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Cox Automotive March Forecast: Slow March Auto Sales to Cap Weakest Q1 in a Decade

Cox Automotive March Forecast: Slow March Auto Sales to Cap Weakest Q1 in a Decade
PR Newswire
ATLANTA, March 28, 2022

March new-vehicle sales volume is forecast to fall more than 24% from one year ago and finish near 1.22 million units.Annual new-…

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Cox Automotive March Forecast: Slow March Auto Sales to Cap Weakest Q1 in a Decade

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  • March new-vehicle sales volume is forecast to fall more than 24% from one year ago and finish near 1.22 million units.
  • Annual new-vehicle sales pace in March is expected to finish near 13.1 million, down from last month's 14.1 million pace and down from last year's strong 17.6 million level.
  • First-quarter sales volume is forecast to be down more than 16% year over year, the lowest Q1 volume in the past decade.

ATLANTA, March 28, 2022 /PRNewswire/ -- March U.S. auto sales, when reported on Friday, will show a notable drop from last March as the market remains significantly constrained by lack of supply. Despite market conditions that would support healthy demand, the seasonally adjusted annual rate (SAAR) of sales this month is forecast by Cox Automotive to finish near 13.1 million, down from February's 14.1 pace and significantly down from last March's 17.6 million level.

March U.S. auto sales, when reported on Friday, will show a notable drop from last March, according to Cox Automotive.

Sales volume is forecast to decrease 24% from last March, falling to 1.22 million units. March sales volume will result in Q1 2022 sales being down substantially from last year. Cox Automotive estimates quarterly sales will decline more than 16% from Q1 2021 when 3.9 million units were sold; Q1 2022 is forecast to end with 3.3 million sales and mark the second-worst quarter for new-vehicle sales in a decade, behind only Q2 2020, the height of the global COVID-19 pandemic.

The spring selling season traditionally ramps up in March. This year, the month has 27 selling days, one more than last year and three more than last month. The extra days are a key reason March sales volume will show a more than 15% gain over February. Sales volume has been averaging just over 1.06 million each month since last August.

"Make no mistake, this market is stuck in low gear," said Cox Automotive Senior Economist Charlie Chesbrough. "March sales volume will tick up from February, but this is not due to a substantial change in the market. Low unemployment, relatively low interest rates—the conditions are right for higher sales. With three additional sales days, volume in March will rise month over month. However, seasonal adjustments reveal the true story: Sales remain weak and will basically be stuck at the current level until more supply arrives."  

Cox Automotive Full-Year Sales Forecast Adjusted to Reflect Market Instability

The ongoing chip shortage showing little improvement, coupled with the recent news from Ukraine and ongoing inflation issues, has led Cox Automotive to reduce its full-year new-vehicle sales forecast for the U.S. Cox Automotive now expects light-vehicle sales to reach 15.3 million this year, down 700,000 units from the original forecast released in January. To reach this level by year's end, the supply situation must begin to show significant gains next quarter and consistent improvement throughout the year, otherwise, another forecast adjustment may be necessary.

March 2022 New-Vehicle Sales Forecast Highlights
  • New-vehicle sales are expected to fall 24% from last March but should rise more than 15% from February 2022 with three more selling days.
  • The SAAR in March 2022 is estimated to be 13.1 million, below last year's 17.6 million level, and down from February's 14.1 million pace.
  • All segments will see double-digit month-over-month sales increases with mid-size cars seeing the largest increase at 19.8%.

March 2022 Sales Forecast


Sales Forecast1

Market Share

Segment

Mar-22

Mar-21

Feb-22

YOY%

MOM%

Mar-22

Feb-22

MOM

Mid-Size SUV/Crossover

220,000

272,852

193,152

-19.4%

13.9%

18.0%

18.3%

-0.2%

Compact SUV/Crossover

185,000

263,091

162,892

-29.7%

13.6%

15.2%

15.4%

-0.2%

Full-Size Pickup Truck

175,000

227,328

152,886

-23.0%

14.5%

14.3%

14.5%

-0.1%

Compact Car

82,000

122,163

70,803

-32.9%

15.8%

6.7%

6.7%

0.0%

Mid-Size Car

73,000

100,941

60,935

-27.7%

19.8%

6.0%

5.8%

0.2%

Grand Total2

1,220,000

1,608,763

1,057,523

-24.2%

15.4%






1 

Cox Automotive Industry Insights data

2

Total includes segments not shown

Q1 2022 New-Vehicle Sales Forecast Highlights
  • New-vehicle sales volumes are forecast to drop 16% from Q1 2021; Q1 2022 is forecast to show the lowest Q1 sales volumes in a decade.
  • After finishing atop the sales chart in 2021, Toyota Motor Company—combined Toyota and Lexus sales—is forecast to be No. 1 by volume in Q1 2022.
  • Hyundai and Tesla continue to gain share; General Motors forecast to drop notably in Q1.

Q1 2022 Sales Forecast


Sales Forecast1

Market Share

Make

Q1 2020

Q1 2021

Q1 2022

2022 vs
2020

2022 vs
2021

Share
Q1 2020

Share
 Q1 2021

Share
Q1 2022

Toyota Motor Corporation

495,747

603,066

510,348

2.9%

-15.4%

14.1%

15.4%

15.6%

General Motors

616,432

639,406

485,330

-21.3%

-24.1%

17.6%

16.3%

14.8%

Ford Motor Company

514,614

517,711

431,123

-16.2%

-16.7%

14.7%

13.2%

13.2%

Stellantis

446,768

469,651

411,174

-8.0%

-12.5%

12.7%

12.0%

12.5%

Hyundai Motor Company

272,775

334,902

317,100

16.2%

-5.3%

7.8%

8.5%

9.7%

Honda Motor Company

298,784

347,091

252,205

-15.6%

-27.3%

8.5%

8.8%

7.7%

Nissan-Mitsubishi

293,169

313,784

216,199

-26.3%

-31.1%

8.4%

8.0%

6.6%

Subaru Corporation

130,591

160,426

141,795

8.6%

-11.6%

3.7%

4.1%

4.3%

Tesla

56,200

69,300

132,052

135.0%

90.6%

1.6%

1.8%

4.0%

Volkswagen Group

128,436

163,069

116,319

-9.4%

-28.7%

3.7%

4.2%

3.5%


Sales Forecast1

Market Share

Make

Q1 2020

Q1 2021

Q1 2022

2022
vs 2020

2022
vs 2021

Share
 Q1 2020

Share
Q1 2021

Share
Q1 2022

BMW AG

64,692

77,718

79,685

23.2%

2.5%

1.8%

2.0%

2.4%

Mazda Motor Corporation

67,670

83,258

78,436

15.9%

-5.8%

1.9%

2.1%

2.4%

Daimler AG

75,266

89,915

63,133

-16.1%

-29.8%

2.1%

2.3%

1.9%

Geely Holding Group

19,485

27,357

23,298

19.6%

-14.8%

0.6%

0.7%

0.7%

Tata Group

25,429

27,950

18,699

-26.5%

-33.1%

0.7%

0.7%

0.6%

Rivian Automotive

0

0

720

-

-

0.0%

0.0%

0.0%

Lucid Motors

0

0

494

-

-

0.0%

0.0%

0.0%

Grand Total2

3,506,058

3,924,604

3,278,110

-6.5%

-16.5%

100.0%

100.0%

100.0%



1 

Cox Automotive Industry Insights data

2

Total includes segments not shown

All percentages are based on raw volume, not daily selling rate.

About Cox Automotive

Cox Automotive Inc. makes buying, selling, owning and using vehicles easier for everyone. The global company's more than 27,000 team members and family of brands, including Autotrader®, Dealer.com®, Dealertrack®, Kelley Blue Book®, Manheim®, NextGear Capital®, VinSolutions®, vAuto® and Xtime®, are passionate about helping millions of car shoppers, 40,000 auto dealer clients across five continents and many others throughout the automotive industry thrive for generations to come. Cox Automotive is a subsidiary of Cox Enterprises Inc., a privately-owned, Atlanta-based company with annual revenues of nearly $20 billion. www.coxautoinc.com

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SOURCE Cox Automotive

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There Goes The Fed’s Inflation Target: Goldman Sees Terminal Rate 100bps Higher At 3.5%

There Goes The Fed’s Inflation Target: Goldman Sees Terminal Rate 100bps Higher At 3.5%

Two years ago, we first said that it’s only a matter…

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There Goes The Fed's Inflation Target: Goldman Sees Terminal Rate 100bps Higher At 3.5%

Two years ago, we first said that it's only a matter of time before the Fed admits it is unable to rsolve the so-called "last mile" of inflation and that as a result, the old inflation target of 2% is no longer viable.

Then one year ago, we correctly said that while everyone was paying attention elsewhere, the inflation target had already been hiked to 2.8%... on the way to even more increases.

And while the Fed still pretends it can one day lower inflation to 2% even as it prepares to cut rates as soon as June, moments ago Goldman published a note from its economics team which had to balls to finally call a spade a spade, and concluded that - as party of the Fed's next big debate, i.e., rethinking the Neutral rate - both the neutral and terminal rate, a polite euphemism for the inflation target, are much higher than conventional wisdom believes, and that as a result Goldman is "penciling in a terminal rate of 3.25-3.5% this cycle, 100bp above the peak reached last cycle."

There is more in the full Goldman note, but below we excerpt the key fragments:

We argued last cycle that the long-run neutral rate was not as low as widely thought, perhaps closer to 3-3.5% in nominal terms than to 2-2.5%. We have also argued this cycle that the short-run neutral rate could be higher still because the fiscal deficit is much larger than usual—in fact, estimates of the elasticity of the neutral rate to the deficit suggest that the wider deficit might boost the short-term neutral rate by 1-1.5%. Fed economists have also offered another reason why the short-term neutral rate might be elevated, namely that broad financial conditions have not tightened commensurately with the rise in the funds rate, limiting transmission to the economy.

Over the coming year, Fed officials are likely to debate whether the neutral rate is still as low as they assumed last cycle and as the dot plot implies....

...Translation: raising the neutral rate estimate is also the first step to admitting that the traditional 2% inflation target is higher than previously expected. And once the Fed officially crosses that particular Rubicon, all bets are off.

... Their thinking is likely to be influenced by distant forward market rates, which have risen 1-2pp since the pre-pandemic years to about 4%; by model-based estimates of neutral, whose earlier real-time values have been revised up by roughly 0.5pp on average to about 3.5% nominal and whose latest values are little changed; and by their perception of how well the economy is performing at the current level of the funds rate.

The bank's conclusion:

We expect Fed officials to raise their estimates of neutral over time both by raising their long-run neutral rate dots somewhat and by concluding that short-run neutral is currently higher than long-run neutral. While we are fairly confident that Fed officials will not be comfortable leaving the funds rate above 5% indefinitely once inflation approaches 2% and that they will not go all the way back to 2.5% purely in the name of normalization, we are quite uncertain about where in between they will ultimately land.

Because the economy is not sensitive enough to small changes in the funds rate to make it glaringly obvious when neutral has been reached, the terminal or equilibrium rate where the FOMC decides to leave the funds rate is partly a matter of the true neutral rate and partly a matter of the perceived neutral rate. For now, we are penciling in a terminal rate of 3.25-3.5% this cycle, 100bps above the peak reached last cycle. This reflects both our view that neutral is higher than Fed officials think and our expectation that their thinking will evolve.

Not that this should come as a surprise: as a reminder, with the US now $35.5 trillion in debt and rising by $1 trillion every 100 days, we are fast approaching the Minsky Moment, which means the US has just a handful of options left: losing the reserve currency status, QEing the deficit and every new dollar in debt, or - the only viable alternative - inflating it all away. The only question we had before is when do "serious" economists make the same admission.

They now have.

And while we have discussed the staggering consequences of raising the inflation target by just 1% from 2% to 3% on everything from markets, to economic growth (instead of doubling every 35 years at 2% inflation target, prices would double every 23 years at 3%), and social cohesion, we will soon rerun the analysis again as the implications are profound. For now all you need to know is that with the US about to implicitly hit the overdrive of dollar devaluation, anything that is non-fiat will be much more preferable over fiat alternatives.

Much more in the full Goldman note available to pro subs in the usual place.

Tyler Durden Tue, 03/19/2024 - 15:45

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Household Net Interest Income Falls As Rates Spike

A Bloomberg article from this morning offered an excellent array of charts detailing the shifts in interest payment flows amid rising rates. The historical…

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A Bloomberg article from this morning offered an excellent array of charts detailing the shifts in interest payment flows amid rising rates. The historical anomaly was both surprising and contradicted our priors.

10 Key Points:

  1. Historical Anomaly: This is the first time in the last fifty years that a Federal Reserve rate hike cycle has led to a significant drop in household net interest income.
  2. Interest Expense Increase: Since the Fed began raising rates in March 2022, Americans’ annual interest expenses on debts like mortgages and credit cards have surged by nearly $420 billion.
  3. Interest Income Lag: The increase in interest income during the same period was only about $280 billion, resulting in a net decline in household interest income, a departure from past trends.
  4. Consumer Debt Influence: The recent rate hikes impacted household finances more because of a higher proportion of consumer credit, which adjusts more quickly to rate changes, increasing interest costs.
  5. Banks and Savers: Banks have been slow to pass on higher interest rates to depositors, and the prolonged period of low rates before 2022 may have discouraged savers from actively seeking better returns.
  6. Shift in Wealth: There’s been a shift from interest-bearing assets to stocks, with dividends surpassing interest payments as a source of unearned income during the pandemic.
  7. Distributional Discrepancy: Higher interest rates benefit wealthier individuals who own interest-earning assets, whereas lower-income earners face the brunt of increased debt servicing costs, exacerbating economic inequality.
  8. Job Market Impact: Typically, Fed rate hikes affect households through the job market, as businesses cut costs, potentially leading to layoffs or wage suppression, though this hasn’t occurred yet in the current cycle.
  9. Economic Impact: The distribution of interest income and debt servicing means that rate increases transfer money from those more likely to spend (and thus stimulate the economy) to those less likely to increase consumption, potentially dampening economic activity.
  10. No Immediate Relief: Expectations for the Fed to reduce rates have diminished, indicating that high-interest expenses for households may persist.

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One more airline cracks down on lounge crowding in a way you won’t like

Qantas Airways is increasing the price of accessing its network of lounges by as much as 17%.

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Over the last two years, multiple airlines have dealt with crowding in their lounges. While they are designed as a luxury experience for a small subset of travelers, high numbers of people taking a trip post-pandemic as well as the different ways they are able to gain access through status or certain credit cards made it difficult for some airlines to keep up with keeping foods stocked, common areas clean and having enough staff to serve bar drinks at the rate that customers expect them.

In the fall of 2023, Delta Air Lines  (DAL)  caught serious traveler outcry after announcing that it was cracking down on crowding by raising how much one needs to spend for lounge access and limiting the number of times one can enter those lounges.

Related: Competitors pushed Delta to backtrack on its lounge and loyalty program changes

Some airlines saw the outcry with Delta as their chance to reassure customers that they would not raise their fees while others waited for the storm to pass to quietly implement their own increases.

A photograph captures a Qantas Airways lounge in Sydney, Australia.

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This is how much more you'll have to pay for Qantas lounge access

Australia's flagship carrier Qantas Airways  (QUBSF)  is the latest airline to announce that it would raise the cost accessing the 24 lounges across the country as well as the 600 international lounges available at airports across the world through partner airlines.

More Travel:

Unlike other airlines which grant access primarily after reaching frequent flyer status, Qantas also sells it through a membership — starting from April 18, 2024, prices will rise from $600 Australian dollars ($392 USD)  to $699 AUD ($456 USD) for one year, $1,100 ($718 USD) to $1,299 ($848 USD) for two years and $2,000 AUD ($1,304) to lock in the rate for four years.

Those signing up for lounge access for the first time also currently pay a joining fee of $99 AUD ($65 USD) that will rise to $129 AUD ($85 USD).

The airline also allows customers to purchase their membership with Qantas Points they collect through frequent travel; the membership fees are also being raised by the equivalent amount in points in what adds up to as much as 17% — from 308,000 to 399,900 to lock in access for four years.

Airline says hikes will 'cover cost increases passed on from suppliers'

"This is the first time the Qantas Club membership fees have increased in seven years and will help cover cost increases passed on from a range of suppliers over that time," a Qantas spokesperson confirmed to Simple Flying. "This follows a reduction in the membership fees for several years during the pandemic."

The spokesperson said the gains from the increases will go both towards making up for inflation-related costs and keeping existing lounges looking modern by updating features like furniture and décor.

While the price increases also do not apply for those who earned lounge access through frequent flyer status or change what it takes to earn that status, Qantas is also introducing even steeper increases for those renewing a membership or adding additional features such as spouse and partner memberships.

In some cases, the cost of these features will nearly double from what members are paying now.

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