MUNICH / GERMANY

E-Mobility Index 2021

ROLAND BERGER – ADVANCED TECHNOLOGY CENTER
FKA GMBH AACHEN
 MANAGEMENT
SUMMARY

T
he E-Mobility Index, now in its tenth year, provides a regular overview
of the global automotive industry. Produced by Roland Berger in
cooperation with fka GmbH Aachen, the report focuses on the seven
leading automotive nations: Germany, France, Italy, the United States,
Japan, China and South Korea. We assess their performance with regard
to electric vehicles along three key parameters: technology, industry and
market. In this latest edition of the Index, we also investigate the impact
of COVID-19 on the electric mobility industry and look at possible future
developments in CO2 compliance and European emission standards.

The key takeaways from the E-Mobility Index 2021 are striking:

• Overall, China retains its competitive lead for the second year in a
row. The United States, last year in number two position, drops to
fourth place, with Germany now in second place and France in third

• While COVID-19 has had a negative impact on vehicle markets

around the world, sales of electric vehicles (xEVs) have grown
strongly, especially in Europe

• Increased sales volumes in Europe are to a large extent due to

the purchase incentives contained in stimulus packages

• Thanks to increased penetration rates for xEVs, vehicle

manufacturers (OEMs) now have a realistic chance of meeting
the European emission targets for 2021

• However, the EU Commission is considering tightening emission

limits for new vehicles by 2030
Cover photo deepblue4you/Getty Images

• A
 utomotive OEMs and suppliers must prepare themselves for
additional regulation in the area of real consumption data and
emissions across the entire vehicle lifecycle

Roland Berger 2 E-Mobility Index 2021

FAST FACTS
& CONTENTS

Visit our website on the

AUTOMOTIVE DISRUPTION RADAR,
for the latest market trends
related to disruption in the global
automotive industry.
www.automotive-disruption-radar.com

1/ COMPETITIVE POSITION OF LEADING

AUTOMOTIVE NATIONS 4

1.1 Technology
1.2 Industry
1.3 Market

2/ COVID-19 AND THE EUROPEAN XEV INDUSTRY 11

3/ CO2 COMPLIANCE AND EUROPEAN EMISSION

STANDARDS 14

3.1 Possible future developments

3.2 Implications for OEMs and suppliers

CONCLUSION 16

METHODOLOGY 17

Roland Berger 3 E-Mobility Index 2021

 1/ Competitive position of leading
automotive nations

As in previous editions of our E-Mobility Index, we begin by comparing the

competitive position of the world’s seven leading automotive nations: Germany,
France, Italy, the United States, Japan, China and South Korea. For the second
period in a row, China is in the lead position overall. The United States drops
from second place to fourth due to its weak market figures compared to other
nations. In its place, Germany moves up to the number two position, ahead of
France, both nations having seen strong improvements in their market
indicators. A B

A/ Overall competitive position of leading automotive nations

China retains the exclusive lead. Germany and France in 2nd and 3rd now ahead of USA.
Korea ranks 5th ahead of Italy

5
China
USA

Germany
3
INDUSTRY

2
South Korea
Japan

France
1

Market
Italy
0
0 1 2 3 4 5
TECHNOLOGY

Note: Circle size shows share of BEV/PHEV in total vehicle market Source: fka, Roland Berger

While positive developments occur everywhere across the market and industry
indicators, the indicator for technology shows greater variation due to changes
in the ratio of all-electric vehicles (BEVs) to plug-in hybrids (PHEVs). The
cost/performance ratio of the vehicles on offer also causes changes in this
indicator. C

Roland Berger 4 E-Mobility Index 2021

 B/ Country rankings by indicator
China first overall due to strong industry, second in technology but loses market lead to Germany.
Korea is new technology leader1; Japan slips on industry and market, placing last overall

TECHNOLOGY INDUSTRY MARKET

South
Korea
3.4 China 5.0 Germany 5.0

1 China 2.9 USA 4.5 France 5.0

2 Germany 2.2 Germany 3.3 China 4.3

South
Japan 1.9 Korea 1.7 Italy 3.0

South
3 France 1.8 Japan 1.6 Korea 1.8

USA 1.8 France 1.1 USA 1.5

Italy 0.9 Italy 0.3 Japan 0.2

1 In the E-Mobility Index 2021, the technology indicator is based solely Overall ranking
on vehicle performance and no longer takes into account R&D volumes Source: fka, Roland Berger

C/ Changes in competitive positions of leading automotive nations by indicator

China, Germany and France slip down the technology rankings, USA overtakes Germany on
industry, while Germany and France jostle for pole position in the market indicator

GERMANY FRANCE ITALY USA JAPAN CHINA SOUTH KOREA

Technology1
Industry2
Market2

2015
2016
2017
2018
2019
2020

2015
2016
2017
2018
2019
2020

2015
2016
2017
2018
2019
2020

2015
2016
2017
2018
2019
2020

2015
2016
2017
2018
2019
2020

2015
2016
2017
2018
2019
2020

2015
2016
2017
2018
2019
2020

1 In the E-Mobility Index 2021, the technology indicator is based solely on vehicle performance and no
longer takes into account R&D volumes; historical indicators have been recalculated accordingly
2 In the E-Mobility Index 2021, measurement thresholds for market and industry were once again adjusted
to reflect increasing market penetration of BEVs and PHEVs and production volume of battery cells and
vehicles; historical indicators have been recalculated accordingly Source: fka, Roland Berger

Roland Berger 5 E-Mobility Index 2021

 1.1 / Technology

Government support for research and development (R&D) in the field of

e-mobility is losing importance in all of the markets analyzed. State subsidies
are now strongly focused on sales of xEVs and building infrastructure. In the
E-Mobility Index 2021, we therefore base the technology indicator solely on an
evaluation of vehicle performance.
In a change on the previous period, South Korea takes over the lead from
Germany in terms of technology. South Korean automotive OEMs continue to
improve the technology that they use in existing models, rather than introducing
new models. The average performance of South Korean vehicles has improved,
with vehicle prices edging up correspondingly. However, the country has also
introduced some new PHEVs in the SUV segment. Owing to the greater weight
of such vehicles, average efficiency (measured as the range/battery capacity
ratio) has decreased slightly. Nevertheless, South Korean OEMs still offer a
very good price-performance ratio in their vehicles. D
China continues to improve the level of its technology, remaining in second
place in terms of this indicator. Chinese manufacturers are constantly enhancing
the range, efficiency and safety of their xEVs. Vehicle prices are also increasing,
but they remain the lowest of any of the countries examined.

D/ Value for money of market-ready BEVs and PHEVs

USA and Korea lead on technology; focus on high-priced models reduces value for money in
Germany and USA
South Korea
Good • Slight increase in technology level, continued good
cost effectiveness with focus on compact cars/SUVs
Low

• Balanced BEV/PHEV offering

USA
• US models show slight improvement in performance
and cost effectiveness
AVG. SALES PRICE [EUR]

• Still a strong focus on SUVs and high-priced vehicles

China Germany
• Increasing dominance of compact BEVs, but continuing
France
Moderate

strong trend towards electrification (PHEVs) in executive

South and mid-range segments
Korea
Japan China
• Increased technology level (efficiency, charging)
• Vehicle prices rising, but still the lowest level of all
countries examined
Germany France
Italy • Ongoing shift from small BEV-focused portfolio to
expansion of PHEV offering leads to a reduction in
USA technology level; average sales price constant
High

Japan
Bad • Further expansion of PHEV offering, especially in SUV
segment, results in reduced dominance of compact
0 100 200 300 400 500 BEVs and an increase in average sales price
AVG. TECHNOLOGY LEVEL
[POINTS] Italy
• Italy is widening its vehicle portfolio with PHEVs
Source: fka, Roland Berger • Still only one BEV model

Roland Berger 6 E-Mobility Index 2021

Compared to the previous period, Germany has improved its rating for vehicle
technology. This is due to increased efficiency and charging power. However,
owing to the fact that we no longer consider R&D when calculating the technology
indicator, Germany moves into third place for this indicator. German OEMs
continue to focus on fully electric (BEV) compact vehicles, with an increasing
number of models available and growing production volumes. This extension
of the vehicle portfolio to include compact BEVs leads to improved value for
money in the vehicle pool considered in our study. We also note an ongoing
trend towards electrification in the executive and SUV segments, especially in
the form of PHEVs.
Japan ranks fourth in terms of technology. Japanese manufacturers are
currently launching very few new electric vehicles on the market, and those that
they do launch are mostly PHEVs, leading to a lower score on efficiency and
charging technology in this year’s E-Mobility Index.
France was in fourth place last time but has not been able to maintain this
position. For years, the country has had a rather limited vehicle pool, focused
mainly on small, cost-efficient BEVs. It is also constantly expanding its range
of PHEVs, which generally have a smaller electric range and lower electrical
top speed. Given their lower battery capacity, most of these vehicles are only
equipped with basic charging technology. As a result, France achieves a lower
average technological performance for the vehicles we consider in this study.
The xEVs produced in the United States lead the way with regard to driving
performance and electric range. They also display good charging power.
However, American OEMs are increasingly offering electrified SUVs, which
pushes down the average range/battery capacity ratio of the vehicles under
evaluation. This negative impact outweighs the positive impact of US mid-size
BEVs, which currently lead production volumes. US vehicles, like their German
counterparts, are in the high-priced segment, yet an improvement of cost
effectiveness has taken place as the model portfolio expanded over the latest
period. Italian OEMs, for their part, are beginning to mass produce PHEVs, and
their xEVs will also soon be available in the rest of Europe.

1.2 / Industry

China leads the way in terms of industry, producing the largest number of
xEVs and battery cells. Total production of BEVs and PHEVs in the period
2018-23 is up 13 percent on the previous period. Cumulative domestic battery
cell production capacity created in the period 2018-23 is expected to account
for more than 70 percent of installed capacity worldwide, and China is increasing
its leadership even further by expanding local production capacities. German
OEMs are likewise achieving strong growth in vehicle production, and now
account for the second-largest volume of vehicle production. However,
Germany’s production capacity for battery cells is small, putting it in third place
behind the United States on the industry indicator. E F

Roland Berger 7 E-Mobility Index 2021

E/ Projected cumulative EV/PHEV production, 2018-23
China retains a clear lead in EV/PHEV production. Reduced growth in USA,
Germany takes second place

PROJECTED EV/PHEV PRODUCTION [‘000 VEHICLES] TOP 3 MODELS PER COUNTRY

BAIC EU5; Guangzhou Auto Aion S;

China 13,008 Changan Eado EV

Volkswagen ID 3; Volkswagen ID 4;
Germany 4,408 BMW 5 Series

Tesla Model 3; Tesla Model Y;

USA 4,143 Ford Mustang MachE

Nissan Leaf; Mitsubishi Outlander PHEV;

Japan 1,509 Toyota Prius PHEV

France 1,306 Renault Zoe; Peugeot 208; Renault K Z.E.

South Korea 1,236 Hyundai Kona; Hyundai Ioniq; Kia Niro

Italy 387 Fiat 500e; Jeep Compass; Jeep Renegade

Source: fka, Roland Berger

F/ Projected global market share and domestic cell production capacities, 2023
China establishes itself as the frontrunner in battery production.
USA leaves former leaders Japan and Korea behind.

PROJECTED GLOBAL MARKET SHARE, 2023 CUMULATIVE DOMESTIC CELL PRODUCTION CAPACITY, 2018-23 [GWH]

Total: approx. 1,225 GWh

• China is increasing its lead even further
CATL
17% China 3,139 through strong growth of local production
(China)
• CATL is the world’s leading producer

LG Chem • US production continues to grow strongly

13% USA 368 • Tesla has a significant lead in the US,
(South Korea)
followed by LG Chem

BYD • Slight growth in local production

South
6% 186 • LG Chem leads Samsung by some distance,
(China) Korea
ahead of SK Innovation

TESLA • Japan is losing touch, production stagnating

6% Japan 152 • Panasonic overtaken by LG Chem and CATL
(USA)
as world’s leading producer

Samsung • Production volumes set to rise when CATL

(South Korea)
5% Germany 80 and Farasis start production

FARASIS
(China)
4% France 0 • No significant cell production

SK Innovation
(South Korea)
3% Italy 0 • No significant cell production

Source: fka, Roland Berger

Roland Berger 8 E-Mobility Index 2021

Japan was previously in second place but now cedes this position to the
United States, which although experiencing reduced growth in vehicle
production, is at the same time seeing continued expansion of its domestic cell
production capacities. Japanese production of xEVs is also declining and its
supplier footprint shrinking, pushing it down into fifth place. South Korea
remains in fourth place, its expected vehicle and cell production capacities
increasing moderately compared to the previous period. France is still in
second-to-last place, despite strong growth in vehicle production, which almost
reaches the volumes of Japanese OEMs; the reason for its low ranking is its
lack of cell production. Bringing up the rear once again is Italy, which lacks
cell production capacity. The country is also only slowly extending its small
model range.

1.3 / Market
Automotive markets around the world have been negatively impacted by
COVID-19. Sales of xEVs, however, showed a mixed picture in 2020. Thus,
Japan slumped and China and the United States showed moderate growth, while
Germany, France, Italy and South Korea prospered during the period.
China was in pole position on the market indicator for several years, with
the highest sales volume and highest share of xEVs in the total market of all the
countries examined. It drops to third place in the period. In 2020 growth slowed,
with sales of xEVs rising only slightly, from 1.2 million vehicles in 2019 to 1.3
million. However, our market indicator only takes into account the share of
xEVs in the total market. This was more than four percent in China in 2019, and
climbed to almost 5.7 percent in 2020 – the third-highest share of the seven
countries examined.
Japan has seen massive losses and now comes bottom of the rankings. Total
sales of xEVs shrank by 28 percent and the market share of xEVs fell by 20
percent, to just 0.7 percent of the total market. The United States was the second-
largest market for xEVs in the period, absolute sales increasing moderately by
four percent and market share growing by 22 percent. Nevertheless, in terms of
the market indicator, the United States falls from fourth position in 2019 to last
but one in 2020.
Europe has enjoyed strong market growth, led by Germany and Italy.
Both markets saw sales growth of more than 200 percent. In Germany, now top
of the market indicator rankings, sales of xEVs rocketed from 112,000 to more
than 400,000 vehicles, making Germany now the second-biggest market for
xEVs. This was accompanied by a drop in total automotive sales, giving xEVs
a market share of more than 12.6 percent.
Next in the ranking comes France. The country remains in second place
thanks to a strong increase in the market share of xEVs, from 2.5 percent in 2019
to 9.5 percent today. Italy also saw sales of xEVs grow by 160 percent, resulting
in a market share of 4.1 percent compared to just 0.9 percent in 2019. Italy thus
demonstrates the best progress in terms of xEV market share, up 376 percent;

Roland Berger 9 E-Mobility Index 2021

 it now ranks fourth in terms of market. South Korea comes in fifth place, having
shown some growth; the value of its market indicator is lower than in the
previous E-Mobility Index due to changes to the threshold value. G

G/ Volume of new BEV/PHEVs sold, 2017-20

Drop in vehicle sales enhances xEV share in all markets. High growth in Germany,
France and Italy, Germany now frontrunner in BEV/PHEV share of total market

NUMBER OF BEV/PHEVS SOLD [‘000 VEHICLES] SHARE OF BEV/PHEVS IN TOTAL MARKET [%]

1,335 5.66
1,196 4.82
China
1,169 2.16
606 1.30

328 2.25
316 1.85
USA
363 1.12
202 0.90

400 12.60
112 2.87
Germany
72 1.45
55 0.80

194 9.52
69 2.55
France
53 1.68
43 1.40

31 0.69
43 0.85
Japan
52 1.11
57 0.50

50 2.69
33 1.90
South Korea
33 0.81
14 0.30

61 2020 4.09
18 2019 0.86
Italy
10 2018 0.25
5 2017 0.20

Source: fka, Roland Berger

Roland Berger 10 E-Mobility Index 2021

2/ COVID-19 and the European xEV industry

The automotive industry in general has been hit particularly hard by the COVID-
19 crisis, not just as a result of disruption to global supply and value chains but
also due to a drastic decline in demand. Thus, average worldwide sales of light
vehicles fell by 15 percent in 2020 compared to 2019. This slump was particularly
severe during the lockdowns in the first two quarters of 2020, which saw a
decline in sales of up to 30 percent. Despite recovery in the second half of 2020,
vehicle sales for the full year remained below the previous year’s figures.
Governments in many countries took action to counter this trend. Several
introduced economic stimulus packages with a special focus on promoting xEVs
(both BEVs and PHEVs). This was particularly noticeable in European countries
that produce vehicles, such as Germany, France and Italy. Here, in contrast to
the overall trend in the automotive market, xEV sales flourished. H

H/ Buying incentives in selected European countries

Maximum purchase premium for electric vehicles [EUR]1

GERMANY FRANCE ITALY SWEDEN NORWAY

6.3% 6.3% 5.8% 3.6% 2.2% 1.8% 9.2% 20.4% 45.8% 16.6%

1.7% 1.1% 1.9% 0.7% 0.6% 0.3% 4.1% 6.0% 35.5% 10.6%

9,000

3,000 6,750 7,000 Approx.

1,000 6,000 6,000 5,800
2,750

6,000 6,000 2,000 Approx.

4,000 1,000
2,000 0 0

BEV PHEV BEV PHEV BEV PHEV BEV PHEV BEV PHEV

• Strong push for direct • Bonus-malus scheme • Additional malus tax of • Additional reduced • Massive tax deduction,
subsidies for BEV/ with focus on BEV up to EUR 2,500 for annual tax for zero- e.g. no value added tax
PHEVs subsidies cars emitting more than emission vehicles and no import fees
• Available until end of • Additional scrappage 250g CO2/km • Additional BEV benefits,
2021 bonus of EUR 5,000 e.g. free parking
if exchanged for a
low-emission vehicle

Pre-COVID-19 incentives (2019) Increase due to COVID-19 economic stimulus packages (2020) XX% Share of BEV/PHEVs sold in 2019 XX% Share of BEV/PHEVs sold in 2020

1 M
 aximum possible incentives for private new car buyers, including government and OEM contribution and depending mainly on overall vehicle price
(BEV/PHEVs) and electric driving ranges (PHEVs)
2 SEK 60,000 for new zero-emission vehicles; SEK 10,000 for PHEVs with ≤70g CO2/km

Source: fka, Roland Berger

Roland Berger 11 E-Mobility Index 2021

 The variety of vehicles available with electrified powertrains has increased
massively in recent years. A choice of xEVs is now available in each segment.
Many new or updated BEV and PHEV models were launched in 2020, and more
are expected to follow in the coming months. In addition, OEMs had already been
increasing their xEV production capacity in preparation for the introduction in
2019 of the WLTP procedure (worldwide harmonized light vehicle test procedure)
– a unified standard for calculating pollutant levels, CO2 emissions, fuel
consumption and range – and they continued to do so during the period in question,
which means that they are likely to be able to meet the 95g CO2/km average fleet
emissions target in 2021. I

I/ New xEV models announced by country

Market introduction of xEV models expected to be high in 2020/21 due to launch of new xEV
platforms by OEMs

2018 2019 2020 2021 2022 2023

2 11 15 14 6 2
Germany
1 13 20 4 3

3 1 9 6 2
Japan
2 9 1 2

8 18 17 11 10 5
China
3 6 3 1

3 9 20 7 8
USA
9 1 1

2 5 4 3 2
South Korea
1 7 3

4 4 11 2 1
France
6 3 1

4 1 1 1
Italy
5 2 1

Source: fka, Roland Berger BEV PHEV

As a result of both increasing incentives and wider vehicle offerings, new

registrations of electric vehicles almost doubled in the period under discussion.
This increase actually began as early as September 2019, with a further jump
in March 2020. Indeed, some OEMs already reached their capacity limits for xEV
models as early as mid-2020, and in other cases buyers faced long waiting times. J

Roland Berger 12 E-Mobility Index 2021

J/ Development of new xEV sales in Europe, 2010-20
Absolute xEV sales in Europe until end of 2020 increased
by ~140% compared to 2019 despite COVID-19

10.1
4.5

OVERALL XEV SALES DEVELOPMENT1, 2010-20

[%]

5.6

3.2
2.3 1.1
1.7 1.0
1.2 1.3 2.1
0.5 0.7 0.8
0.6 0.6 1.3
0.1 0.2 0.2 0.2 0.9
0.0 0.3 0.4 0.6 0.6

2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 20.5
8.0
1 12 32 61 94 186 212 293 394 567 1,359

DEEP DIVE, 2019-20

[%] 13.9
6.8

11.5 12.4
10.8 5.6
4.5
9.4 9.6
8.8 4.2 4.6
3.4 7.9
7.3
4.0
6.6 3.3 7.1
6.0 5.8 3.1
5.3 6.3
2.7 2.4 5.9
1.7 5.4 5.2
4.2 4.1 5.0
1.3 3.7 1.9 4.0
3.0 2.9 3.1 1.8 3.6 3.9
2.5 2.6 2.5 2.4 2.6 3.3 3.4 3.4
0.9 0.8 1.0 2.9
0.9 0.9 0.9 0.9 0.8
2.3
2.1 2.2 2.1 1.9
1.6 1.7 1.6 1.5 1.7

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
19 19 19 19 19 19 19 19 19 19 19 19 20 20 20 20 20 20 20 20 20 20 20 20
33 31 57 36 36 46 35 35 58 48 54 73 73 67 81 30 45 90 110 94 154 143 162 272

TOTAL: 567 +140% TOTAL: 1,359

BEV PHEV XX No. of units [‘000]

1 Passenger vehicles; BEV+PHEV; EU27 + UK + Norway; possible errors due to rounding

Source: EV-volumes, Roland Berger

Roland Berger 13 E-Mobility Index 2021

 While xEV sales boomed in Europe, the proportion of xEV sales in the United
States and China remained largely constant. The Chinese government extended
its subsidy for new energy vehicles (NEVs) until 2022, albeit at a lower rate
than before. In the United States, the Trump administration relaxed the CAFE
(Corporate Average Fuel Economy) standards, which deal with fuel economy
and greenhouse gas emissions. The country lacks uniform nationwide subsidy
guidelines and currently risks falling even further behind the European Union
and China in terms of e-mobility.

3/ CO2 compliance and European emission

standards

3.1 / Possible future developments

Thanks to the increase in xEV sales described above, European OEMs are
currently likely on track to meet the EU emission targets for 2021. However,
three potential changes to regulations could make it harder for OEMs to comply
in the future.
First, the EU Commission is considering tightening the CO2 emission
limits for new vehicles by 2030, aiming to reduce emissions by 50 percent rather
than 37.5 percent compared to 2021 levels. Target values for OEMs depend on
their specific fleet emissions in 2021, but this would mean that average fleet
emissions would need to be cut to 47.5 g/km instead of the currently targeted
59.4 g/km.
Second, an analysis of the real consumption rates of PHEVs shows that in
most markets these are two to four times higher than in the laboratory. Particularly
noteworthy is the fact that commercially used fleet PHEVs are charged less often
and make greater use of their combustion engines than vehicles used privately
(Fraunhofer ISI Working Paper 09/2020). Climate groups and politicians alike
are increasingly calling for an end to emission credits and subsidies for PHEVs,
or at least for such mechanisms to consider real consumption data rather than
laboratory values. Questions remain about how to collect such data in light of
Europe’s General Data Protection Regulation. Nevertheless, OEMs will need
to take bold decisions about whether they continue to develop PHEV solutions
or focus more strongly on BEVs.
Finally, regulators are increasingly taking an interest in the lifecycle
assessment (LCA) of CO2 emissions, rather than just looking at emissions
during use. At the moment, CO2 limits in Europe and elsewhere are based on
tailpipe emissions – in other words, they do not consider emissions during
production, recycling, or emissions arising further upstream during the
production and provision of propulsion energy in the form of fuel or electrical
energy. Moreover, they consider a standardized driving cycle, ignoring any
higher or lower distance-related emissions resulting from other usage patterns.
They also ignore the annual mileage or lifetime mileage of a vehicle.

Roland Berger 14 E-Mobility Index 2021

There are now signs of a general change taking place from considering tailpipe
emissions in an isolated manner to a more holistic LCA of emissions. This shift
was initially driven by pressure from society but is now being pushed for by both
industry and legislators. For example, EU Directive 2019/631 states that the
European Commission must assess the possibility of integrating the entire lifecycle
into CO2 regulations by 2023 and, if possible, prepare initial proposals for concrete
integration into the regulations. No potential date for the introduction appears in
the Directive, but this could well affect the generation of regulations after 2030.

3.2 / Implications for OEMs and suppliers

Even integrating individual aspects of LCA into the regulations could trigger
major disruption in the industry, significantly changing the technological and
strategic considerations of automotive players. It is the vehicle manufacturers who
bear direct responsibility for CO2 emissions in the legislation; they are also the
most important when it comes customer purchase decisions. But other players
could also be strongly impacted. For example, only 10-20 percent of production
emissions are in fact caused by OEMs – the rest are associated with suppliers.
In light of this development, key competencies regarding managing emissions
across the lifecycle, especially in the upstream value chain, are likely to be
transferred to Tier 1 suppliers. Tier 2 suppliers will also have to take action,
including monitoring their own CO2 footprint. Indeed, all members of the value
chain, including Tier 3 suppliers, will potentially have to bring their innovation,
design and process decisions into line with LCA regulations.

“Europe wants to become the first climate-

neutral continent by 2050. E-mobility is a
central pillar of this, which has experienced
an enormous boost in recent months. Together
with political leaders, our OEMs and
automotive suppliers can lay the foundations
today so that we will still be a leader in
mobility solutions in 20 years. In other parts
of the world, the target for e-mobility has long
been clear and European economies cannot
afford to lag behind in this field.”
Dr. Wolfgang Bernhart
Senior Partner, Roland Berger

Roland Berger 15 E-Mobility Index 2021

CONCLUSION

COVID-19 has had a major negative impact

on the automotive industry as a whole. But its

effect on electric mobility has been the reverse,

with sales volumes burgeoning thanks to

government stimulus packages, particularly

in Europe. With European penetration rates

of up to 20.5 percent in December 2020, the

trend towards electrification now appears to

be unstoppable.

OEMs have committed themselves to creating

xEV platforms, and model availability is

increasing each year. Consequently, the

manufacturers are very likely to meet the

emission targets set by regulators in the short to

medium term. However, the potential threat of

tighter limits, real consumption data assessment

and LCA for emissions mean that both OEMs

and suppliers need to think about what

additional action they can take now to improve

their emission footprints.

Roland Berger 16 E-Mobility Index 2021

 Methodology

Our ranking compares the competitive positions of individual automotive

nations against those of others on the basis of three key indicators:

• Technology, that is, the current status of technological development in electric

vehicles made by OEMs in the country in question
• Industry, or the regional value added in the electric vehicle industry by national
production of vehicles, systems and components
• Market, or the size of the domestic market for electric vehicles, based on
current customer demand

The precise criteria that we apply in calculating each of these indicators is

described further below. For the purpose of the E-Mobility Index, we weight
each of the three indicators with a value range of 0-5 and then combine them.
The Index allows us to compare the competitive positions of the world’s seven
leading automotive nations – Germany, France, Italy, the United States, Japan,
China and South Korea – and assess their individual automotive markets on the
basis of uniform global standards. It also reveals the extent to which individual
nations are benefiting from the market that e-mobility is creating. K

K/ Methodology of the E-Mobility Index

The E-Mobility Index compares the automotive nations based on three parameters

100% Technological performance of electric vehicles

TECHNOLOGY Electric vehicle
(battery electric vehicles and plug-in hybrid electric
INDICATOR performance vehicles, including range-extended BEVs)

60%
Electric vehicle
National value added: vehicle assembly
production
INDUSTRY
X
INDICATOR
40% Supplier production
National value added: cell production
footprint

MARKET 100% Electric vehicle Size of national market (share of BEV/PHEVs

INDICATOR sales ratio in overall vehicle market)

Source: fka, Roland Berger

Roland Berger 17 E-Mobility Index 2021

TECHNOLOGY

> The technological performance and value for money of the electric
vehicles that are currently available on the market or soon to be
launched

In the E-Mobility Index 2021, we no longer consider national e-mobility R&D

programs in determining the technology indicator. This changes countries’
technology values compared to previous editions of the Index. For the sake
of comparability, we have recalculated the historical data underlying Figure C.

INDUSTRY

> Cumulative national vehicle production (passenger vehicles, light

commercial vehicles) for the period 2018-23, both BEVs and PHEVs
> Cumulative national battery cell production capacities (GWh) for
the period 2018-23

In this year’s E-Mobility Index, we have again adjusted the measurement

threshold for national vehicle production and battery cell production capacity
to reflect increasing production. This adjustment is necessary in order to
allow assessment of the indicator in a value range of 0-5. The new, higher
threshold reduces countries’ industry values compared to previous editions
of the Index. For the sake of comparability, we have recalculated the historical
data underlying Figure C so that it takes into account the new thresholds.

MARKET

> Electric vehicles’ current share of the overall vehicle market

(January-December 2020)

In the E-Mobility Index 2021, we have once again adjusted our measurements
to reflect the increasing market penetration of BEVs and PHEVs. This
adjustment is necessary in order to allow assessment of the indicator in a
value range of 0-5. The new, higher threshold reduces countries’ market
values compared to previous editions of the Index. For the sake of
comparability, we have recalculated the historical data underlying Figure C
so that it takes into account these new thresholds.

Roland Berger 18 E-Mobility Index 2021

AUTHORS

Dr. Wolfgang Bernhart

Senior Partner +49 711 3275-7421 [email protected]

Stefan Riederle
Principal +49 89 9230-8169 [email protected]

Tim Hotz
Project Manager +49 89 9230-8319 [email protected]

Ingo Olschewski
Head of Strategy & Consulting +49 241 8861-160 [email protected]

Alexander Busse
Senior Consultant +49 241 8861-167 [email protected]

We welcome your questions, comments and suggestions | www.rolandberger.com

03.2021

This publication has been prepared for general guidance only. The reader should not act according to any
information provided in this publication without receiving specific professional advice. Roland Berger GmbH
shall not be liable for any damages resulting from any use of the information contained in the publication.
© 2021 ROLAND BERGER GMBH. ALL RIGHTS RESERVED.

Roland Berger 19 E-Mobility Index 2021

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