Poster child for pure EV and disruption technology, with no
legacy issues, 100% EV.
New Chevy Bolt in late 2016, pure EV with 200 mile range, US$30k price = strong specs.
With Renault alliance, it is a global leader in EV sales. Biggest handicap is the regulator.
With Nissan alliance, it is a global leader
in EV sales. Biggest handicap is the regulator.
Leading edge in PHEV in China, although continual delays in the past
Suggesting it will launch 10 PHEV models by 2017, starting with
S Class and C Class.
i3 full EV is out and doing well, while i8 PHEV draws rave reviews, 2025 for all PHEV.
EV in 2009 with i-MiEV, and focusing on Outlander PHEV and other SUVs by 2020.
Represents BMW in China, so scored the same as BMW.
Had focused more on "clean diesel" but
scandal is switching focus to EV.
Appears committed to EV with future model line-up, albeit playing catch-up versus leaders.
Appears committed to EV with future model line-up, albeit playing catch-up versus leaders.
EV strategy seems to have taken a step back as fuel cell is now the primary focus. Yet with a massive R&D budget as well as technical and market leadership in normal hybrids, we wouldn’t rule it out from playing catch-up.
Appears mostly invested in hybrids to date, but likely doing R&D on EV as well.
Appears committed to EV with future model line-up, albeit playing catch-up versus leaders.
Appears committed to EV with future model line-up, albeit playing catch-up versus leaders.
Appears committed to EV with future model line-up, albeit playing catch-up versus leaders.
Appears committed to EV with future model line-up, albeit playing catch-up versus leaders.
Honda seems like Toyota, more focused on fuel cell moving forward.
Questionable how committed it is to EV, CEO publicly less excited, but selling.
Actions in EV and PHEV are minimal, talking up first PHEV by 2019.
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Traditional global automakers are responding to the EV challenge with “stop-gap” plug-in hybrids (PHEV) which are likely to see more dramatic growth near term, while the Japanese are more keen on fuel-cell technology. In turn, pure EV numbers could disappoint in the
next few years given limited capacity being devoted to EV.
In China, where companies are playing catch-up on battery technology, OEMs appear to be pursuing battery-electric vehicle (BEV) and PHEV, but the marketplace thus far has been voting more for PHEV.
The pendulum swings after 2020, once battery costs have fallen enough, charging infrastructure has improved and pure EVs start to win the hearts of consumers.
We project the industry-average battery costs of large-cell format (sold to automobile OEMs) to halve from US$350/kWh in 15CL (blended basis) to US$174/kWh by 20CL.
We don’t see global auto production numbers declining on the back of self-driving before at least 2025, and likely longer. Only when pure Level 4 is attained, whereby a car can drive free of any occupant, will the fleet population be at risk.
Still, the onslaught of true Level 4 self-driving cars and a “sharing” economy will eventually cause havoc with new car sales, in a 2030-type scenario. This eventual disruption causes us more fear for industry returns/profitability
than the EV onslaught.
Smaller car fleets = less parking storage = urban land available for other uses
