SUVs have undoubtedly become the saviors of many manufacturers in recent years. The SUV segment is the most popular among buyers in the world today, and all brands, with a few exceptions, benefit from a full range of SUVs, which sometimes become spread out.

These vehicles also allowed manufacturers to increase their revenues, of course by increasing sales, but also more profits, these models are sold more expensive than othersbeing technically quite similar to already existing products and not being SUVs.

The question now is whether this trend will continue or whether the threats to this segment will lead to a decline in SUV sales.

Rush SUV

In 2021, SUVs accounted for nearly 42% of global new vehicle sales, excluding light commercial vehicles. Customers purchased nearly 31.9 million of these vehicles, up 13% from 2020. This growth was impressive, especially when compared to other segments, with A-F segments up 1% and pickups up 3 %. last year.

The reasons for this success are now well known: a wider product offering, more electrified models, the persistent idea that driving in a high position gives a sense of safety, but also practicality, with ease of access that may suit some customers with mobility problems.

Last year, the first figures testify to this SUVs accounted for 45-46% of global car sales. Significant growth was recorded in countries such as India, Germany, Great Britain, Mexico, Indonesia, Turkey, Malaysia, Vietnam, South Africa, Thailand and the Philippines. On the other hand, demand fell in the United States, the second largest market in the world, with a drop of 7%. China fell 2% to 10.4 million units.

Will SUVs soon be under threat?

However, this steady growth will soon be under threat stricter pollution and weight standards.

Although SUVs have improved emissions, these vehicles remain heavy and require more powerful engines. The data shows that all SUV segments (except luxury SUVs) saw an average reduction in emissions in Europe between 2020 and 2021. However, their overall average was 107.9 g/km CO₂ significantly higher than city cars, sedans, and compact cars with averages of 76.9, respectively; 97.7; 97.6 and 100.8 g/km.

If this difference persists, legislators may begin to fine SUVs, not only for their emissions, but also for the space they occupy. An SUV is always larger and heavier than its counterpart in other segments. For example, in Europe, The SUV is 27% heavier than its compact counterpart. In the US, its weight is 22% greater than that of a sedan.

The imposition of taxes on SUVs could undoubtedly affect demand and also pose a serious threat to the profitability of manufacturers that have been betting on SUVs for more than a decade. Even if sales are falling, manufacturers have never made as much money, particularly by favoring SUVs on production lines to cope with recent production and supply difficulties.

At the same time, the energy transition creates very high research and development costs for manufacturers, costs that are partly financed by the cash flows generated from the sale of gasoline and diesel SUVs. Thus, raising taxes on SUVs should not, paradoxically, slow down the deployment of the electric car ? The equation seems difficult to solve, and the government will obviously play a role in it.