Morgan Stanley har analyseret bilindustrien og elektriske biler og konkluderer, at det er en økonomisk fordel for bilindustrien at gå over til el-biler. Bilsektoren har klaret sig dårligt for investorer, der vender sig fra de kendte bilselskaber og investerer i producenter af el-biler. Men de eksisterende bilfabrikker har en chance, hvis de satser på el-biler. Banken forudser, at el-biler vil udgøre 90 pct. af produktionen fra eksisterende, traditionelle bilproducenter – man på langt sigt. Det store ryk i el-biler kommer først i 30’erne, hvor halvdelen af bilsalget vil omfatte el-biler.
Automakers Gear Up to Go Electric
Legacy automakers may finally be shifting toward electric now that climate change has become the top driver of auto industry fundamentals.
“The market is convinced of the long-term secular bear thesis of legacy automakers, and their underperformance has been even more pronounced in the COVID-19 era,” says Adam Jonas, Head of Global Auto and Shared Mobility Research.
But the market may be missing something: Legacy automakers are finally pivoting toward electric now that climate change has become the number one driver of auto industry fundamentals—and many are making real progress toward a more sustainable future.
“It isn’t enough to simply look at the percentage of their vehicles that will be EV,” says Jessica Alsford, Head of Sustainability Research. “To understand the true impact that automakers have on the environment, investors also need to look at EV as a percent of its total fleet on the road.”
With this in mind, Morgan Stanley’s auto and sustainability analysts joined forces to create a proprietary framework to gage how quickly each automaker is able to reduce its CO2-emissions footprint.
In a recent report, The Global Auto Climate Opportunity: Is Your Car Company ‘CLEAN,’ they use this framework to identify potential beneficiaries and laggards in the years ahead.
EV Shifts Into High Gear
The past several years have seen a significant change in the narrative surrounding automakers. Until recently, investors viewed the EV segment as niche—posing little threat to gas-powered players.
Today, the market value of the world’s largest EV maker is more than the “Big Three” combined. And yet, investors have also written off any transition from internal combustion engines (ICE) to EV as a costly endeavor with an uncertain payback.
Morgan Stanley’s view is that, although the process will take years and involve many hundreds of billions of dollars, auto manufacturing is poised for a once-in-a-lifetime shift. In fact, Morgan Stanley estimates that EV sales will surpass combustion engines around 2035.
“Over the long run, EV adoption should prove cheaper than staying with internal combustion engines, and ultimately quite profitable,” says Jonas, whose team has overweight ratings on more than a dozen global automakers.
Among other factors in favor of a move to EV: Improving economies of scale, cost reductions associated with dedicated EV platforms, growing policy and infrastructure support, and increasing consumer appetite for EVs across many segments.
Meanwhile, most legacy automakers’ stocks have fallen very much out of favor with investors. “Legacy autos are currently the worst-performing subindustry within the already underperforming industrials sector,” says Jonas.
Companies that can make the transition to EV could attract capital from the growing universe of environmental, social and governance, or ESG, investors and see a significant rerating of their stocks.
Quantifying Real Change
To compare the leaders and the laggards, the Morgan Stanley team plotted the world’s largest automakers on four quadrants that revolve around two key metrics: Current CO2 exposure, coupled with the actual rate of change driven by percentage of EV sales. By focusing on achieved EV penetration as a percentage of vehicles sold (rather than EV penetration targets), the framework screens out potential noise from loss of market-share and total-unit growth or declines.
Morgan Stanley’s Key EV Metrics
| Global Autos Data – MSe | 2020 | 2025 | 2030 | 2040 | 2050 |
|---|---|---|---|---|---|
| Total Unit Sales (mm) | 73 | 84 | 85 | 100 | 108 |
| CAGR (%) | 2.9% | 0.2% | 1.6% | 0.7% | |
| Total Car Parc (mm) | 1,211 | 1,244 | 1,260 | 1,294 | 1,235 |
| EVs as % of Sales | 2.8% | 11.6% | 26.0% | 72.2% | 81.5% |
| EV Sales (mm) | 2 | 10 | 22 | 72 | 88 |
| EVs as % of Parc | 0.6% | 2.9% | 8.8% | 38.1% | 67.8% |
| EV Parc (mm) | 7 | 36 | 111 | 492 | 837 |
| ICE Miles (bn) | 11,838 | 12,669 | 13,237 | 10,794 | 7,192 |
| EV Miles (bn) | 57 | 353 | 1,342 | 8,649 | 21,369 |
| Total Miles (bn) | 11,895 | 13,022 | 14,579 | 19,443 | 28,561 |
| ICE mpg | 28.0 | 30.1 | 32.6 | 37.3 | 40.9 |
| EV Efficiency (Miles/KwH) | 3.00 | 4.00 | 5.00 | 6.00 | 7.00 |
| Total EV TwH | 19 | 88 | 268 | 1,441 | 3,053 |
| ICE Fuel Gallons (bn) | 423 | 421 | 406 | 290 | 176 |
| CO2 Emissions (Gt) | 3.8 | 3.8 | 3.6 | 2.6 | 1.6 |
Based on this framework, CO2 emissions from fleet sales could fall by approximately 60% by 2040, while companies with some of the most aggressive plans could cut overall emissions by more than 80%—and at a time of accelerated replacement demand.
“If our call is correct, we’re going to see years of prolonged replacement demand that equates to roughly $25 trillion of replacement demand, and with legacy original equipment manufacturers supplying 90% of EV cars in the future,” Jonas says.
