# Cooper-Standard Holdings Inc. (CPS)

Informational only - not investment advice.

CIK: 0001320461
SIC: 3714 Motor Vehicle Parts & Accessories
SIC breadcrumb: [Manufacturing](/division/D/) > [Transportation Equipment](/major-group/37/) > [SIC 3714 Motor Vehicle Parts & Accessories](/industry/3714/)
Latest 10-K filed: 2026-02-13
SEC page: https://www.sec.gov/edgar/browse/?CIK=1320461
Filing source: https://www.sec.gov/Archives/edgar/data/1320461/000132046126000012/cps-20260213.htm

## At a glance

FY2025 · period end 2025-12-31 · filed 2026-02-13 · accession 0001320461-26-000012 · source: https://data.sec.gov/api/xbrl/companyfacts/CIK0001320461.json

| Metric | Value | FY | Provenance |
| --- | ---: | ---: | --- |
| Revenue | 2,740,915,000 USD | 2025 | verified |
| Net income | -4,165,000 USD | 2025 | verified |
| Assets | 1,833,174,000 USD | 2025 | verified |
| Free cash flow | 16,250,000 USD | 2025 | computed |
| Net margin | -0.15% | 2025 | computed |
| Operating margin | 3.16% | 2025 | computed |
| Revenue YoY | +0.37% | 2025 | computed |

Stockholders' equity was not positive at FY2025 year-end (-83,488,000 USD, as filed); ROE and liabilities / equity are omitted rather than computed.

Computed values are grepcent-computed from the verified facts above and may differ from ratios the company itself reports. Free cash flow = operating cash flow − capital expenditures. Net margin = net income ÷ revenue. Operating margin = operating income ÷ revenue. Revenue YoY = FY2025 revenue ÷ FY2024 revenue − 1 (consecutive fiscal years only).

No market price, no rating, no forecast on this site. Not investment advice.

### Peer percentile fingerprint

| Ratio | CPS | Peer median | Percentile | N |
| --- | ---: | ---: | ---: | ---: |
| Net margin | -0.2% | 3.3% | 9 | 23 |
| Operating margin | 3.2% | 7.1% | 11 | 20 |
| Revenue growth | 0.4% | 3.3% | 26 | 24 |
| FCF margin | 0.6% | 5.4% | 5 | 23 |
| ROA | -0.2% | 3.2% | 13 | 24 |
| Current ratio | 1.30 | 2.01 | 17 | 24 |

Percentile = share of the N covered peers reporting that ratio whose value is lower (ties counted half); computed among grepcent-covered companies in SIC industry 3714 Motor Vehicle Parts & Accessories, not the whole market. A higher percentile means a higher value of the ratio, not a better company. Ratios with fewer than 8 reporting peers are omitted. Latest reported values per company; fiscal periods may differ. Descriptive arithmetic - not a score, rating, or ranking.

## Selected Fundamentals
| Metric | Value | Unit | FY | Filed |
| --- | ---: | --- | ---: | --- |
| Revenue | 2740915000 | USD | 2025 | 2026-02-13 |
| Net income | -4165000 | USD | 2025 | 2026-02-13 |
| Assets | 1833174000 | USD | 2025 | 2026-02-13 |

## Financials

Annual standardized facts from SEC companyfacts as of latest extracted filing date 2026-02-13. Source: https://data.sec.gov/api/xbrl/companyfacts/CIK0001320461.json. Derived margins, ratios, and free cash flow are computed from the extracted annual SEC facts.

| Metric | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 | 2024 | 2025 |
| --- | ---: | ---: | ---: | ---: | ---: | ---: | ---: | ---: | ---: | ---: |
| Revenue | 3,472,891,000 | 3,617,773,000 | 3,624,042,000 | 3,108,400,000 | 2,375,439,000 | 2,330,191,000 | 2,525,391,000 | 2,815,879,000 | 2,730,893,000 | 2,740,915,000 |
| Net income | 138,988,000 | 137,971,000 | 103,601,000 | 67,529,000 | -267,605,000 | -322,835,000 | -215,384,000 | -201,985,000 | -78,746,000 | -4,165,000 |
| Operating income | 247,104,000 | 266,167,000 | 110,324,000 | 155,990,000 | -268,686,000 | -209,092,000 | -105,002,000 | 46,031,000 | 69,824,000 | 86,602,000 |
| Gross profit | 664,776,000 | 671,086,000 | 548,305,000 | 359,122,000 | 147,547,000 | 87,228,000 | 129,791,000 | 290,776,000 | 302,915,000 | 327,524,000 |
| Diluted EPS | 7.42 | 7.35 | 5.66 | 3.92 | -15.82 | -18.94 | -12.53 | -11.64 | -4.48 | -0.23 |
| Operating cash flow | 365,471,000 | 313,106,000 | 149,388,000 | 97,697,000 | -15,934,000 | -115,510,000 | -36,150,000 | 117,277,000 | 76,369,000 | 64,442,000 |
| Capital expenditures | 164,368,000 | 186,795,000 | 218,071,000 | 164,466,000 | 91,794,000 | 96,107,000 | 71,150,000 | 80,743,000 | 50,498,000 | 48,192,000 |
| Assets | 2,491,702,000 | 2,725,648,000 | 2,624,145,000 | 2,635,582,000 | 2,611,944,000 | 2,226,493,000 | 1,963,529,000 | 1,872,299,000 | 1,733,065,000 | 1,833,174,000 |
| Liabilities | 1,769,911,000 | 1,870,559,000 | 1,772,670,000 | 1,759,600,000 | 1,987,833,000 | 1,895,133,000 | 1,862,337,000 | 1,962,032,000 | 1,866,435,000 | 1,924,751,000 |
| Stockholders' equity | 697,360,000 | 826,569,000 | 824,806,000 | 856,175,000 | 607,110,000 | 324,883,000 | 107,713,000 | -81,300,000 | -125,769,000 | -83,488,000 |
| Cash and cash equivalents | 480,092,000 | 515,952,000 | 264,980,000 | 359,536,000 | 438,438,000 | 248,010,000 | 186,875,000 | 154,801,000 | 170,035,000 | 191,699,000 |
| Free cash flow | 201,103,000 | 126,311,000 | -68,683,000 | -66,769,000 | -107,728,000 | -211,617,000 | -107,300,000 | 36,534,000 | 25,871,000 | 16,250,000 |

### Ratios

ROE and ROA use period-end equity/assets. Liabilities / equity uses total liabilities divided by stockholders' equity. Current ratio uses current assets divided by current liabilities when both are reported.

| Metric | 2016 | 2017 | 2018 | 2019 | 2020 | 2021 | 2022 | 2023 | 2024 | 2025 |
| --- | ---: | ---: | ---: | ---: | ---: | ---: | ---: | ---: | ---: | ---: |
| Net margin | 4.00% | 3.81% | 2.86% | 2.17% | -11.27% | -13.85% | -8.53% | -7.17% | -2.88% | -0.15% |
| Operating margin | 7.12% | 7.36% | 3.04% | 5.02% | -11.31% | -8.97% | -4.16% | 1.63% | 2.56% | 3.16% |
| Return on assets | 5.58% | 5.06% | 3.95% | 2.56% | -10.25% | -14.50% | -10.97% | -10.79% | -4.54% | -0.23% |
| Current ratio | 1.71 | 1.73 | 1.52 | 1.67 | 1.88 | 1.66 | 1.50 | 1.38 | 1.40 | 1.30 |

## As-reported value updates

6 tracked differences above grepcent's stated thresholds were found between the earliest XBRL-filed value and the value currently on file for the same fiscal period.

Ledger: /company/CPS/revisions/


## Quarterly

Quarterly standardized facts from SEC companyfacts as of latest extracted filing date 2026-08-06. Source: https://data.sec.gov/api/xbrl/companyfacts/CIK0001320461.json.

Flow metrics use discrete quarter-length periods from 10-Q/10-Q/A filings. Q4 revenue and net income are derived only when annual FY and nine-month YTD facts exist for the same fiscal year; derived Q4 values are labeled. EPS Q4 is not derived.

| Quarter | End date | Revenue | Net income | Diluted EPS | Method |
| --- | --- | ---: | ---: | ---: | --- |
| 2022-Q3 | 2022-09-30 |  |  | -1.90 | reported discrete quarter |
| 2023-Q1 | 2023-03-31 |  |  | -7.57 | reported discrete quarter |
| 2023-Q2 | 2023-06-30 |  |  | -1.61 | reported discrete quarter |
| 2023-Q3 | 2023-09-30 | 736,038,000 | 11,363,000 | 0.65 | reported discrete quarter |
| 2023-Q4 | 2023-12-31 | 673,643,000 | -55,152,000 |  | derived Q4 = FY annual - nine-month YTD |
| 2024-Q1 | 2024-03-31 | 676,425,000 | -31,660,000 | -1.81 | reported discrete quarter |
| 2024-Q2 | 2024-06-30 | 708,362,000 | -76,243,000 | -4.34 | reported discrete quarter |
| 2024-Q3 | 2024-09-30 | 685,353,000 | -11,057,000 | -0.63 | reported discrete quarter |
| 2024-Q4 | 2024-12-31 | 660,753,000 | 40,214,000 |  | derived Q4 = FY annual - nine-month YTD |
| 2025-Q1 | 2025-03-31 | 667,069,000 | 1,552,000 | 0.09 | reported discrete quarter |
| 2025-Q2 | 2025-06-30 | 705,973,000 | -1,401,000 | -0.08 | reported discrete quarter |
| 2025-Q3 | 2025-09-30 | 695,502,000 | -7,644,000 | -0.43 | reported discrete quarter |
| 2025-Q4 | 2025-12-31 | 672,371,000 | 3,328,000 |  | derived Q4 = FY annual - nine-month YTD |
| 2026-Q1 | 2026-03-31 | 686,359,000 | -33,303,000 | -1.85 | reported discrete quarter |
| 2026-Q2 | 2026-06-30 | 721,349,000 | -18,843,000 | -1.04 | reported discrete quarter |

## Filed narrative (10-K & 10-Q)

## Business

Verbatim Item 1 Business section from CPS's latest 10-K: [/company/CPS/business/](/company/CPS/business/).

## Risk Factors

Verbatim Item 1A Risk Factors from CPS's latest 10-K: [/company/CPS/risk-factors/](/company/CPS/risk-factors/).

## Latest quarter (10-Q)

Latest 10-Q source: https://www.sec.gov/Archives/edgar/data/1320461/000132046126000114/cps-20260630.htm

Extracted structurally from real Item 2 body heading to real Item 3/4 boundary.
Confidence: high
Filing date: 2026-08-06
Report date: 2026-06-30

Item 2.        Management’s Discussion and Analysis of Financial Condition and Results of Operations

This management’s discussion and analysis of financial condition and results of operations is intended to assist in understanding and assessing the trends and significant changes in our results of operations and financial condition. Our historical results may not indicate, and should not be relied upon as an indication of, our future performance. Our forward-looking statements reflect our current views about future events, are based on assumptions and are subject to known and unknown risks and uncertainties that could cause actual results to differ materially from those contemplated by these statements. See “Forward-Looking Statements” below for a discussion of risks associated with reliance on forward-looking statements. Factors that may cause differences between actual results and those contemplated by forward-looking statements include, but are not limited to, those discussed below and in our Annual Report on Form 10-K for the fiscal year ended December 31, 2025 filed with the U.S. Securities and Exchange Commission (“2025 Annual Report”), including Item 1A. “Risk Factors.” The following should be read in conjunction with our 2025 Annual Report and the other information included herein. Our discussion of trends and conditions supplements and updates such discussion included in our 2025 Annual Report. References in this quarterly report on Form 10-Q (the “Report”) to “we,” “our,” or the “Company” refer to Cooper-Standard Holdings Inc., together with its consolidated subsidiaries.

Executive Overview

Our Business

We design, manufacture and sell sealing systems and fluid handling systems (consisting of fuel and brake delivery systems and fluid transfer systems) for use primarily in passenger vehicles and light trucks manufactured by global original equipment manufacturers (“OEMs”). We are primarily a “Tier 1” supplier, with approximately 86% of our sales in 2025 made directly to major OEMs for installation on new vehicles.

Recent Trends and Conditions

General Economic Conditions and Outlook

The global automotive industry is susceptible to unpredictable economic conditions that can adversely impact new vehicle demand and production levels. These challenges may be compounded by disruptions in supply chains for certain critical materials and components, and business conditions can vary materially by region and over time. In 2025, global light vehicle production increased modestly despite persistent economic risks and uncertainties. The industry outlook for the remainder of 2026 continues to be uncertain due to geopolitical risks, including military actions in the Middle East, rising oil prices, constraints on global trade and transportation through the Strait of Hormuz, and increased inflationary pressures.

In North America, consumer confidence in the United States remains subdued, with certain surveys and economic indices remaining near their lowest levels in over a decade. Ongoing concerns regarding U.S. military actions in the Middle East and continued uncertainty surrounding U.S. trade policy have contributed to heightened volatility across capital and consumer markets. Persistently high interest rates, elevated prices for energy and consumer goods, and rising levels of consumer debt are further weighing on overall economic activity. Conversely, lower tax rates, reduced regulation, and other incentives included in recently enacted legislation are expected to support commercial investment and consumer demand once geopolitical conditions stabilize. Economists at the International Monetary Fund (“IMF”) project that the economies of the United States, Canada and Mexico will grow by 2.3 percent, 1.1 percent and 1.2 percent, respectively, in 2026.

In Europe, trends toward economic stabilization and expansion evident earlier in the year have been disrupted by the military actions in the Middle East. Rising oil and natural gas prices are contributing to higher inflation and lower consumer spending. Fiscal stimulus, particularly in Germany, increased defense-related spending, and continuing solid business investment are expected to provide some support to regional economic activity, partially offsetting lower consumer spending. In addition, unemployment in the region appears to be stabilizing at approximately 6.0% which is the lowest level in a decade. Amid this uncertain environment, economists at the IMF project that the Eurozone economy will grow by 0.9 percent in 2026.

In the Asia Pacific region, China’s economy has continued to grow steadily, supported by domestic stimulus measures and increased export activity. Lower effective U.S. tariffs and domestic stimulus have helped offset certain impacts of the military actions in the Middle East. However, weak consumer demand, persistent declines in property values and rising public debt continue to cloud the outlook for future growth, with consumer confidence remaining near its lowest level in a decade. Despite these challenges, economists at the IMF project that China’s economy will grow by 4.6 percent in 2026.

In South America, the Brazilian central bank initiated a policy to lower interest rates during the first quarter of 2026 in an effort to stimulate economic growth. However, inflationary pressures have re-emerged as military actions in the Middle East have led to higher energy prices and increased costs for imported fertilizers critical to Brazil’s agriculture sector. With inflation concerns rising, the central bank may moderate its pace of rate reductions in the near term. Despite these concerns and ongoing

27

global market uncertainty, consumer confidence in Brazil remains well above the averages observed over the past decade. As a result, economists at the IMF project that Brazil's economy will grow by 2.4 percent in 2026.

Production Levels

Our business is directly affected by automotive vehicle production rates in North America, Europe, the Asia Pacific region and South America. These production rates can be impacted by changing macro-economic conditions, geopolitical actions, regional consumer sentiment, labor disruptions, supply chain disruptions and changing regulatory and trade requirements, among other factors.

Light vehicle production in certain regions for the three and six months ended June 30, 2026 and 2025 was as follows:

[[GREPCENT_TABLE]]
[["","Three Months Ended June 30,","","Six Months Ended June 30,"],["(in millions of units)","2026(1)","","2025(1)","","% Change","","2026(1)","","2025(1)","","% Change"],["North America","3.9","","","4.0","","","(0.2)%","","7.7","","","7.7","","","(0.7)%"],["Europe","4.4","","","4.5","","","(1.2)%","","8.8","","","8.8","","","(0.3)%"],["Asia Pacific","13.2","","","13.2","","","0.3%","","25.8","","","26.0","","","(0.8)%"],["Greater China","7.5","","","7.8","","","(3.2)%","","14.2","","","14.9","","","(5.3)%"],["South America","0.8","","","0.8","","","7.5%","","1.5","","","1.5","","","5.8%"]]
[[/GREPCENT_TABLE]]

(1)Production data based on Mobility Global, July 2026.

Current industry forecasts project that global light vehicle production will decline by approximately 2% in 2026 compared with 2025, followed by modest growth in 2027. Actual production volumes, however, have varied historically and may fluctuate from forecasted levels due to geopolitical actions, catastrophic events affecting the supply of aluminum and other critical materials and components, broader supply chain disruptions, labor-related disruptions in certain regions or locations, cyberattacks or natural disasters impacting customer operations, changes in consumer demand, the regulatory environment, availability of incentives and overall industry competitiveness, among other factors. In addition, the electric vehicle segment continues to face significant challenges in achieving previously forecasted production volumes, particularly in North America.

Raw Materials

Our business is susceptible to inflationary pressures related to raw materials. Abrupt changes in the market prices or availability of certain key raw materials may result in operational and profitability challenges for the Company and the industry as a whole. Although global commodity markets and pricing remained relatively stable in 2025, geopolitical instability in the Middle East during the first six months of 2026 has contributed to higher oil prices and disruptions along major global shipping routes. These conditions may result in shipment delays, extended transit times, increased fuel, freight and insurance costs, reduced carrier availability, or the need to reroute cargo, any of which could adversely affect our supply chain, production schedules, operating costs, and ability to meet customer delivery commitments. During the second quarter of 2026, we experienced a significant spike in raw material costs, primarily but not exclusively related to petroleum-derived products. We continue to work closely with our customers and suppliers to mitigate ongoing inflationary pressures and material-related cost exposures through a combination of index-based pricing agreements and other commercial enhancements.

General Inflation and Recovery Strategy

In response to inflationary cost pressures that we continue to experience, we have implemented aggressive lean and cost optimization initiatives that are helping to offset these cost pressures. In addition, we continue to actively pursue pricing adjustments from our customers to offset higher costs in our current business, where the higher costs are market driven and beyond our immediate control.

IEEPA Tariff Refund Claims

In 2025, the U.S. Administration imposed a series of tariffs on nearly all U.S. trading partners pursuant to the International Emergency Economic Powers Act of 1977 (“IEEPA”). On February 20, 2026, the United States Supreme Court issued a ruling striking down tariffs previously imposed under IEEPA. Immediately following the Supreme Court ruling, the U.S. government initiated new tariffs under Section 122 of the Trade Act ("Section 122 tariffs") which have been in effect since February 24, 2026.

In March 2026, the U.S. Court of International Trade ("CIT") issued an order directing U.S. Customs and Border Protection ("CBP") to process refunds of certain IEEPA tariffs. In April 2026, the CBP released a new system to process IEEPA tariff refunds, allowing importers to submit refund claims. The Company has elected to apply the loss recovery guidance in accordance with ASC 450, Contingencies, to account for the recognition of these refund claims. Any future

28

recovery of tariff refund claims will be recognized as a receivable when the claim becomes probable and will be reflected as a reduction of cost of products sold for inventory previously sold, or as a reduction of inventory for goods that remain unsold. For the three and six months ended June 30, 2026, the IEEPA tariff refunds did not have a material impact on our condensed consolidated financial statements.

Results of Operations

[Excerpt truncated for page length; source filing is linked above.]

## Latest 10-K MD&A (excerpt)

Latest 10-K Item 7 source: https://www.sec.gov/Archives/edgar/data/1320461/000132046126000012/cps-20260213.htm
Complete FY 2025 MD&A: /company/CPS/mda/fy2025/

Extracted structurally from real Item 7 body heading to real Item 7A/8 boundary. Published MD&A gate trimmed front/tail over-capture.
Confidence: high
Filing date: 2026-02-13
Report date: 2025-12-31

Item 7.        Management’s Discussion and Analysis of Financial Condition and Results of Operations

This management’s discussion and analysis of financial condition and results of operations is intended to assist in understanding and assessing the trends and significant changes in our results of operations and financial condition. Our historical results may not indicate, and should not be relied upon as an indication of, our future performance. Our forward-looking statements reflect our current views about future events, are based on assumptions and are subject to known and unknown risks and uncertainties that could cause actual results to differ materially from those contemplated by these statements. See Item 1. “Business—Forward-Looking Statements” for a discussion of risks associated with reliance on forward-looking statements. Factors that may cause differences between actual results and those contemplated by forward-looking statements include, but are not limited to, those discussed below and in Item 1A. “Risk Factors.” Management’s discussion and analysis of financial condition and results of operations should be read in conjunction with our consolidated financial statements and the notes to those statements included in Item 8. “Financial Statements and Supplementary Data” of this Report. References in this Annual Report on Form 10-K (the “Report”) to “we”, “our”, or the “Company” refer to Cooper-Standard Holdings Inc., together with its consolidated subsidiaries.

Executive Overview

Our Business

We design, manufacture and sell sealing systems and fluid handling systems (consisting of fuel and brake delivery systems and fluid transfer systems) for use primarily in passenger vehicles and light trucks manufactured by global OEMs. In 2025, approximately 86% of our sales consisted of original equipment sold directly to OEMs for installation on new vehicles. The remaining 14% of our sales were primarily to Tier I and Tier II suppliers and non-automotive manufacturers. Accordingly, sales of our products are directly affected by the annual vehicle production of OEMs, particularly the production levels of the vehicles for which we provide specific parts. Most of our products are custom designed and engineered for a specific vehicle platform. Our sales and product development personnel frequently work directly with OEM engineering departments in the design and development of our various products.

Although each OEM may emphasize different requirements as the primary criteria for judging its suppliers, we believe success as an automotive supplier generally requires outstanding performance with respect to quality, price, service, new program launches, design and engineering capabilities, innovation, timely delivery, financial stability, an extensive global footprint, and sustainability. Also, we believe our continued commitment to invest in global common processes is an important factor in servicing global customers with the same quality and consistency of product wherever we produce in the world. This is especially important when supplying products for global platforms.

In addition, to remain competitive and offset continued customer pricing pressure, we must also consistently achieve and sustain cost savings. In an ongoing effort to reduce our cost structure, we run a global continuous improvement program which includes training for our employees, as well as implementation of lean tools, structured problem solving, best business practices, standardized processes and change management. We also continually evaluate opportunities to optimize our manufacturing footprint by consolidating facilities and relocating production as appropriate. We believe we will continue to be successful in our efforts to improve our design and engineering capabilities and manufacturing processes while achieving cost savings, including through our continuous improvement initiatives.

Our OEM sales are generally based upon purchase orders issued by the OEMs, with updated releases for volume adjustments. As such, we typically do not have a defined backlog of orders at any point in time. Once selected to supply products for a particular platform, we typically supply those products for the platform life, which is normally five to eight years, though this term is not guaranteed. In addition, when we are the incumbent supplier to a given platform, we believe we have a competitive advantage in winning the redesign or replacement platform, although future awards are not guaranteed.

In 2025, approximately 59% of our sales were generated in North America. Because of our significant international operations, we are subject to the risks associated with doing business in other countries, such as increased trade restrictions, tariffs or taxes or the imposition of embargoes on imports, currency volatility, high interest and inflation rates, and the general political and economic risk that are associated with some of these markets.

Recent Trends and Conditions

General Economic Conditions and Outlook

The global automotive industry is susceptible to unpredictable economic conditions that can adversely impact new vehicle demand and production. Disruptions in the supply chains for certain critical materials and components can further exacerbate these challenges, and business conditions can fluctuate significantly across different regions and time periods. In 2023, light

27

vehicle production showed strong resilience and growth, supported by sustained consumer demand and OEM efforts to replenish depleted inventory levels. This resilience and growth occurred despite ongoing global economy uncertainty created by persistent inflation, rising interest rates and heightened geopolitical tension in key regions of the world. In 2024, light vehicle production slowed modestly, primarily due to rising inventory levels, relatively high interest rates, concerns about vehicle affordability, and ongoing geopolitical tensions around the world. In 2025, global light vehicle production returned to moderate growth despite lingering economic risks and uncertainties stemming from ongoing geopolitical conflicts and shifts in U.S. trade policy, including the implementation of significant new tariffs on many imported goods, autos among them. This global growth was primarily driven by strong production volume in China which more than offset declines in North America and Europe. In 2026, industry forecasts anticipate a 0.4 percent decline in global vehicle production compared to 2025.

In North America, consumer confidence in the United States remains subdued, with certain indices remaining near their lowest levels in over a decade. Ongoing uncertainty surrounding U.S. trade policy continues to create instability across capital and consumer markets. Persistently high interest rates, elevated prices for consumer goods, and rising consumer debt are further weighing on overall economic activity. Despite these headwinds, lower tax rates, reduced regulation, and other incentives included in recent legislation are expected to help stimulate both commercial investment and consumer demand in 2026. Economists at the International Monetary Fund (IMF) now project that the economies of the United States, Canada and Mexico will grow by 2.4 percent, 1.6 percent and 1.5 percent, respectively, in 2026.

In Europe, rising real wages, increased employment, lower inflation (including reduced energy costs), and declining interest rates are driving stronger household consumption. Fiscal stimulus measures, particularly in Germany, along with increased investments in infrastructure and defense are also contributing to overall economic growth. Nevertheless, uncertainty remains regarding the implementation of recent trade agreements with the United States and their potential effects on the region. Amid this uncertain environment, economists at the IMF project that the Eurozone economy will grow by 1.3 percent in 2026.

In the Asia Pacific region, China’s economy has continued to grow steadily, supported by domestic stimulus measures and an increase in exports. However, weak domestic consumer demand, persistent declines in property values and mounting public debt are obscuring the prospects for future growth. Consumer confidence remains near its lowest point in a decade. Additionally, ongoing uncertainty surrounding trade relations with the United States has contributed to a slowdown in private industrial investment. Despite these challenges, economists at the IMF project that the Chinese economy will grow by 4.5 percent in 2026.

In South America, the Brazilian central bank has maintained interest rates at restrictive levels to combat persistent inflation. While these high interest rates, combined with a more conservative fiscal policy have resulted in lower inflation, it has not yet reached the target rate of 4.0 percent. Lower inflation, strong global demand for the country’s exports, and expectations of interest rate cuts later in 2026 as inflation nears the target rate are contributing to improved consumer confidence in the country. However, after two years of economic growth averaging roughly 3.0 percent, economists at the IMF project that Brazil's economic growth rate will slow modestly to 1.6 percent in 2026.

Production Levels

Our business is directly affected by the automotive vehicle production rates in North America, Europe, the Asia Pacific region and South America. These production rates can be impacted by changing macro-economic conditions, geopolitical actions, regional consumer sentiment, labor disruptions, supply chain disruptions and changing regulatory and trade requirements, among other factors.

According to estimates of S&P Global, global light vehicle production was approximately 92.9 million units in 2025. This reflects an increase of approximately 3.7% globally compared to 2024.

Light vehicle production in certain regions for 2025 and 2024, as well as projections for 2026, are provided in the following table:

[[GREPCENT_TABLE]]
[["(in millions of units)","2026(1)","","2025(1)","","2024(1)","","Projected % Change 2026 vs. 2025","","% Change 2025 vs. 2024"],["North America","15.0","","15.3","","15.4","","(2.2)%","","(1.0)%"],["Europe","16.9","","17.0","","17.2","","(0.4)%","","(1.2)%"],["Asia Pacific","55.2","","55.2","","51.7","","\u2014%","","6.9%"],["Greater China","32.7","","33.1","","30.1","","(1.3)%","","10.1%"],["South America","3.2","","3.0","","3.0","","6.2%","","1.8%"]]
[[/GREPCENT_TABLE]]

(1)    Production data based on S&P Global, January 2026.

28

Industry Overview

Competition in the automotive supplier industry is intense and has increased in recent years as OEMs have demonstrated a preference for stronger relationships with fewer suppliers. Because of a growing emphasis on global vehicle platforms, automotive suppliers with a global manufacturing footprint capable of fully servicing customers around the world will typically have a competitive advantage over smaller, regional competitors. This dynamic is likely to result in further consolidation of competing suppliers within our industry over time.

OEMs have shifted some research and development, design and testing responsibility to suppliers, while simultaneously shortening new product cycle times. To remain competitive, suppliers must have state-of-the-art engineering and design capabilities and continuously improve their engineering, design and manufacturing processes to effectively service the customer. Suppliers are increasingly expected to collaborate on, or assume the product design and development of, key automotive components. This shift requires suppliers to provide innovative solutions to meet evolving technologies aimed at improved emissions and fuel economy.

Increased competitiveness in the industry, as well as customer focus on costs, has resulted in continued pressure on suppliers for price reductions, even in an inflationary environment, which redu

[Excerpt truncated for page length; the complete text is on the linked full-MD&A page.]

Read the full FY 2025 MD&A: /company/CPS/mda/fy2025/
All MD&A years: /company/CPS/mda/


## MD&A history

Prior-year 10-K MD&A spans are extracted from SEC filings with the same bounded parser used for the latest filing. Each year's full verbatim text is on its own sub-page.

- [FY 2024 MD&A](/company/CPS/mda/fy2024/): filed 2025-02-14; accession 0001320461-25-000033 (https://www.sec.gov/Archives/edgar/data/1320461/000132046125000033/cps-20241231.htm)
- [FY 2023 MD&A](/company/CPS/mda/fy2023/): filed 2024-02-16; accession 0001320461-24-000034 (https://www.sec.gov/Archives/edgar/data/1320461/000132046124000034/cps-20231231.htm)
- [FY 2022 MD&A](/company/CPS/mda/fy2022/): filed 2023-02-17; accession 0001320461-23-000047 (https://www.sec.gov/Archives/edgar/data/1320461/000132046123000047/cps-20221231.htm)
- [FY 2021 MD&A](/company/CPS/mda/fy2021/): filed 2022-02-18; accession 0001320461-22-000038 (https://www.sec.gov/Archives/edgar/data/1320461/000132046122000038/cps-20211231.htm)




## Macro cross-references

Indicators mapped to this company's SIC classification (industry 3714 Motor Vehicle Parts & Accessories) by grepcent's deterministic macro-sector crosswalk. A navigational mapping, not a statistical or causal claim.

- [INDPRO](/indicator/INDPRO/): Industrial Production: Total Index
- [TCU](/indicator/TCU/): Capacity Utilization: Total Index
- [PPIACO](/indicator/PPIACO/): Producer Price Index by Commodity: All Commodities
- [DGS10](/indicator/DGS10/): Market Yield on U.S. Treasury Securities at 10-Year Constant Maturity

Macro-to-micro threads including this sector: [Inflation (CPI / PCE / PPI)](/thread/inflation-cpi-pce-ppi/), [US labor market](/thread/us-labor-market/), [Growth & output](/thread/growth-output/), [Money & trade](/thread/money-trade/), [Government finances](/thread/government-finances/), [Sector employment](/thread/sector-employment/), [Industrial orders & inventories](/thread/industrial-orders/), [Trade & external](/thread/trade-external/).

All macro indicators: /indicators/


## For LLMs & downloads

Markdown twin: /company/CPS.md · JSON record: /company/CPS.json · verified financials: /company/CPS/financials.json / /company/CPS/financials.csv · machine TOC for the whole site: /llms.txt