicle classes, protected by Provisional Patent 63/801,323 with the portfolio expanding through Year 2. The same architecture runs a fleet subscription at $75 per unit per month, ~85% margin, reaching ~$18M ARR by Year 6 and on the order of $178M of enterprise value at a 10× multiple.
US-made differentiating components, Mexican battery integration, US final assembly. The vehicle clears the ≥70% USA-content threshold under USMCA, engineered into the bill of materials. The architecture supports access, not just the final assembly location.
Five systems make an off-road EV. Livaq builds the ones that compound — controller, BMS, and the connected software layer. Use the allocator below to see how funding choices shift the roadmap and the financial model.
Livaq is building the integrated control stack, the software, controller, and battery management that every electric off-road vehicle runs on. Own the stack, and every vehicle class becomes a configuration of it. That is how a single product becomes a category.
An off-road EV comes down to five systems. Livaq's plan is not to build all five from scratch — it's to buy the commodity systems and own the three that compound: controller, BMS, and software.
Motors and battery cells are commodity inputs — Livaq integrates them, not manufactures them. Frame fabrication, sub-assembly, and battery-pack integration run through qualified manufacturing partners, chosen for automated yield and throughput rather than labor cost.
The motor controller, the BMS, and the VCU/software stack — the three systems that carry the country-of-origin qualification, the safety-critical control logic, and the recurring software revenue. These are the systems this round is funding.
The EQUAD is the proof: a proven, deployed electric ATV built on a modular platform that configures into an expanding line of off-road vehicle classes.
Livaq's long-term value lives in the platform, not any single model. The same propulsion stack can scale across multiple vehicle classes, so each new product is a configuration of a proven architecture, not a new engineering program from scratch. The platform is patent-pending and vehicle-agnostic: the LIVAQ platform, driven by its flagship product, the EQUAD.
Every gas fleet runs blind; a Livaq fleet runs connected and improves over time. The OS is Livaq's own software, in the vehicle today. Livaq is building the proprietary control stack beneath it, the in-house BMS and motor controller, and connected telemetry that turns each vehicle into a recurring-revenue asset: Protect (battery-health monitoring and failure prediction), Perform (configurable drive modes and efficiency gains), and Operate (utilization, location, and required compliance reporting). At scale, Livaq OS becomes the recurring software layer on top of every connected vehicle.
The architecture is engineered around country-of-origin. The differentiating components, the BMS, motor controller, and VCU, are US-made; the battery pack is integrated in Mexico, which shifts country-of-origin under USMCA; US final assembly meets the ≥70% USA-content federal threshold by value, supported by a US certificate of origin. The architecture qualifies the vehicle, not the geography.
Livaq cuts agency operating cost by up to $7,000 per unit each year. For a 400-vehicle fleet that is about $2.8M saved annually, roughly $14M across a five-year fleet life. The price premium over a gas unit is repaid inside the first year, from operating savings alone.
Each new vehicle class is a configuration of the same propulsion architecture, expanding the buyer set as the control stack matures. See the control stack itself in the Technology section.
| Offering | Detail | Price |
|---|---|---|
| EQUAD · base | 4x2, fenders, standard seat, Level 1 charger | $17,500 |
| EQUAD · full-spec | 4x4, carbon body, tow, performance, 3D seat, Level 2 | $28,500 |
| Add-ons | Skid plate / winch, sold separately | $1,500 / $2,500 |
| Fleet software | Telematics, OTA, fleet management · live ~mid-Y2.5 | $75 / unit / mo |
| Licensing · Y4+ | Productized propulsion platform, single global partner | Royalty + license |
Vehicle lines on the shared modular platform: EQUAD 4X4 (Y1), Driverless (Y2), KEI Truck (Y3), SVS (Y4), Limited Edition (Y6). The driverless line targets constrained-environment use such as perimeter patrol, return-to-base, and follow-me, on the same platform.
The operating plan, the margin ramp, and a live funding stress-test you can run yourself. Gross margin turns positive in Year 2 and climbs toward 35% as volume builds; revenue scales from $1.2M to $377.8M across the plan.
Drag the dots to shape the gross-margin ramp. The x axis is time, the y axis is gross margin, and each dot is one year. Pull a year up or down and the model recomputes EBITDA, the cash trough, and the bridge live. Then stress it with the operational dials below. The opening state is the Plan baseline, the model fully funded with every year on plan, and every move you make reads against it.
Drag any dot vertically to set that year's gross margin at plan volume. Range -15% to +40%.
OPERATIONS
| YEAR | UNITS | REVENUE | MARGIN | COGS/UNIT | EBITDA | CASH BAL. |
|---|
Their fleets are expensive to operate and dangerous to ride. An agency spends roughly $8,000 per unit a year on gas and service; across a 400-vehicle fleet, that is about $3.2M every year in fuel and service alone, before the cost of acquiring the vehicles.
An electric fleet's cost per mile is stable and largely insulated. Safety compounds the problem: conventional ATVs are unstable at sharp slopes and high speeds, leaving agencies with real injury and liability exposure.
The off-road vehicle market is not a small electric niche. It is a ~$25B gas-dominated category now entering the same transition that reshaped passenger vehicles: electrification, lower operating cost, quieter operation, and fleet-level emissions pressure.
Livaq is built to replace gas vehicles across the full off-road market, starting with government fleets, where procurement, infrastructure, and service can scale adoption faster than consumer demand alone.
North American natural-resource agencies operate large off-road fleets across state, federal, and provincial levels. Many agencies manage hundreds of vehicles and replace a portion of their fleet every year.
This creates a concentrated entry point for Livaq: fewer buyers, larger orders, clearer use cases, and a repeatable replacement cycle.
Federal and government procurement increasingly rewards vehicles with high U.S. content and domestic supply-chain alignment.
That creates a structural advantage for Livaq. Low-cost, Asia-heavy supply chains may compete on price, but they face friction in government procurement. Livaq is being engineered from the bill of materials up to clear that threshold.
Livaq enters the market through vehicle sales, but the company compounds through the assets built around each deployment: government procurement access, fleet relationships, modular vehicle architecture, connected software, and federal-ready manufacturing.
The result is not a one-product business. It is a defensible platform for electrifying off-road fleets.
A specialized sales and deployment channel for natural-resource and public-sector fleets.
A propulsion and vehicle architecture that can scale across ATV, SVS, utility, driverless, and performance applications.
A manufacturing strategy designed to meet domestic-content expectations and create a procurement barrier against import-heavy competitors.
Concept to production in under three years. Units are in active service with the State of Puebla, a paying government customer, with a 50-unit follow-on order in negotiation and a 200-unit LOI (~$10M) for 2027. Michigan DNR has an active pilot in the field, backed by a letter of intent, with fleet procurement the next step. Real vehicles, real operating data, real forward demand.
Close the Puebla follow-on and 2027 LOI, deliver the DNR commitment, and package documented per-unit savings into the procurement motion.
External customs validation of ≥70% USA content and first federal RFP pursuit, a market where import-heavy rivals face procurement friction.
Build the always-connected telemetry and OTA capability that activates the recurring software layer from Year 3: battery health, fleet monitoring, configurable performance.
Livaq is raising a round sized to reach break-even, roughly 24 months of runway, to build the proprietary control stack and scale government-fleet deployments. The capital funds three moves: deploy the government pipeline, qualify for federal procurement, and build the connected-software layer. The milestones above define the use of funds.
Fleet customers, pilots and the pipeline behind them.
Ownership as it stands today, plus the corporate and governance record behind it. Working documents, shared under NDA.
Every note executed to date, grouped by investor. Working documents, shared under NDA.