Plans for a Zero-Emission Future

The specific actions in the plans are more interesting. By 2028, VW intends to bring out about 70 electric models, after converting factories to build them. It also plans to spend about 30 billion euros on the transition. It doesn’t plan to sell any internal combustion cars at all after 2040. For its part, Volvo has committed to a 40-percent reduction in the CO₂ footprint of each of its models over their entire lifecycle. Toyota plans to sell more than 5 million electric cars by 2030, with 1 million of them zero-emission vehicles. It already has about 40 hybrid models in its portfolio. Toyota is the company that is betting the most aggressively on fuel cells as a powertrain. But there’s a catch as you evaluate the sheer variety of plans. For example, the fuel consumption of plug-in hybrids is hard to pinpoint. In some cases, it is much higher on the road than in the lab. Some of the plans are open to still other criticisms. A number of manufacturers have been starting to convert their fleets to electric drive in the premium segment. That is making it harder to succeed in the mass market.

It’s striking that many companies have gone right into the second step: the idea that an “emission-free” car should generate the lowest-possible emissions during its manufacture. Volkswagen is introducing an environmental ranking for suppliers, among other measures. Mercedes intends to increasingly draw on alternative energy sources in vehicle production. Volvo has announced that it’s increasing the share of recyclable plastics in its cars. Toyota is paying attention to water consumption in its operations, among other factors. Yet another question is being raised: What’s the impact of energy consumption during manufacturing on a company’s ecological footprint? Even Tesla had to respond to that question. The electric mobility pioneer keeps highlighting its commitment to solar energy.

Long-term Plans as a Crisis Safeguard.

The corona pandemic has emerged as the first stress test for the plans: China is already wondering aloud whether it should loosen its electric quotas. The European Automobile Manufacturers’ Association (ACEA) is calling for a postponement of CO₂ fleet emission limits. Factories worldwide were closed at least temporarily in March. The effect on the diverse plans for CO₂-neutral mobility is hard to calculate. On the other hand, the already-discussed, long-term nature of the strategies could prove to be an advantage. One illustration: Even in March, General Motors was going all out with its “EV-Day”: A total of 13 new models from various brands and price ranges were presented and are due to be available in North America in five years at the latest, with the first vehicle, the Bolt EV, due out at the end of 2020. At the same time, the company presented a new battery concept that is supposed to be less expensive and promises greater range. Even if things are just trundling along in 2020, many of the automakers’ strategies seem to be too broadly based to let something like a year of crisis knock them off track.

Our current focus is on the powertrains that had to wait decades for their breakthrough. Now their time has come. Alternative propulsion systems such as electric motors and fuel cells, along with internal combustion engines, will be part of the powertrain mix of the future.

Read more on the topic “At Last! Alternative Powertrains” in our ESSENTIAL magazine. The issue will be published in May.