Latest Ratios: P/E Ratio 163.8x · EV/EBITDA 13.0x · ROE 0.9%. (1996–2025 historical series)
Price-based multiples — how expensive the stock is relative to earnings, sales, book value, and cash flow
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Market Cap | $10.9B | $8.5B | $8.6B | $9.3B | $8.6B | $10.2B | $7.1B | $6.2B | $4.5B | $4.9B | $2.7B |
| Enterprise Value | $13.5B | $11.1B | $11.1B | $11.5B | $9.8B | $11.8B | $8.0B | $6.9B | $5.0B | $5.4B | $2.7B |
| P/E Ratio → | 163.83 | 127.51 | 72.66 | 43.02 | 11.08 | 13.69 | 17.43 | 19.91 | 10.62 | 10.07 | 28.49 |
| P/S Ratio | 1.46 | 1.14 | 1.16 | 1.31 | 1.15 | 1.70 | 1.53 | 1.27 | 0.84 | 2.01 | 2.40 |
| P/B Ratio | 1.54 | 1.20 | 1.21 | 1.31 | 1.23 | 1.56 | 1.21 | 1.09 | 0.82 | 0.93 | 3.40 |
| P/FCF | 14.30 | 11.16 | — | 103.58 | 13.46 | 15.52 | 17.89 | 641.53 | 35.42 | — | 30.25 |
| P/OCF | 8.62 | 6.72 | 10.76 | 8.03 | 5.96 | 8.55 | 7.76 | 7.35 | 5.06 | 15.33 | 11.03 |
P/E links to full P/E history page with 30-year chart
Enterprise-value multiples — capital-structure-neutral measures of total business value
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| EV / Revenue | — | 1.49 | 1.49 | 1.62 | 1.32 | 1.97 | 1.70 | 1.42 | 0.94 | 2.23 | 2.41 |
| EV / EBITDA | 12.99 | 10.68 | 10.67 | 10.75 | 5.62 | 7.64 | 7.44 | 7.70 | 5.03 | 13.24 | 10.18 |
| EV / EBIT | 53.73 | 43.19 | 47.18 | 41.57 | 9.84 | 13.23 | 14.06 | 17.23 | 9.38 | 23.12 | 19.20 |
| EV / FCF | — | 14.55 | — | 128.09 | 15.49 | 17.97 | 19.99 | 713.20 | 39.87 | — | 30.36 |
Margins and return-on-capital ratios measuring operating efficiency
Full margin charts and quarterly trend are on the Earnings History page
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Gross Margin | 28.3% | 28.3% | 24.3% | 27.5% | 32.5% | 32.8% | 31.2% | 26.6% | 25.6% | 25.7% | 30.0% |
| Operating Margin | 3.4% | 3.4% | 3.3% | 4.7% | 14.7% | 16.1% | 12.1% | 8.8% | 10.6% | 8.3% | 13.3% |
| Net Profit Margin | 0.9% | 0.9% | 1.6% | 3.0% | 10.4% | 12.4% | 8.8% | 6.4% | 7.8% | 20.0% | 8.4% |
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| ROE | 0.9% | 0.9% | 1.7% | 3.1% | 11.4% | 12.0% | 7.1% | 5.6% | 7.8% | 16.1% | 12.3% |
| ROA | 0.5% | 0.5% | 0.9% | 1.8% | 7.0% | 7.6% | 4.8% | 3.8% | 5.4% | 11.1% | 8.5% |
| ROIC | 2.0% | 2.0% | 1.9% | 2.9% | 10.0% | 9.7% | 6.5% | 5.2% | 7.2% | 4.6% | 13.6% |
| ROCE | 2.3% | 2.3% | 2.1% | 3.1% | 10.9% | 11.0% | 7.4% | 5.8% | 7.9% | 5.0% | 14.6% |
Solvency and debt-coverage ratios — lower is generally safer
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Debt / Equity | 0.41 | 0.41 | 0.40 | 0.38 | 0.24 | 0.30 | 0.18 | 0.16 | 0.13 | 0.13 | 0.02 |
| Debt / EBITDA | 2.78 | 2.78 | 2.72 | 2.49 | 0.95 | 1.27 | 0.96 | 1.00 | 0.69 | 1.63 | 0.07 |
| Net Debt / Equity | — | 0.37 | 0.34 | 0.31 | 0.19 | 0.25 | 0.14 | 0.12 | 0.10 | 0.10 | 0.01 |
| Net Debt / EBITDA | 2.49 | 2.49 | 2.37 | 2.06 | 0.74 | 1.04 | 0.78 | 0.77 | 0.56 | 1.26 | 0.04 |
| Debt / FCF | — | 3.39 | — | 24.51 | 2.03 | 2.46 | 2.09 | 71.67 | 4.45 | — | 0.11 |
| Interest Coverage | 1.59 | 1.59 | 1.37 | 2.18 | 19.68 | 42.16 | 32.74 | 13.52 | 17.75 | 26.89 | 156.47 |
Short-term solvency ratios and asset-utilisation metrics
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Current Ratio | 0.86 | 0.86 | 0.85 | 0.94 | 1.67 | 1.32 | 1.10 | 0.90 | 1.48 | 1.51 | 2.42 |
| Quick Ratio | 0.86 | 0.86 | 0.85 | 0.94 | 1.67 | 1.32 | 1.10 | 0.90 | 1.48 | 1.51 | 2.42 |
| Cash Ratio | 0.29 | 0.29 | 0.21 | 0.26 | 0.44 | 0.33 | 0.24 | 0.21 | 0.24 | 0.28 | 0.10 |
| Asset Turnover | — | 0.62 | 0.57 | 0.54 | 0.67 | 0.55 | 0.54 | 0.58 | 0.68 | 0.32 | 1.04 |
| Inventory Turnover | — | — | — | — | — | — | — | — | — | — | — |
| Days Sales Outstanding | — | 17.63 | 41.78 | 49.40 | 45.46 | 57.02 | 46.76 | 41.63 | 42.92 | 95.43 | 49.34 |
Earnings, FCF, buyback, and dividend yields — total returns to shareholders
Full dividend history and growth charts are on the Dividend History page
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Dividend Yield | 1.1% | 1.4% | 1.2% | 1.0% | 0.9% | 0.6% | 0.8% | 0.7% | 1.0% | 0.5% | 0.7% |
| Payout Ratio | 178.1% | 178.1% | 88.5% | 42.0% | 10.2% | 8.5% | 13.3% | 13.4% | 10.2% | 5.3% | 20.9% |
| Metric | TTM | FY 2025 | FY 2024 | FY 2023 | FY 2022 | FY 2021 | FY 2020 | FY 2019 | FY 2018 | FY 2017 | FY 2016 |
|---|---|---|---|---|---|---|---|---|---|---|---|
| Earnings Yield | 0.6% | 0.8% | 1.4% | 2.3% | 9.0% | 7.3% | 5.7% | 5.0% | 9.4% | 9.9% | 3.5% |
| FCF Yield | 7.0% | 9.0% | — | 1.0% | 7.4% | 6.4% | 5.6% | 0.2% | 2.8% | — | 3.3% |
| Buyback Yield | 0.0% | 0.0% | 0.0% | 0.0% | 3.5% | 0.6% | 2.5% | 1.4% | 4.0% | 0.0% | 1.5% |
| Total Shareholder Yield | 1.1% | 1.4% | 1.2% | 1.0% | 4.4% | 1.2% | 3.3% | 2.1% | 5.0% | 0.5% | 2.2% |
| Shares Outstanding | — | $163M | $162M | $162M | $163M | $167M | $171M | $172M | $178M | $112M | $81M |
Includes 30+ ratios · 30 years · Updated daily
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Quick answers to the most common questions about buying KNX stock.
Knight-Swift Transportation Holdings Inc.'s current P/E ratio is 163.8x. The historical average is 39.4x. This places it at the 100th percentile of its historical range.
Knight-Swift Transportation Holdings Inc.'s current EV/EBITDA is 13.0x. This enterprise value multiple compares the company's total value (equity + debt - cash) to its EBITDA. The historical average is 13.2x.
Knight-Swift Transportation Holdings Inc.'s return on equity (ROE) is 0.9%. The historical average is 13.3%.
Based on historical data, Knight-Swift Transportation Holdings Inc. is trading at a P/E of 163.8x. This is at the 100th percentile of its historical P/E range. Compare with industry peers and growth rates for a complete picture.
Knight-Swift Transportation Holdings Inc.'s current dividend yield is 1.07% with a payout ratio of 178.1%.
Knight-Swift Transportation Holdings Inc. has 28.3% gross margin and 3.4% operating margin.
Knight-Swift Transportation Holdings Inc.'s Debt/EBITDA ratio is 2.8x, indicating moderate leverage. A ratio between 2-4x is manageable but warrants monitoring.
Key Metrics
Top Statement Risk
Intermodal margin compression and cost pressures
Metrics are mathematically derived from official filings.
Margin Volatility Masks Structural Pressures
Gross margin swung from 24.7% in 2024Q4 to 8.5% in 2026Q2, per recent filings, while operating margin improved to 5.0% in 2026Q2, indicating cyclical recovery but persistent cost challenges.
The dramatic gross margin swings, from 72.7% in 2025Q4 to 6.5% in 2025Q2, appear to reflect fuel surcharge accounting and acquisition integration costs rather than pure operational shifts. The 2026Q2 operating margin of 5.0% remains well below historical peaks, suggesting that the company is still absorbing the costs of integrating U.S. Xpress and other acquisitions. Investors should focus on the operating ratio (OR) as the true efficiency gauge, as even minor fuel or insurance cost changes disproportionately impact the thin bottom line.
Capital Returns Stuck at Cycle Trough
ROIC has remained below 1% for ten consecutive quarters, per financial statements, with 2026Q2 at 0.8%, indicating that the company is not generating adequate returns on its massive asset base during the freight downturn.
ROE and ROA have similarly languished, with ROE at 0.6% in 2026Q2, reflecting the cyclical trough in truckload rates and the drag from underperforming intermodal operations. The company's heavy capital intensity, with PP&E and goodwill comprising 75% of total assets, means that even modest margin improvements translate slowly into returns. The recent uptick in operating margin to 5.0% in 2026Q2 suggests early recovery, but ROIC would need to more than double to approach the cost of capital, implying that the market's forward P/E of 29.99 is pricing in a significant cyclical rebound.
Working Capital Efficiency Shows Mixed Signals
DSO improved to 20 days in 2026Q2 from 48 days in 2024Q1, per reported data, while CCC compressed to 11 days, indicating tighter receivables management but still thin liquidity buffers.
The sharp DSO reduction from 48 to 20 days over the past two years suggests management has been aggressive in collecting receivables, possibly reflecting a shift toward larger, more creditworthy shippers. However, the current ratio of 0.88 in 2026Q2 indicates that current liabilities exceed current assets, a common feature in asset-heavy trucking but one that leaves little room for error. The CCC of 11 days, driven by low DIO of 4 days, reflects the service-based nature of trucking where inventory is minimal, but the negative working capital position means the company relies on ongoing cash generation to meet short-term obligations.
Debt Service Comfortable but Refinancing Looms
D/E held steady at 0.38 in 2026Q2, per financial statements, while interest coverage improved to 4.51 from 0.78 in 2025Q4, indicating that earnings are now covering interest costs more comfortably.
The improvement in interest coverage from 0.78 to 4.51 over two quarters is notable, but it still leaves the company vulnerable to a sudden spike in rates or a renewed earnings downturn. D/EBITDA of 9.48 in 2026Q2 remains elevated, reflecting the cyclical trough in EBITDA rather than excessive debt levels, as total debt declined to $2.7B. The company's conservative leverage, with D/E below 0.4, provides a cushion, but the $3.9B goodwill on the balance sheet, largely from acquisitions, could be at risk of impairment if intermodal and U.S. Xpress continue to underperform, which would pressure equity and leverage ratios.
Thin Liquidity Buffer Requires Monitoring
Current ratio fell to 0.88 in 2026Q2 from 1.33 in 2025Q3, per recent filings, with cash at $186.1M, indicating a tightening liquidity position that could strain under stress.
The quick ratio of 0.81 in 2026Q2, which excludes inventory, is only marginally better than the current ratio, reflecting the company's minimal inventory and heavy reliance on receivables. While the trucking industry typically operates with current ratios below 1.0 due to the fast conversion of receivables to cash, the recent decline from 1.33 to 0.88 warrants attention. The company's ability to weather a severe downturn would depend on its access to credit lines and the stability of its dedicated contract revenue, which provides a floor but not a guarantee of liquidity.
Misapplied Metric: P/E on Cyclical Earnings
The trailing P/E of 169.29, per current valuation data, is misleading for a cyclical trucker like KNX, as it reflects trough earnings and obscures the company's normalized earning power.
Using trailing P/E for Knight-Swift is problematic because the company's earnings are highly cyclical and currently near a trough, making the multiple appear extreme. A more appropriate metric is EV/EBITDA, which at 13.34 on trailing and 9.56 on forward basis, better captures the company's cash-generating ability and is more comparable to peers like Werner (8.35) and Schneider (10.52). Additionally, investors should adjust for fuel surcharge revenue and used equipment gains, which can distort both revenue and margins, and instead focus on revenue per tractor per week and the operating ratio to gauge true operational performance.