Commercial Vehicle Group Inc. (CVGI) filed Annual Report for the period ended 2010-12-31.
Commercial Vehicle Group Inc. has a market cap of $416.1 million; its shares were traded at around $14.99 with a P/E ratio of 65.2 and P/S ratio of 0.7.
This is the annual revenues and earnings per share of CVGI over the last 10 years. For detailed 10-year financial data and charts, go to 10-Year Financials of CVGI.
Highlight of Business Operations:
New heavy truck commercial vehicle demand has historically been cyclical and is particularly sensitive to the industrial sector of the economy, which generates a significant portion of the freight tonnage hauled by commercial vehicles. Production of heavy truck commercial vehicles in North America was strong from 2004 to 2006 due to the broad economic recovery in North America, corresponding growth in the movement of goods, the growing need to replace aging truck fleets and OEMs receiving larger than expected preorders in anticipation of the new EPA emissions standards becoming effective in 2007. During 2007, the demand for North American Class 8 heavy trucks experienced a downturn as a result of preorders in 2006 and general weakness in the North American economy and corresponding decline in the need for commercial vehicles to haul freight tonnage in North America. The demand for new heavy truck commercial vehicles in 2008 was similar to 2007 levels as weakness in the overall North American economy continued to impact production related orders. The overall weakness in the North American economy and credit markets continued to put pressure on the demand for new vehicles in 2009 as reflected in the 42% decline of North American Class 8 production levels from 2008. We believe this general weakness has contributed to the reluctance of trucking companies to invest in new truck fleets. In 2010, North American Class 8 production levels increased approximately 30% over the prior year period. According to a February 2011 report by ACT Research, a publisher of industry market research, North American Class 8 production levels are expected to increase from 154,000 in 2010, peak at 314,000 in 2013 and decline to 226,000 in 2015, which represents a compound annual growth rate of approximately 8%. We believe the increase in demand for new Class 8 vehicles will be driven by several factors, including growth in freight volumes and the replacement of aging vehicles. ACT forecasts that the total U.S. freight composite will increase from 11.6 trillion in 2010 to 14.2 trillion in 2015. ACT estimates that the average age of active U.S. Class 8 trucks is 6.7 years in 2010, the highest average vehicle age over the past decade. As vehicles age, their maintenance costs typically increase. ACT forecasts that the vehicle age will decline as aging fleets are replaced.
Within the commercial vehicle industry, we sell our products primarily to the global OEM truck market (approximately 40% of our 2010 revenues), the global construction OEM market (approximately 23% of our 2010 revenues), the military market (approximately 9% of our 2010 revenues) and the aftermarket and OEM service organizations (approximately 14% of our 2010 revenues). The majority of the remaining 14% of our 2010 revenues was derived from other global commercial vehicle and specialty markets.
The global Class 8 truck manufacturing market is concentrated in three primary regions: North America, Europe and Asia-Pacific. The global Class 8 truck market is localized in nature due to the following factors: (1) the prohibitive costs of shipping components from one region to another, (2) the high degree of customization of Class 8 trucks to meet the region-specific demands of end-users and (3) the ability to meet just-in-time delivery requirements. According to ACT Research, four companies represented approximately 98% of North American Class 8 truck production in 2010. The percentages of Class 8 production represented by Daimler Trucks, PACCAR, International (Navistar) and Volvo/Mack were approximately 34%, 25%, 23% and 16%, respectively, in 2010. We supply products to all of these OEMs.
In mid-2003, evidence of renewed growth emerged and truck tonmiles (number of miles driven multiplied by number of tons transported) began to increase, along with new truck sales. During the second half of 2003, new truck dealer inventories declined and, consequently, OEM truck order backlogs began to increase. According to ACT, monthly truck order rates began increasing significantly from December 2003 through 2005. In 2006, OEMs received larger than expected preorders in anticipation of the new EPA emissions standards becoming effective in 2007. During 2007, 2008 and 2009, the demand for North American Class 8 heavy trucks declined as a result of 2006 preorders, a weakness in the North American economy and corresponding decline in the need for commercial vehicles to haul freight tonnage in North America. In 2010, North American Class 8 production levels increased approximately 30% over the prior-year period. We believe that the increase from 2009 to 2010 was a result of the strengthening in the North American economy and corresponding increase in the need for commercial vehicles to haul freight tonnage in North America. According to ACT, unit production for 2011 is estimated to increase approximately 58% from 2010 levels to approximately 244,000 units.