Good afternoon, ladies and gentlemen, and thank you for standing by. Welcome to today's Ferrari 2019 First Quarter Results Conference Call. I must advise you this conference is being recorded today, 7th May, 2019. I would now like to hand the conference over to your speaker today, Ms. Nicoletta Russo, Head of Investor Relations.
Please go ahead.
Thank you, Sarah, and welcome to everyone who's joining us. Today's call will be hosted by the Group CEO, Luis Camilleri and Group CFO, Antonio Picca Piccon. All relevant materials are available in the Investors section of the Before we begin, let me remind you that any forward looking statements we might make during today's call are subject to the risks and uncertainties mentioned in the Safe Harbor statement included on Page 2 of today's presentation, and the call will be governed by this language. With that said, I'd like to turn the call over to Mr. Camilleri.
Good afternoon, and good morning, everyone. As evidenced by our release earlier today, we enjoyed a very strong quarter, which sets us up nicely to achieve our annual guidance that we disclosed earlier this year. Our volume growth was particularly strong, driven primarily by the success of the Ferrari Portofino, consistent with the strong order book we hold. While this quarter reflected a quarterly record in terms of volume, it was somewhat flattered by a previously disclosed acceleration in our shipments to China in anticipation of the new emission regulations that are being implemented in a somewhat inconsistent and uncertain manner by each individual province in China. As we have flagged, our cash flow was exceedingly strong this quarter, reflecting in large part the €170,000,000 that we received as advanced deposits on the orders for the Monza SP1 and SP2.
The first deliveries of these cars will take place in the Q4, which will help us to achieve the positive mix we are targeting for the full year. This year, we'll witness the unveiling of 5 new models. The first, the F8 Tributo, was presented at the Geneva Motor Show in March. We are delighted with the reception it has received to date. In fact, orders are very strong and compare favorably to the initial orders we captured on both the 458 and the 488.
The second model will be presented at the end of this month with a world premiere held here in Maranello. As we have stated previously, it will be a top of the line hybrid with supercar performance and a true beauty. We continue to work diligently to refine and finalize our brand diversification strategy. The first step has been to define the categories in which we will participate conscious of our rather unique dual identity as a racing team and a luxury brand. As part of this step, we've started to exit categories that do not fit with our vision.
And this is already visible from our numbers and will continue to be for a while. Our ultimate objective is to grow the business over the long term in a disciplined manner, while further enhancing our strong and vigorous brand equity. As I mentioned previously, we will publicly outline our strategy on this specific topic when we present our Q3 results. In terms of Formula 1, the first races clearly did not meet our ambitions, but we remain confident that we have all the necessary assets to be a credible contender for the championship. The season ahead is a long one.
We have proven that we have a fast car and we are accurately focused on improving its overall balance and performance. We have the privilege to have 2 great drivers and a great team principal. Very importantly, we have a united, serene, determined and talented team, both on the track and in Maranello, who will give their all to finally fulfill their and our ambitions. On that note, I'll pass it over to Antonio to take you through the details of our results.
Thank you, Louis, and good afternoon to everyone. On page 5, as Louis just said, Q1 2019 saw a solid set of results. Our shipments increased by 4 82 units versus prior year, strongly supported by the Ferrari Portofino. Group net revenues increased to €940,000,000 that is by approximately €110,000,000 or above 13%. Adjusted EBITDA reached €311,000,000 improving by €39,000,000 or more than 14%.
EBITDA margin was 33.1%, up 30 basis points versus prior year and fully consistent with our 2019 guidance. Such a result includes a €4,000,000 uplift from the first time adoption of IFRS 16, the accounting principle on leasing. Adjusted diluted EPS was up 21.8 percent to €0.95 still benefiting from the Patent Box agreement signed last year. Industrial free cash flow reached EUR 282,000,000 positively impacted by the collection of the advances on Dimonza SP1 and SP2. This led net industrial debt to EUR 192,000,000 as of the end of March, which also reflects the cash impact of the share repurchases executed in Q1 and the one off increase related to the first time adoption of IFRS 16.
Let's turn to shipments on Page 6. Total shipments for the quarter increased by 22.7% versus prior year, supported by a 30.6% increase in V8 and a 4.1% increase in V12. The V8 performance was led by robust deliveries for the Ferrari Portofino, partially offset by lower volume from the 488 family, with the 488 GTB and Spider approaching the end of their life cycles, the 488 Pista ramping up and the 488 Pista Spider expected to commence shipments in Q2. The 812 Superfast supported V12 deliveries. Growth in shipments occurred across all regions.
EMEA grew 9.6%. Americas enjoyed a 26.5% increase. Rest of APAC was up 29.3%, while Mainland China, Hong Kong and Taiwan increased 79.2%. The geographic mix shifted in favor of Mainland China, where deliveries were accelerated in advance of the early implementation of new emission regulation, as we commented. Such an acceleration will imply comparatively lower volumes in H2.
Moving to Page 7 on group net revenues. We see how they increased by 11.1% at constant currency, that is at 2018 exchange rates net of hedges. Cars and spare parts revenues were up 18.3 percent at constant currency. As discussed, the growth reflected higher volumes of the Ferrari Portofino, the 812 Superfast as well as the ramp up of the 488 Pista, partially offset by lower sales of LaFerrari Aperta and the 488 GDB as well as the 488 Spider both in phase out. Personalization programs also positively contributed along with delivery of the FXX K EVO.
The erosion of the engines revenues was €19,000,000 down by 23.4% at constant currency in the quarter, reflecting lower shipments to Maserati. Revenues from sponsorship, commercial and brand were decreasing by 1.2% at constant currency due to lower revenues generated by other brand related activities. Currency, including translation and transaction impacts as well as foreign currency hedges, had a positive impact of EUR 17,000,000 mainly U. S. Dollar.
On Page 8, you can see the evolution in the main items of the adjusted EBIT. Adjusted EBIT was up 10.7% at current currency to €232,000,000 with adjusted EBIT margin of 24.7%. At constant currency, adjusted EBIT grew by 4.9%. Volume was positive by EUR 60,000,000, thanks to shipments increase. Mix in price was negative driven by mix due to the combined impact of lower sales of La Ferrera Aperta that finished its limited series run-in 2018 and the strong increase of the Ferrari Portofino.
This was partially offset by deliveries of the FXX K EVO along with personalizations programs. Just as a reminder, as we anticipated during our full year 2018 call, we have moved the contribution from personalizations from volume into pricemix due to their intrinsic enrichment nature. Industrial costs and R and D increased mainly due to higher depreciation and amortization of fixed assets, while future quarters will face increasing operational start up costs as we introduce new additional models in our fleet. Other decreased due to lower engine sales to Maserati as well as lower revenues from other brand related activities. One timers were in line with prior year.
The total net positive impact of currency was €12,000,000 for the quarter, clearly as the net result of more favorable market rate mitigated by the edges in place. The change in adjusted EBITDA reflect the same considerations in addition to the positive contribution from the adoption of IFRS 16. By the way, a similar impact from the new accounting principle can be expected for the next quarter, and this has been fully encompassed in our guidance. Moving to Page 9. Industrial free cash flow for the quarter was EUR 292,000,000 driven by the strong adjusted EBITDA and the positive cash impact from the collection of the advances on the Ferrari Monza SP1 and SP2, EUR €170,000,000 in Q1 2019.
This was partially offset by cap expanding of EUR 135,000,000 expected to accelerate in the 2nd part of the year to support the pipeline of new projects we are working on. Net industrial debt at the end of March 2019 after EUR 51,000,000 of share repurchases in the Q1 and including EUR 63,000,000 of lease liability as per IFRS 16 first time adoption reached €192,000,000 The recent approved dividend distribution is not yet included and will impact Q2 2019 for approximately EUR 193,000,000. Please note that from this quarter on, the definition of both net industrial debt and industrial free cash flow have been refined to simplify the reading of the company's industrial performance. On Page 10, we confirm the group's guidance for 2019 with net revenues above €3,500,000,000 with total shipments around 10,000 units adjusted EBITDA between EUR 1,200,000,000 and EUR 1,250,000,000 driven by positive volume as well as mix. Adjusted EBITDA providing the guidance already includes the impact of IFRS 16 first time adoption.
Adjusted EBIT between EUR 0.85000000000 €0.9000000000 adjusted diluted EPS between €3,500,000,000 €3,700,000, including the Patent Box benefit roughly EUR 450,000,000 of industrial free cash flow generation and change with the new definition. As a reminder, the Patent Box will also benefit the cash generation by lowering tax cash out. We did not consider any adjustment for the strengthening of the U. S. Dollar.
1st, because experience tell us not to bet on current strength. 2nd, because an active hedging policy now in place would anyway mitigate the impact, while providing better visibility longer term. However, given the strength of the quarter, should the exchange rate stays at the currently prevailing rate, we should be set up well to approach the high end of the range for both our adjusted EBITDA and adjusted EBIT. With that, I'd like to turn the call over to Nicoletta.
Thank you, Antonio. And we are now ready to start the Q and A session. Please, Sara.
Thank you. Your first question is from the line of John Murphy from Bank of America. Please go ahead.
Good afternoon, everybody. Just like a first question on the timing of product unveils as we go through the course of the year. It sounds like we'll have a new product in the end of the month, in addition to the Tributo. It sounds like there's 3 more coming. Just wondering what the timing of those other three unveils will be?
And then also if we should think about the Tributo and the new product coming at the end of May as combined the replacement for the 488? Or will we see something else replacing the 488? I'm just trying to understand there what that actual replacement will be and when we'll see it.
Hi, John. The Tributo sort of is a successor of the 488. The model that's coming in 3 weeks' time will be at the high end, and it will have SuperCar performance. When I say it's a high end, it will be above the 812 Superfast. So it's not a 488 replacement per se.
With regard to the other three models, 2 will probably be presented in September and the last one towards the end of the year. Does that answer your question? Okay.
Yes. And if I could kind of follow-up on this product that's coming out at the end of this month, it sounds like you're saying it's above the 812 Superfast, but given the performance and maybe the price point, and I kind of try to like to triangulate into that, it sounds like it will be a very attractive product for maybe consumers to trade off into maybe out of the Tributo or or the 488 that previously owned. So I mean, how much of that do you think will happen? Because it sounds like this is a sort of maybe one of the first products because a step function improvement in sort of a regular Ferrari, not the supercar or the hypercar. I'm just trying to understand that product positioning because it sounds like it's pretty important.
Well, I would ask you to be patient for 3 weeks, and you'll find out a lot more. What I would add is that it will be very consistent with the strategy we outlined back in September where we want to privilege revenue over volume. So just wait and see what this thing is all about.
Okay. We're looking forward to that.
Then just quickly on
the cash on the Moda deposits. There's €170,000,000 in the Q1, but it sounds like there's more to come. How much more is there to come? And how should we think about the timing of that because that was a big number?
Well, it depends on the precise deliveries we will have in the 4th quarter, but there is a bit more to come. It's not huge. As you know, they're all sold, so the bulk the real bulk of the deposits we've already received. So that model has performed very well. In fact, we have a lot of orders that can't be matched.
The interesting thing is The interesting thing is actually we had a number, quite a few customers who wanted to buy both. We actually refused.
Can you translate any of those people into the next Icona vehicle? Can you put them into the wait list for that?
We will see.
Okay. Then just lastly on engine, which sounds like it's under pressure just because Maserati volumes are flagging. What is the agreement there with Maserati? And at what point at what capacity utilization would you consider sort of cutting date on that agreement? And can you?
And what sort of the term of that agreement?
Well, as you know, we have a contract. And as you know, Maserati has announced that the end of that contract, they will not renew it. So eventually, we will no longer supply engines to Maserati, which actually from our perspective is actually a good thing, both from a margin perspective, but also the fact that we can transfer a lot of the labor that's been focused on the engines to the car side of the business.
Great. Thank you very much.
Thank you.
Thank you. The next question is from the line of Michael Binetti from Credit Suisse. Please go ahead.
Hey, good morning, everybody. Thanks for taking our questions and congrats on a nice quarter. Just a bit of housekeeping so that we understand the year. I think that as we talked about how to look at 2019, you had originally told us that Q1 was planned to be the biggest mix headwind quarter of the year lapping La Perata and then that's also the slowest growth quarter of the year. Is that still the case?
And just to help us think about the cadence of the year for 2019?
Yes. As you saw, the Q1, the mix was negative. Actually, I thought the average price was pretty good given the lapping of the LaFerrari. But as we've said before, the mix will improve as the year unfolds, particularly in the Q4, driven by the Monza. So overall, in the full year, we expect a positive mix.
Okay. It seems like the 4th quarter is going to have a pretty I mean, will mix be positive by 3rd quarter yet or just because of what's falling out of the baseline or it seems like 4th quarter is going to have a relatively huge mix impact on the year?
It's driven predominantly by the Q4, but I think mix improves as the year unfolds.
Okay. Could you help us understand a little better the shift in China? Is that I think you made some comment about 2Q related to China, but do you give back some of that volume in China in the second quarter as I reverse? And then I guess, would you help us think about the size of that impact in the first quarter on revenues and EBITDA? And maybe how the China mix of business impacts corporate margins?
Is China SKU higher than corporate on margin?
I think it's important to note that whilst we accelerated shipments, we're not increasing inventories. Those deliveries to customers. And in fact, those customers have to register the cars before the implementation of the emissions regulations vary by province. In fact, we anticipate that our inventories at the dealer network will be at a record low. Beyond that, I'm not sure I need to say anything on China.
Got it. Understood. Okay. Thank you very much.
Thank you. The next question is from the line of Adam Jonas from Morgan Stanley. Please go ahead.
Hey, Louis. So just one continuing on China. China got up to 13% of unit volume in the quarter. Can you remind us maybe a bit more steady state what you think the optimal or perhaps maximum proportion of mix should be derived from China for your company?
Well, as we've said, we believe that China is one of our great opportunities for growth. It will take some time. I think with the advent of our hybrid models and with the advent of the Purosangue, we will clearly be in a better position to exploit the opportunities that there are there in China. We're working diligently to strengthen our dealer network with a singular focus on Ferrari. And whilst they will take some time, we are confident that we will do well in China over time.
Okay. And since you mentioned the Port of Sanguay, it seems to me at least that your 2022 targets should be achievable without any help from the Purosangue. And I say that because I know that in the details of the presentation, there was this the launch or ramp could be at the very end of the 2022 horizon. But I just want to make sure the messaging is right that to achieve your 2022 targets, it's the Purosangue can help, but it doesn't appear to be make or break based on that model. That model's benefits are more beyond 2022.
Have I thought about that right, Louis?
Well, it's clearly in the numbers. So it obviously more than helps. I think it's part of the whole mix in terms of meeting those targets. So I wouldn't venture to say that without it, we would absolutely certainly make the target. But I think we're confident that we can make the target and we can make it with the Purosangue.
Okay. And then just finally, Louis, on EVs, can you tell us how you and the management team are looking at make or buy decisions with respect to key battery components, cells, software, pack in terms of your room to collaborate with partners that have huge scale and a part of the product that maybe the consumer doesn't see? Or is this have to be done within the house of Ferrari and as you leverage your Formula 1 expertise in design and thermal and everything else? I just I know I've thrown a lot at you there, but just can you give us a sense of what you buy in versus do in house on those critical components going forward?
Well, clearly, we work with our privileged suppliers, but and it's something we're studying. But ultimately, I think we're leaning towards make rather than buy to assure a competitive advantage in terms of the batteries, the cells, etcetera.
Thank you, Louis.
Thank you.
Thank you. The next question is from the line of Thomas Besson from Kepler Cheuvreux. Please go ahead.
Thank you very much. I'll have just two quick questions, please. Can you talk about the evolution of your industrial organization as you ramp up volumes substantially with the increase of the Portofino? I think 10 years ago, there was a decline in other volumes when the California was ramped up. This time around, everything else is still going fine.
So it looks like you're going to 10,000 units this year. Can you explain how you manage that within the plant? Are you moving to a 2 shift organization already? Or are you managing to do that with the existing pattern? And then the second question, I would just like you to remind us the potential consequence for the company if you cross 10 1,000 units this year in terms of various CO2 constraints or potential cost constraints?
Thank you very much.
Thank you. As we've said, in terms of the assets, whilst we have a few investments that we've already disclosed, the main focus has been on the labor force and training it. And as I mentioned earlier, the reduction in the Maserati volumes, the engine volumes has allowed us to shift some talented employees to the car side. So net net, we haven't increased dramatically. And clearly, because of the assets we have, we will eventually move to full second shift.
With regard to the implications of crossing the 10,000 barrier, Initially, the costs associated with that are really frankly not material.
Good. Thank you very much.
Thank you.
Thank you. The next question is from the line of Stephen Reitman from Societe Generale. Please go ahead.
Yes, good afternoon. I have two questions, please. The first is on R and D capitalization. The second is on personalization. On R and D capitalization, I think it was quite notable that you had a substantial reduction sequentially in your R and D capitalization rate from the sort of 44% level we've seen in the 3rd and the 4th quarters down to 30%.
So I'd say that the quality of your EBIT result was better measured that way. Can we expect a seasonal pattern that there'll be any increase as we go in the in towards the further into this year that we could see this capitalization ratio increase again? My second question is about personalization. And the question to what extent does the personalization rate also align with your product launch cadence? I would suspect that as with your newer products, your ability to demand a higher degree of personalization as a way of securing your place in the queue is greater.
Is that a factor? Thank you.
Your assumption regarding R and D capitalization is correct. It will increase as the year unfolds. With regard to personalization, we're at about 18% in the Q1, and we assume that the 18% will probably be the number for the full year. We don't actually give people a higher slot because they've got higher personalization. That's not the way it works.
My understanding was rather the dealers are quite adept at doing that. And the personalization, you were saying, the you said that that's now in the way you classify it, you switched it now a little bit. So if you hadn't made that switch, would there be a substantially greater decline in the mix figure that you reported, the mix element?
Not really because the personalization in percentage terms actually was pretty well flat quarter to quarter.
Thank you very much.
Thank you.
Thank you. The next question is from the line of Philippe Houchois from Jefferies. Please go ahead.
Thank you and good afternoon. I have a few questions. The first one I have is on you disclosed this time the share of specials in your total volume. I don't think you did that last year. What was the comparable number for Q1 2018, please?
The 18% as you show in
Good question because we are looking at the number.
Yes, maybe while you look at it
It was quite high because of the last Ferrari.
Yes. But as an outsider for me, the measure of mix really is the average revenue per unit and it's barely down in the Q1. And I was just wondering the positive surprise compared to what I was looking for. Is it because your transaction price on average on the Porto Fino was higher than I port high because of optional equipment? Or was it mostly because of the very high value of the FXX, for example, making up for the lower transaction prices on the Portofino?
I think the FXXK certainly helped as well as the A12 Superfast. Right.
Because I have a question on the
I would add to that country mix as well. Right. It was a favorable.
Right. Another question sorry, your first question is Antonio speaking. I think you can consider about 2% of the total in Q1 2018 especially. 2%, right.
Okay. I see the difference there. And I have one last question. It's kind of just a novice question on Ferrari. But I'm looking at historically, it took Ferrari about 3 years, if I remember, to deliver all the Apertas that were ordered.
And I'm just wondering is you sold about 500 Monzas right away, but some of the deliveries will only happen in 4 years or so. And I'm just wondering, how do you choose the sequence of deliveries to customers? And is basically a customer getting the car in your 4 is getting the same car or are you constantly improving the Monza or will you constantly be improving the Monza so that is I wouldn't say it's kind of a bad choice of word, but a fresh product as opposed to a rather old product. I'm just wondering how you manage that, if you can help me understand.
I think the premise of your question is that it would take 4 years. In fact, it won't take 4 years. By the end of 2021, the Monza SP1 and SP2 would have been delivered.
Right. But will it be technically the same car? Or will it be improved? Or will be technically the same car?
No. Exactly the same
car. And so and how do you manage disappointment among your customers to be getting a car in year 3 as opposed to getting a car in year
1? Well, that's been somewhat the issue that Ferrari has lived with for years. Right. Okay. It's something we're very mindful of in terms of balancing the order book, which I have to admit is incredibly strong at the moment and drives some of the volume that you see, because we want to ensure that the waiting lists are not too long.
The biggest complaint we get from customers is that the waiting list is too long on certain specific models. And that's a very delicate balance that we try to achieve. So we certainly don't want to increase the waiting lists. But we have to retain the exclusivity of our brand as well. And that's the balance we are very mindful of and that we try to ensure that we have right all along as the year unfolds.
Okay. Thank you very much.
Thank you.
Thank you. The next question is from the line of Martino De Ambroggi from Equita. Please go ahead.
Yes, thank you. Good morning, good afternoon, everybody. The first question is on the bridge for the EBIT. If I remember correctly, in your full year guidance, you assumed ForEx neutral for the full year. It was positive €18,000,000 €17,000,000 in Q1.
And presumably, the dollar will help going forward. So am I right in assuming that the guidance could be revised upwards updating the ForEx? The first question. And the second on the guidance, Thiago, is on the R and D capitalization. You mentioned that it will grow in the next quarter.
But what is the balance between R and D capitalized and amortized for the full year assumed in your guidance?
Okay.
I mean, I don't want to come across as being overly cautious or prudent. A 1 quarter does not make a year. We're still early in the year. There's still a number of uncertainties on the macro front. Currency is one of them.
Trade and tariff disputes appear to have returned to the full. And Brexit the Brexit episode remains unresolved. So as Antonio said, we feel pretty confident we'll approach the high end of our range. And I think I would rather wait till the Q2 to have half a year behind us to give us an opportunity to reassess where we stand for the entire year. But obviously, given the strength of this quarter, we feel pretty good about the year.
With regard to the R and D capitalization, I'll pass it on to Antonio.
Yes. You should assume not materially different in terms of capitalization rate compared to last year.
In terms of balance between capitalized and amortized? Correct. Okay. If I may, one more question on more general question on the buyback. In the press release, you mentioned that you continue to buy back shares also in Q2.
The €1,500,000,000 buyback you presented in the business plan, Will it go ahead regardless of the market price? So the EUR 1,500,000,000 is written in the stone, whatever will happen?
That's a safe assumption.
Okay. Thank you.
Thank you.
Thank you. The next question is from the line of Ryan Brinkman from JPMorgan. Please go ahead.
Hi, thanks for taking my question. I just wanted to check-in, you mentioned tariffs briefly, but if you could comment on the regulatory environment, how you think that's going to unfold and the potential ability for Ferrari to obtain any exemptions from any tariffs that are imposed?
I'm not sure we can get exemptions on tariffs. But clearly, as we move to hybridization relative to combustible engines in certain markets, we do get tax benefits. So we intend to clearly use those opportunities.
Okay, great. Thanks. And then with Ferrari being recognized as the world's strongest brand, it mentions in the slide deck, what is your latest thought with regards to the sponsorship commercial and brand opportunity? And in some of the past calls, you've talked about wanting to move slowly and deliberately in order to get that right. Are there any examples during the quarter of opportunities that were right for you or something that you're leaning toward?
As I think I mentioned in my earlier remarks, we're in the process of really cleaning up the portfolio. So we're exiting some categories. We've selected some categories that we want to exit, but we have contracts and license agreements. So we have to wait for those to expire. And we have selected the categories that we wish to exploit going forward.
But I'll tell you a lot more about that when we announce our Q3, if that's fair.
Sure thing. And then just lastly, are there any other brands, automobile or otherwise, beyond Maserati that Ferrari would be potentially interested in selling engines to?
The answer is a categoric no.
Great. Thank you very much.
Thank you. The next question is from the line of Adam Hull from MainFirst. Please go ahead.
Hi, good afternoon. Thanks for taking my question. Two questions really on free cash flow side. The first question is on Patent Box. Do you expect any benefit on the cash flow in 2020?
And do you confirm, is there, I think, EUR 100,000,000 benefit this year? I think you had €120,000,000 last year. And then secondly, on the CapEx, you're saying it's heavily skewed to H2. I think it was €135,000,000 or so in Q1. Just could you give us a sort of guidance for
the full year and a little bit of
a feel for what the split there between R and D and the cash PPE is? And then finally, actually a third question actually, if I could, just on the Maserati on the engine, when does that physically end? When will that be sort of a 0 for the sales of engines to Maserati?
Yes. On your first question, I think the Patent Box assumption, as of now, we assume the Patent Box benefit according to the low of 5 years ago will end in 2019. So the cash benefit will be this year and the following one
as a result.
The second question in respect of CapEx, I think when we had the full year call, we said the guidance for the year is a total CapEx of EUR 750,000,000. And in terms of ratio of R and D to total CapEx, you should see an increase compared to the previous year.
But just within that, sorry, on the EUR 750,000,000, just the R and D out of that EUR750,000,000 and how much will be cash PPE CapEx, PPE CapEx?
Correct. Out of EUR 750,000,000, we are assuming close to EUR 400,000,000 of R and D and the rest be PP and E.
Okay, great. And just on that patent book, sorry, is there no cash flow benefit in 2020? Sorry, it wasn't clear. Did it end the cash benefit is?
Yes. Look at the cash benefit, I mean, the last year of application of the Patent Box is 2019 according to the current legislation. And therefore, the cash benefit the last year of cash flow benefit is 2020.
So you said, I think, EUR 100,000,000 cash benefit this year. So what do you think as it stands, the cash benefit in rough terms? No, no.
I'm not commenting on the size of the benefit. I'm just telling you the last year when we recorded benefit according to the current legislation is in 20 20. I think in terms of the dimension of this benefit, we haven't been public yet.
Okay. Thanks.
But it's not close to EUR 100,000,000.
And on the Maserati, the timing of when the engine sales go to 0?
Well, we have we supply various engines. So it's very difficult to answer that question as to when it's actually going to 0. But certainly, I would say by 2021, 2022.
Okay. Thanks so much.
Thank you. The next question is from the line of Giulio Pescatore from HSBC. Please go ahead.
Hello. Thank you for taking my question. The first one is on market mix. You mentioned you had a positive
Well, predominantly, the U. S. And China are driving the market mix.
But in terms of help on the actual mix number in the bridge, could you give us a sense of how big the benefit is?
No, I wouldn't want to go there.
Okay. Just a second question on volume. Could we see volume growth turning negative by the end of the year as you ramp up models such as the Monza, which have a very strong impact on mix?
No, I don't think the volume is going to turn negative. In fact, I know it won't turn negative.
Okay. Just maybe one last one. You mentioned that in the Capital Markets Day that you started investing in a new HMI system. When will we see the first fruits of these investments? Will we have to wait until the full of Sangue gets unveiled?
Or can we see something later on?
You will see something in 3 weeks' time.
Great. Thank you.
Thank you. I'd now like to hand the conference back to Nicoletta.
Thank you, everyone, for joining us today. For any follow-up question you might have in a few minutes today, our team will be available. Have a lovely day. Bye bye.
Thank you. That does conclude the conference for today. Thank you for participating, and you may now disconnect.