Why there is no 'Peak Car'
- Auto sales, particularly in the US, have been booming for years. Automakers have been positing healthy profits, but now concern has developed about "Peak Car," the idea that worldwide auto sales growth has topped out.
- The auto industry isn't meaningfully threatened by ride-hailing or new companies making electric vehicles. And although sales could decline in the future, historically high transaction prices should offset a slowdown.
- A solid economy has led analysts to scour the globe for sources of worry, and because cars cost so much and the auto industry employs so many people, they've begun to attract attention as a recessionary indicator.
- Even if a recession appears, automakers have ridden out downturns for a century and generally seen sales recover.
As worries about a US or even global recession have emerged over the past 12 months, Wall Street analysts and economic pundits have been looking for data that might suggest a downturn is coming.That data is hard to come by. The US unemployment rate is at a 50-year low, 3.6% in May, a level at which economists would characterize the country as being at full employment and start fretting instead about inflation driven by a tight labor market increasing wages.
That hasn't made the auto market any less attractive for recession prophets. Cars cost a lot of money, they're usually financed, and the big car companies employ - and lay off - lots of people. The industry mashes up plenty of juicy data points; when it really is tanking, it usually means the rest of the economy is in bad shape.
"Peak Car" is an oversold idea
The routine downturns, meanwhile, were absorbed. GM and Ford have each been around for over 100 years; they've ridden out many recessions, not to mention two world wars and the Great Recession.
A prerecessionary idea that's now gaining ground is "peak car." This is the notion that worldwide auto sales growth has topped out and will fall in the future. Flashy new Silicon Valley businesses, such as Uber and Lyft, are pointed to as evidence that fewer people will need to own cars in the future, and that this "de-ownership" trend will undermine if not destroy new-vehicle markets.Some of the peak car discussion is founded in a misconception. When Wall Street talks about auto sales peaking, it means peaking in a cyclical sense (more on that in a minute). Auto sales are cyclical, rising and falling over time. Because the Great Recession's impact was so severe, US auto sales ran below the so-called "replacement rate" of 15 million for a time, then bounced back to a healthy range before an aging US vehicle fleet and and improving economy sent annual sales up to 17 million and above, starting in 2015.
Globally, regional markets have their own dynamics. The Chinese market has seen crazy sales growth, making it by far the world's biggest, with 28 million vehicles sold in 2018. Latin America, meanwhile, has been troubled, while Europe has been flat. Often, the sales patterns in, say, the US and Latin America are countercyclical, as the US credit cycle turns in opposition to commodities. That provides the GMs and Fords with a way to make money globally when they experience a downturn at home.
Sales ultimately matter less than profits
Bill Pugliano / Stringer
Mind you, if the US market fell below 15 million for an annual sales pace, that would be a problem. But that would also mean a true recession had kicked in. But nobody thinks that will happen. GM is actually organized to be profitable if sales fall to 11 million annually, but a more realistic scenario is a decline to the 16-16.5-million mark.China is concerning because growth there has boosted Western car makers' profits, and that era of expansion could be ending. But a more affluent China long-term means a dynamic that looks more like the US, with volume being replaced by higher sticker prices - and the attendant higher profits.
In order to understand why "peak car" isn't happening, I generally point to one chart, taken from the St. Louis Federal Reserve's wealth of economic data and showing US auto sales since the 1970s. Let's walk through it:
This is US auto sales since the mid-1970s. As you can see, since the mid-1980s, when the current competitive makeup of the US market took shape, yearly sales have hovered around a 15-to-17-million level.
The dot-com meltdown, unlike the oil shock of the early 1990s, didn't knock much off US GDP and was localized in the tech economy, so auto sales didn't dip by much.Advertisement
Now, look at the Great Recession. Sales hadn't fallen that far in the US since the early 1980s. And back then, peak sales levels where lower.
Since 2015, US auto sales have been posting record or near-record annual totals above 17 million.Advertisement
If you look at the tail-end of the US sales chart, you see the same clustering from 2015 on. You also see less volatility than in the 2000s pattern, suggesting a smoother market overall.
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