Thomas Szlosek
And going through our results, thank you, Mike. I'm turning the slide forward to discuss our first quarter P&O. Our total revenue for the quarter was $6.7 billion and increase of 3% from a year ago. That's 4% on the same store basis. This was driven by a 10% increase in same store and new vehicle revenue as we increased new unit volumes across all three segments.
Sales gross profit of 1.2 billion increased by 3% from a year ago. This year-over-year performance included same store used vehicles growth of 12%, CFS growth of 6%, and after sales growth of 4%. The gross profit margin of 18.2% of revenue was down slightly from a year ago, reflecting improvements in margins for after sales, which was up 100 basis points or 140 basis points on the same store basis. And used vehicles including wholesale, which was up 90 basis points, and this was offset by the moderation of new vehicle unit profitability.
Adjusted SG&A of 67.5% of girls' profit was in line with our first quarter expectations year over year, the rate was adversely impacted by some timing and non-recurring items. And going forward, we continue to expect SG&A as a percentage of girls' profit to be between the 66% to 67% range for the full year, reflecting our focus on driving operational efficiency.
Adjusted operating margin was flat from the fourth quarter at 5% of revenue. Below the operating line, the floor plan interest expense decreased by $3 million from a year ago, as average rates were down approximately 100 basis points, more than offsetting the higher average outstanding borrowings. Non-vehicle interest expense decreased $2 million from a year ago, reflecting lower average outstanding balances. As a reminder, we reflect floor plan assistance received from OEMs in gross margins. This assistance totaled $31 million compared to $32 million a year ago, and net of these OEM incentives.
New vehicle floor plan expenses totaled $13 million down from $15 million last year. All in all, this resulted in adjusted net income of $184 million compared to $190 million a year ago. This 3% year over year decrease itself is the smallest year over year decline in three years, again demonstrating that the post-COVID profit normalization trend has significantly moderated.
Total shares we purchased over the past 12 months decreased our average shares outstanding for the quarter by 7% to 39.4 million shares. Benefiting our adjusted earnings per share, which was $4.68 for the quarter, an increase of $0.19 or 4% from the first quarter of 2024.
Slide 5 provides some color, more color for a new vehicles performance. New vehicle unit volumes were a strong point for the quarter, increasing more than 6% from a year ago on a total store basis and 7% on the same store basis.
Total store unit sales were up across our three segments, with import units up 2%, premium luxury up 14%, and domestic up 6%, reflecting strong supply, better incentives, and good performance by our commercial teams.
By powertrain, hybrid vehicle unit sales were up approximately 50% from the first quarter of a year ago and represented approximately 20% of our unit sales and 10% of our ending inventory. BEB vehicle sales were also up nearly 50% from a year ago, reflecting OEM actions with incentives and uncertainty regarding the longevity of government incentives for DEVs.
BEBs represented about 8% of our sales for the quarter and 8% of our ending inventory. Internal combustion engine unit sales were down 4% for the quarter. Our new vehicle unit profitability averaged $2,803 for the quarter, down seasonally from the fourth quarter, which is, as is a normal trend reflecting higher premium luxury waiting in the fourth quarter. Unit profitability was flat with the third quarter last year.
New vehicle inventory ended the quarter at 39,000 units up by about 1,000 units from a year ago. This represented 38 days of supply, down six days from the first quarter of last year, reflecting the strong new vehicle sales for the quarter.
Looking ahead, as Mike indicated, the momentum we have seen in March has continued into April, albeit at a moderating pace. During slide 6, the used vehicle unit profitability was up 13% from a year ago and 8% from the fourth quarter. We are executing much better on vehicle acquisition, reconditioning inventory velocity, and pricing.
Total uses gross profit was up 12%, reflecting this this retail unit profitability, as well as better wholesale results. Lower price vehicles continue to perform well with unit volume increasing in that band 10% from the fourth quarter in the sub $20,000 ban.
Supply availability remains a challenge, particularly for the mid and higher priced gears consistent with the past few quarters driven by lower new vehicle production during COVID. We continue to be competitive in securing trade-ins from new vehicle buyers and to source more than 90% of our vehicles internally, including through our We'll Buy Your Car program.
During the quarter, we opened two AN USA stores in Texas, adding density to the Houston and Dallas markets and bringing our AN USA store count to 26.
Moving to slide 7, customer financial services, the momentum and CSS performance continued during the quarter. Apart from the overall strength in vehicle sales, our product attachment rate was strong, remaining above two products per vehicle sold. More than 70% of our CFS income comes from product attachment. Also, our finance penetration rate for the first quarter continued north of 70%.
Our CFS PVR of $2,703 for the quarter was up 3% from $2,615 a year ago due to increased profit for contracts sold in higher average amounts finance.
The profitability growth in CFS is even more impressive considering the growth of a finance, which while superior in long-term profitability, dilutes our CFS PBR margins. Flight A provides an update on AN Finance, our captive finance company. The business' attractive offerings are driving strong customer take up, and we continue to expect strong ROEs in the business. During the first quarter, we originated $460 million in loans, up approximately $100 million from the fourth quarter, and $300 million from the first quarter of 2024. We had approximately $100 million in customer repayments in the quarter.
The quality of the portfolio continues to improve. Our credit and performance metrics are improving with average FICO scores on origination of 695 for the first quarter compared to 659 in the first quarter of 2024 and 684 in the fourth quarter of 2024.
Delinquency rates at 2% are solid, reflecting the shift in our targeted borrower base, as well as the fourth quarter sale of the substantive remainder of the legacy subprime portfolio inherited with the CIG acquisition. AN Finance generated operating profitability in the first quarter, and it's our expectation that it will be profitable for the full year.
From a funding perspective, 74% of our portfolio balance is funded with non-recourse debt. This is up from 61% a year ago and it's freeing up capital for us to reinvest. We are getting great support from our warehouse lenders, and as we begin to establish a regular ABS funding cadence, we expect 74% funding level to continue increasing.
We're actively preparing for our inaugural ABS funding program, which we expect to close in the next couple of quarters. Moving to slide 9 after sales representing nearly one half of our gross profits continued their revenue and marginal momentum, and gross profit was once again a record for automation. Same store gross profit increased by 4% from a year ago, with gross profit per day up 5% from a year ago. The increase was driven by an increase in gross per repair order and a modest increase in total repair orders.
For the first quarter, our margin rate was 48.8%, up 140 basis points on the same store basis from a year ago, reflecting improved parts and labor rates, higher tech efficiency, scale benefits, and higher value orders. We continue to develop and promote our technician workforce. The quarter end technician headcount was up 3%, and our technician efficiency continues to improve. Looking ahead, we expect our after sales business will grow roughly mid-single digits each year.
To slide 10, we continue to see a consistent and attractive conversion of income into cash. Adjusted free cash flow for the quarter totaled $237 million compared to $257 million a year ago, and our cash flow conversion remained robust at 129% of net income, adjusted net income. We're focused on sustaining this performance through the cycle time enhancement initiatives, as well as on prudent allocation of capital. To CapEx for the first quarter, our capital expenditures to depreciation ratio was 1.2x compared to 1.6x a year ago. And as a reminder, our second quarter cash flow is typically the lowest of the year, reflecting seasonal tax payments and other timing items. We continue to expect healthy free cash flow conversion for the full year.
Slide 11 capital allocation, as we've discussed in the past, we consider capital allocation an opportunity to either reinvest in the business in the form of CapEx or M&A or to return capital to our shareholders via share repurchase. CapEx is mostly maintenance related compulsory spending, totaled $75 million for the first quarter and was 20% lower than the first quarter of 2024.
We continually continue to actively explore M&A opportunities, and as Mike mentioned, we acquired two stores in Colorado during the quarter for $70 million. These Mazda and Ford stores are located adjacent to our existing stores and increase our density within the market, as previously discussed. We are competitive buyers where we are confident in achieving three-year returns greater than our weighted average cost of capital for poor franchise opportunities. This hurdle is higher for non-franchise acquisitions.
Share repurchases have been and will continue to be an important part of our playbook. During the first quarter we purchased $225 million worth of shares at an average price of $165 per share. During April, we have made additional repurchases, bringing our year-to-date repurchases to the $254 million for 4% of shares outstanding at the end of shares outstanding at the end of 2024.
In our capital allocation decisions, we also continually consider our investment grade balance sheet and associated leverage levels. At quarter end, our leverage was 2.56 times EBITDA in the middle of our two to three times EBITDA long term target.
Now let me turn the call back to Mike before we address your questions.
Michael Manley
Yeah, thank you, Tom. Obviously tariffs and their impact are going to continue to dominate the discussion in the coming weeks. And clearly get to a workable resolution is paramount, and we know all of our OEMs are working on that. But beyond the fact of tariffs, AutoNation delivered a great start to 2025 with robust performance across all business lines, which I think shows progress in key areas of our operation. And many of these areas are going to continue to deliver benefits to our company regardless of the resolution on tariffs.
And as a result, these initiatives combined with our day by day job of running our business well, it's going to continue to positively contribute to our cash generation, and Tom took you through that and through that enables us to focus on how we can use that cash for the benefit of our shareholders. And that's what we're going to continue to do going forward. So with that, let's open the lines of questions if there are any.
Derek Fiebig
Okay, thanks, Mike. Harry, if you could please remind the people how to ask questions?
Operator
Yes, of course. (Operator Instructions) John Murphy, Bank of America.
John Murphy
Good morning, guys. Just wanted to stay on the controllable side of things for a second here. Obviously FNI PVR was a real good guy. I think one of the highest levels we've ever seen, except maybe some real peaks in 22 and 23. Just curious in that context, and maybe Tom, you can give us some details on this. How much of a weight was the automation finance ramp to that number?
Because I mean, I know that's a little bit drag of a drag to the FNI PVR number at the moment is the book is building and as you think about that inaugural ABS. How much room and flexibility you have in the warehouse facility if marketing conditions remain a little bit wonky, over time I'm sure they'll be fine. You'll get something out there, but just curious how much flexibility you have and when you launch that inaugural ABS?
Thomas Szlosek
Thanks. Thanks, John. Good to hear from you in terms of the PVR for CFS, you're right, the 3% growth was impressive as I pointed out in my commentary, we are overcoming the shift of some of our financing to our finance portfolio, which, as we've talked about, gives us a superior long term return. But it does have a short-term impact on CFS. It was roughly, say $150 for the quarter. So you can think of adding that to the 3% and get a real appreciation for the growth that we had there. In terms of the funding of the portfolio, until we have ABS, we're very comfortable with the capacity and availability of warehousing and in fact, we increased our capacity in the court for the warehousing facilities and we'll continue to do so. Not an issue at all.
And in terms of ABS it's exciting for us to be pursuing that. We're working diligently right now on that transaction. There's a lot that goes into it, as a lot of modeling, a lot of work with your rating agencies and your banks. We're at the pace where we thought we'd be. Markets seem to be co-operating reasonably well in the last few days.
And so we're looking forward to being successful in that. We are hoping to get something, north of $500 million, but we'll see how that plays out. Hopefully, that helps answer your question. And Mike.
John Murphy
Yeah, that's great, Mike. I just had one follow-up question on your commentary of what appears to be some pull forward demanding the end of March and into April and maybe in May.
There's more than 10 million units of pent up demand at least by our estimates out there. So I mean, although we may quote unquote have a little bit of pull forward in these kind of two to three months here as we get resolution on the tariffs. Do you think there's going to be significant payback in the months after that, or could we continue to ride at sort of the 16 to 165 we saw sort of the pre pre-tariff, dust up, and this could be a pretty solid year?
I mean, there's a lot of opinions on this, a lot of people taking their numbers down significantly, but I think you made a very good point on there being some, substitution that, that might occur and keep sales going. So I'm just curious on sort of your thoughts on, is there -- are we staring down the barrel of big payback or maybe not just because there's so much pent up demand?
Michael Manley
So the way that I think about it is, I think that we saw, well, I believe we saw momentum in the marketplace, January through February, which we expected. So if I just put tariff to one side at this moment, I think that the market was headed for significant improvement year over year.
And to your point, therefore, what we saw and we call it a pull forward. We wouldn't necessarily have delivered a full payback in the balance of the year absent of tariffs anyway, because I think that there is pent up demand in the marketplace and I think that there was that momentum coming into it. I have, obviously, I have a very strong personal opinion on the what I think the impact of tariffs may well be.
And yeah, I do believe that because of the nature and the dynamics of the market and how tariffs will impact everybody in a different fashion, that there is going to be significant cushioning to the full impact on the total volume in the marketplace. I do think you're going to see a lot of market share swapping and moving. But just to summarize my answer, not everything that we saw come into the quarter was indeed pulled forward, and it's for sure, in my view, absent of tariffs will not be all given back in the back half of the year. We will never know, of course, because no one will be able to get a perfect science, but that's my view.
John Murphy
Extremely helpful. Thank you, guys.
Operator
Thanks.
Rajat Gupta with JPMorgan.
Rajat Gupta
Great. Thanks for the question. I just want to follow up on John's question earlier around, I think some of the comments you made, Mike, earlier that you expect, the OEMs to remain competitive on pricing, competitive on market share. I was curious, like how do you think that manifests in terms of front-end grosses, for the dealers? Would the OEMs expect dealers to absorb some of this inflation, maybe in the form of higher invoice pricing versus MSRP or maybe more dealer discounting versus incentives? I'm just curious, how you see that might play out? And have a quick follow up on AN Finance.
Michael Manley
But thanks for the question and it's great to have you on the call. So I state the obvious and by the way, I've read a number of the commentary from a lot of people on this call who I think have a very good perspective on this, but forgive me if what I say is just repetitive to certain things as we know.
The tariffs are not going to be -- not going to have a uniform impact across OEMs and they're not going to have a uniform impact within OEM's model ranges. And I think because of that, the key question is what is going to be the resulting competitive position of a vehicle in a segment against its competitive. So relevant competitive position becomes primary for all of the OEMs, and that's an obvious statement.
But because that's true, and no OEM wants to give up market share, and every single vehicle sold has a cross shop counterpart, that alone is going to mean that in my view, the last lever that's pulled is net transaction price appreciation and because of that, I think clearly the impact on the market from some of the projections that I've seen is probably overstated.
Not withstanding what I've said, what that's going to mean is there are some OEMs that are in a very difficult position compared to others, and there are some vehicles within OEM's ranges that are in difficult positions compared to others. So you are -- I think, going to see quite a degree of cross shopping activity which is going to be supported through the full value chain.
So OEMs are going to look for support from their dealers during this period of time and dealers quite rightly are going to give their OEM support because it's in their interest as well, and I am expecting that we are prepared for that. We are looking at what we need to do to support our OEMs in that, and I think that's natural and what's going to happen. It's a relationship and it's a partnership.
So they are going to be clear, regardless of the total industry, I think they're going to be clear segment by segment, vehicle by vehicle winners and losers based upon that relevant competitive position, as I mentioned at the beginning, obviously because of the broad portfolio that we have got to some extent we hold both sides of that trade, not in a fully weighted balanced weighted way, of course. But when I look individually across our relative positions, the stronger positions that we've had, and I look at the OEMs and we discuss with them what their plans are, I think if I was in their shoes, I would be doing exactly what most of them are doing.
So in answer to your question, I'm hoping I'm answering your question. If not, feel free to redirect. I think I think dealers will step into it as well. I think they should step into it as well. I think it will be proportionate and I think the payback will come in protection of their market share in their markets as well. Not all dealers are in this position that we're in and because of that, as I've said, you're going to see, I think net transaction price increase is the last lever that's pulled, but it will have to be pulled in certain circumstances to different degrees by different OEMs.
Rajat Gupta
Understood that. That's great color and very clear. Thanks for the comments there. Just one follow up on AN Finance, you hit the breakeven, much sooner than expected. Curious, Tom, like what drove that? Was it just better loan performance? It seems like you're still -- your net interest margins are still pretty high, relative to the new book that you're rolling on.
Curious if, as that as some of the legacy loans still roll off, how might that play into the quarterly trajectory or given you already like achieved profitability here in the first quarter? Thanks.
Michael Manley
Hey Tom, before you answer that question, I'm just going to dive in it for a second. I'll tell you what delivered it was a great team of people doing a great job for us, being fully supported by our dealerships. If you look at the -- if you -- and congratulations to them, thank you for delivering that. And by the way, as I said to Jeff Butler, who runs that business for us, basically what he's done is just reset his budget for the rest of the year upwards. So congratulations, Jeff.
But on a serious note, if you look at what's happened in that business, we all know that business relies heavily on SG&A leverage, and that relies on building a book with the lowest risk possible, and that's what they've been able to do and they've done it, I think, very well and very prudently and because of that they've maintained what I think is good interest margin, and we're now beginning to see two effects. One is strong SG&A leverage flow through, and secondly combined with much lower delinquency rates and some of that delinquency, a large portion of that delinquency is because of the significant reduction in the proportion of third-party originations that we have, which has now dropped to a very low number in terms of the overall book.
And secondly, because obviously what we're focused on as you can imagine, is making sure our processes and the discipline we have in place to service our customers and to service the collection of their payments continues to improve and continues to be a daily focus, and I think it's a combination of those things. That pull forward their break even and my expectation is that it continues but continues again in a disciplined way because we're very focused on the buy box we have.
We don't want to go outside of that buy box because we're clear on the return on equity. We think that will deliver that return on equity will be improved as we get into the ABS market in more volume. And we think that we're going to continue that way. We have a overall portfolio growth pace that I think is right for us. It's right for the capital we have to deploy for it and we're going to continue on that pace and we will adjust and flex depending on what happens in the marketplace with tariffs. So Tom, do you want to answer?
Thomas Szlosek
I think that at all and also my congratulations to the team, but you had mentioned that the net income or -- sorry, the interest margin seems high, and you're asking whether it was related to legacy portfolio. Pretty much the portfolio we have now is completely clean of the portfolio or the book that we acquired back in 2022. I think it's probably $25 million or so or less than that.
So, really the margin is being driven by all the business that we've written as AN Finance with Automation and it's 100% automation, captive, dealership book, we no longer do any of this. Third-party stuff and if you've seen the credit profile has continued to approve. So I attribute all of the performance on interest margin to what we've done and what we've underwritten since we acquired the company.
Rajat Gupta
Understood. So, I mean, it feels like you should -- I mean, it's hard to imagine it goes below breakeven and you're probably going to only improve profitability from these levels if these are the right level of net interest margins, irrespective of the fact that you're going to still like have new originations still increase. Is that a fair statement or you disagree?
Thomas Szlosek
Absolutely. I would agree with that.
Rajat Gupta
Awesome. Great. Thanks for all the color and good luck.
Operator
Michael Ward with Citi Research.
Michael Ward
Thanks very much. Good morning, everyone. On the -- it sounds like one way or another, you have a demand pull forward to some extent, strong underlying demand, whatever it is, that should have positive implications on the cash flow side and take out some of that seasonality. Am I reading that rightly?
Thomas Szlosek
Yeah, I agree with that, Mike. As we have, well, first of all the first quarter cash was very strong, as we mentioned, close to 130% conversion, so it was reflective of our net income and our net income obviously was reflective of the full forward impact that we talked about. There's not a lot of timing differential in terms of cash flow, probably the last week of the quarter was probably more robust than any of our frequent or more recent quarter. So timing wise it could be a little bit of cash pent up that comes in the second quarter, but as I reminded everybody, the second quarters when we make our tax payments and some other things. So the benefit that we get from any first quarter residual will be netted into our normal second quarter case.
Michael Ward
Okay, but then you get the --
Michael Manley
Sorry, yeah, carry on. I didn't mean to interrupt.
Michael Ward
You. No, go ahead, please.
Michael Manley
The only thing I was going to mention on the pull forward is, obviously, you can look at the total number of days supplier that we finished the quarter with and that will decrease, but you're also what's in there as you think about how that continues. I talked about the fact that it obviously is going to moderate as you go forward as the mix changes in your residual ground stock. So when we think about cash generation, I agree with everything that Tom said, including the seasonal to tax payments, but clearly you need to just factor in mix for that ground stock that we close the second quarter with.
Michael Ward
Yeah, but one way or another you're in a demand po environment and that's positive for pricing, right?
Michael Manley
Yeah. For sure, usually a demandable environment is positive for pricing. I would agree entirely with that, but it is not, it doesn't have the same pricing dynamics that you saw in a COVID situation.
For example, the supply should be okay. Exactly, yeah, exactly.
Michael Ward
Okay, so it just tying the piece together on the cash side. So the other missing link is as you get your ABS completed, that frees up some of your cash that we see on the operating side instead of that being a drain last year of almost $900 million offset by the debt, right? So that starts to turn positive. So on the operating cash flow side you see a positive delta call it $500 million from the ABS, right?
Thomas Szlosek
Yeah, of course. I would consider it like to be a replacement of warehouse financing with ABS, but the point is that if -- and I'm just making up, numbers here but if I had a loan that was 80% funded under the warehouse that might be 95%.
Michael Ward
Right, so it does free up.
Thomas Szlosek
Yeah, but it's like --
Michael Ward
And just one last thing, give us a direction on for plan interest.
Derek Fiebig
Okay, Mike, this is Derek. Just we have a reconciliation in the deck which shows what the change in auto loans receivable net is. So you can see that we adjust our operating cash flow for that. So that's how we look at it internally because that's the cash that we have available to us.
Michael Ward
Thank you for that.
Michael Manley
But one bad things is important and this is again it frees up cash on a static book, in your net cash position has to take into account your growing book. Obvious statements just to close off that conversation.
Michael Ward
Yeah, thank you. And just lastly on the floor interest, it sounds like it goes down again in two year over year. Right?
Thomas Szlosek
I think modeling it at a pace that's similar to Q1 is probably in order for now until we kind of see the impacts of whatever, yeah.
Michael Ward
All right, fantastic. Thank you.
Operator
Daniela Haigian with Morgan Stanley.
Daniela Haigian
Hi, thanks. So what is your age mix in used look like with the newer used vehicle supply still tight, even with mitigating factors like you mentioned in-house sourcing and also a consumer pressured by affordability, do you see opportunity moving into older used vehicles to meet demand?
Michael Manley
I think Tom talked about the fact that lower price, sometimes older, sometimes higher margin vehicles continues to be strong demand, and I think that for sure is going to continue.
The teams that look after our mix are modeling demand as far up the demand funnel that they can to try and make sure that they still maintain a balance, as we mentioned in the opening comments. We deliberately increased our used vehicle stock at (inaudible) as you can in this period because we think that it's an opportunity for us going forward and we can build on our Q1 results. So yeah, we think that, that will continue to be in demand some $20,000 vehicles, and it is a focus for us both in terms of self-sourced and other sourcing activities that we have.
Daniela Haigian
Thanks. And then just on after sales, you spoke to increased tax, increased productivity, what does capacity ex-accesses capacity look like today and how much room is there left? I know you got it to moderate growth over the next few years, but how much on top of that can you get to with the capacity that you have?
Michael Manley
So I can tell you in terms of physical installed capacity. On average every dealership is slightly different. On average, we have plenty of capacity in terms of installed ramps and we've added to that capacity in various fashions where it has been in use position.
We continue to be added 4%. I think it was increasing technicians in Q1. That is a big focus for us because there are still productivity that we can unlock through training and development of our technicians, but we want to add physical labor resource into our net because one of the big areas for us, if you -- if I just break down our vehicle parks into 0 to 33 to 7, we continue to make progress and penetration of those aged vehicles in the vehicle park, the area that is traditionally more difficult to unlock is obviously seven-year plus vehicles.
There is plenty of opportunity for us to progressively unblock that and to do that we need to think about pricing. We need to think about convenience. We need to think about a whole host of things, one of which means we'll continue to need technicians.
So installed capacity we have a lot of physical ramps, etc we have we have the headroom we require. We constantly are growing our technicians and in terms of work that's available with different degrees of addressability, there's opportunity to grow in the park.
Daniela Haigian
Thank you.
Operator
Colin Langan with Wells Fargo.
Colin Langan
Oh great, thanks for taking my questions. I just want to clarify. I mean, so I think in your earlier Q&A you mentioned that you think the star kind of falls to [15, 16] pace. Is that your view for the full year or is that after April and we have the pull forward, that's where you think it settles in at?
And then you know I wasn't also sure your comments on pricing. You think I guess the numbers out there 9%, 10% would be needed to fully pass that on? You don't think that will be seen in the industry and that both the automakers would have to raise the price a little and you guys would take some on the GPU. Is that the right way to interpret all those comments?
Michael Manley
It's the right way to interpret some of the comments. Firstly, what I said was that I think some of the forecasts in terms of impact on the TA were probably overstated because of the fact that different models and different segments will have different net transaction impacts and therefore cross shopping to some extent would soften the full impact on the total industry.
That was my first point. I didn't give you a total industry forecast for the year, and I will not give you a total industry forecast for the year. And then secondly, what I said was I believe the last lever any of our OEMs will be one that affects that transaction price and therefore they're going to be looking at suppliers, their own cost base, their own infrastructure, including their dealers to develop a best strategy they can based upon the individual circumstances too, I think, really balance the impact on dealers, the impact on themselves, and of course, their market share.
And in that instance there is no doubt in my mind that dealers will be asked to participate in that, but I think it will be in a balanced way, and I think the end result will be, as I said, that cushioning effect on the total industry. I do think the total sale will drop, but I think some of the numbers out there are overstated.
Colin Langan
Got it. Okay. And then just on the buyback pace, it seemed to sort of jump up a bit. I mean, how should we think about it with all the tariff uncertainty? Or are you going to continue with this kind of pace? How is the M&A market? Is that maybe where you want to pivot more or are you kind of on pause given there is so much uncertainty out there?
Michael Manley
Yeah, thanks for calling the couple thoughts there. The first of all of our capital allocation is based on where we think we can develop the greatest returns, as it happened in the quarter, we identified some good acquisition opportunities.
We also see our shares as the intrinsic value is higher than where we're trading and so we think that has continued to be a buying opportunity for us. And so we're deploying, capital to the extent we think prudent while managing our balance sheet leverage. And so those are the three factors. I don't see a material change in things that at our normal run rate.
We'll see how the tariffs play out, but we've done stress tests of our P&L and of our -- you know, our cash flows under different scenarios and feel pretty confident that we'll be able to continue to generate good cash flow and you know be able to have the opportunity to make those decisions on where to deploy the capital.
Colin Langan
Got it. All right, thanks for taking my questions.
Operator
Thanks.
Bret Jordan with Jeffries.
Bret Jordan
Hey, good morning, guys. In after sales, could we get some color as price versus car count and did the mobile service initiative contribute to the after sales growth in the quarter?
Michael Manley
There was volume increase, which was I -- and Tom just correct me. We have volume increase and a price increase about volume two-third price increase. Some of that was makeshift, by the way. It wasn't pure hours sold or part sold pricing. There was quite a bit of mixed shifting which helped us as well in that did contribute to the total hours sold. They did not contribute to our net income because it is still a business that we're investing in for growth, but it contributes at a gross level.
Tom, did I get that right?
Thomas Szlosek
I think that's okay.
Bret Jordan
And then a question -- and then it sort of gets back to tariffs and you think about the after sales business, the percentage of parts that you were selling either into a repair order or out the door in wholesale that are imported, obviously a few years back you guys went with a private label parts around the AN USA strategy, do you have a feeling for what percentage of your parts mix might see tariff exposure?
Michael Manley
Yeah, with the analysis that we've done is to look at the distinction between a captive part and a competitive part. It doesn't mean to say that competitive parts will not get price increases. I think because it isn't just OEM parts they're going to be affected. The vast majority of non-OEM parts have an import situation as well with them.
So there is in terms of by the way of that analysis between captive and non-captive of our part sales, roughly 40% you can think of what OEMs consider to be captive and 60% are non-captive and therefore, they will have different situations in terms of the competitive nature of the marketplace and again you see very similar lever on parts that you will see on new vehicle sales.
What I would tell you on captive parts is it's not automatic that parts increases or costs flow through to the customer because there are consequential benefits of that. They may well be captive, but for example, we have seen pretty strong mitigation in collision business throughout the bulk of 2024 and coming into 2025 where we are seeing more total losses than repaired vehicles and part of that.
It is because of increases in captive parts and obviously changes in residual value. So even though it is a captive part, it isn't just say hey, this is a captive part, let's pass it on. That's not how it happens in my opinion and other considerations are in there, but that's how we think about it, and I think OEMs are probably thinking about it a similar way.
Derek Fiebig
Great appreciate that. Thank you.
Operator
David Whiston with Morningstar.
David Whiston
Thanks. Good morning. First, sticking with tariffs, as some German 3 production isn't USMCA compliant, and I'm just curious, do you think your customers at those stores have willingness to incur larger price increases than say a GM customer or Toyota customer does?
Michael Manley
So let me just soak on that question for a second to try and give you a balanced answer to it. So obviously, the best answer I can give you is, it goes back to what I said. At the end of the day, there is always an alternative to what you want to buy.
And it's going to be a decision, an individual customer by customer decision of whether they want to switch to an alternative in the marketplace that is to them a lesser price, and I think they're going to have that option.
Typically, as a model line or a brand that has a premium is more able to gain pricing in the marketplace than let me say a much more competitive segment that's always been the case and will be the case going forward. That's the best I can give you off the top of my head.
David Whiston
Appreciate it. Just one question on buybacks, and it's a very long-term outlook question here, but I'm just curious, how low are you guys willing to take the share account 5, 10 years from now? And if there is a floor, would a regular dividend at that point get serious consideration?
Thomas Szlosek
Excellent question, David. Yeah, I think our management team and the board continue to want to drive returns, through balanced capital allocation. I mean, it just so happens that more the better opportunities have been in share repurchases, but you know we're confident that the M&A market itself will present opportunities for us, and particularly to take advantage of the footprint that we have and to drive synergies and to drive scale, I'd be hesitant to give you like what we think the golden number of shares is, does it go down to one?
Yeah, I couldn't tell you but you look at our shareholder base, we have a very liquid set of shares and we'll continue to pursue it. I don't think it's critical that we have an end target in mind in terms of shares outstanding. It will always be there as an opportunity for us given the quid.
Michael Manley
I think the end target we got in mind is absolutely the best. So the time we can deliver.
David Whiston
Thanks guys.
Operator
Thank you. This concludes Q&A, and I will now hand the call back to CEO, Mike Manley for closing remarks.
Michael Manley
Yeah, thanks, Harry. As I mentioned as we finish the segment, obviously during this period of time it's completely natural a lot of discussions on tariffs and the potential impact in the next weeks are really going to be very helpful in terms of seeing what will actually transpire in the marketplace, but I do think and I'll repeat some of the things that I said during my opening comments.
If you look at our quarter and you look at the way our business is developing, there are plenty of areas within our business that are less impacted by tariffs that continue to develop in a positive way, and many of those areas still have a lot of opportunity for us and the team to further develop, whether it's in after sales, for example or the continued growth and development of a finance, and there are areas that clearly regardless of the tariff situation the things the team's focused on and will remain focused on those things.
And as Tom said, clearly and naturally we look at different potential scenarios going forward to make sure that we are taking the appropriate steps in our view to position AutoNation in the best possible way we can despite the environment. And one thing that is true about this organization is this business was the first of this type of business, and they have proven in virtually every economic cycle that they've been in to have a robust business model that has consistently delivered and consistently grown. And with that, we'll end the call. I'd like to thank you all for your time and your questions today.
Operator
Thank you. This concludes the AutoNation Incorporated first quarter 2025 earnings call. Thank you to everyone who's able to join us today. You may now disconnect your lines.
