Economy

Car market, the brake is the wait for incentives

Too much indecision, excessive slowness of the bureaucracy to make the incentives operational, perhaps the hope that the European elections will soon free motorists from the eco-diktats of the Ursula Majority, or perhaps the fact that salaries in the Bel Paese remain at a standstill, but that's it that after a year and seven months of sales growth, the Italian market is falling again. At least according to the data provided two days ago by the Ministry of Transport, which show -3.7% on 2023 with only 162,083 registrations.

If we look at the data by type of fuel, we cannot ignore that very few seem to want an electric car, at least up to the point of proven incentives, since in the Italian market the share of BEVs is today 3.3% (it was 4.8%); but plug-in hybrids are also less popular (-22.6%) while plug-in hybrids, i.e. those that refuel like thermal ones, score +8.9%. Problems with the charging stations, it seems, because now there are many of them but few are functioning, connected or usable for reasons of “broken” software or lack of connection to the internet which is then used to pay. Probably in Italy there was a rush to install without paying too much attention to the quality of the service and now it is advisable to remedy this quickly, before the laboriousness of the top-ups becomes an undeniable alibi. In any case, in March petrol cars went up by 6.3%, diesel cars went down by 28%, who knows if they are destined to recover after the elections, while methane starts to appreciate again (36.4% of the market) and remains stable LPG with a share of 7.6%.

Be careful, there really needs to be considered the long-waiting effect for incentives on the decisions of Italians, but looking at how much the companies have sold, Stellantis leaves 11.6% on the field caused by -9.7% for Alfa Romeo ; -5.8% for Citroën, -11.5% for DS, -2.1% for Fiat, -11.7% for Jeep, -4.2% for Lancia, -25.6% for Maserati; -32.1% for Opel and -21.1% for Peugeot. Renault and Ford recorded +5.2%, with +4.9% for the former and +5.4% for Dacia, but a nice -24% for Ford. The Italian DR is also marking time, while the Sino-English MG is popular and reaches a promising +67%. The Volkswagen group scores +3.3%, but Audi loses 9%, Cupra scores -10.7%; -31.7% for Seat, but VW alone rises by 14% and Skoda grows by 14.3%.

Luxury without crisis, with Lamborghini making +110.7%, made up, just to give you an idea, of just 59 cars. Staying on the subject of imports from Germany, BMW and Daimler recorded -4.8% less but with the propeller logo +5.6% and Mini at -35.5%. Mercedes-Benz rises by 12.3%.

From Asian origin, the Toyota group reaches +31.8% made up of +31.2% and 0.5% achieved by Lexus. Nissan remains almost stable, +0.2%, Honda +20.4% and Mitsubishi +48.3%. Suzuki did less well (-3.5%), probably due to the excessive wait that lovers of the small Jimny off-road vehicle are forced to endure and for the 2024 restyling of the Vitara, announced only a few days ago. Subaru (-62%), Mazda (-11.8%), and the Korean manufacturers in general do worse: Hyundai -6%; Kia -5.6%. Volvo reaches an excellent +55% as do Jaguar and Land Rover (+5.1%), but here we enter the segment of cars considered “premium” and therefore registered by those who can afford them. Porsche also did well, +33.3%, while Ferrari fell back with -7.3% and Tesla collapsed with -49.7%. Making the top ten of the best-selling models, Tesla continues to receive preference among electric vehicles, while in all other types the Fiat Panda remains firmly in the lead, of which 11,806 units were registered in March, second is the Dacia Sandero with 5,535, the Lancia Ypsilon third with 4,845 examples put on the road. Down from the podium are the Citroën C3 (4,490 units), the Toyota Yaris Cross (3,849), the traditional Yaris (3,760), the Volkswagen T-Roc half-suv (3,403), then the Jeep Avenger (3,265) and the Peugeot 208 (3,211).

Pay attention, the best-selling ones are all honest cars, they don't promise anything revolutionary but they are also those that cost affordable sums and that break down less, as well as those whose assistance does not involve bloodletting or too many waits in terms of time for spare parts . In short, Italy, even in the globalized era, remains a nation in which mainly small cars are sold, even if the dimensions of the bodies appear to be constantly increasing because they follow the percentiles of the new generations. After all, with twelve-year-olds already 1.70 meters tall and 18-year-olds at the threshold of two metres, thinking of even maintaining the cockpits of the 1990s is an impossible mission.