Automotive Value Map 2016 → 2025

The tail starts in 2016 and its width is annual volume, so a brand that grows leaves a widening stream. The arrowhead is the selected year. Click any bubble or line for that brand's ten-year detail.

Axes are fixed, so brands stay in the same place as you filter. Profit-per-car curves are lines of equal money earned per vehicle: a brand sitting on the €10k curve earns €10k on every car, whether at €40k and 25% or €200k and 5%.

Drag across the main map to set this window yourself — a window you draw stays put as the years pass, which is what you want once you are following particular brands. Left alone, the band is the middle of the market in the selected year, so it travels as prices do — from roughly €9k–€43k in 2016 to €18k–€50k in 2025. A brand priced outside that year's band sits off the frame and its tail enters from the edge: Tesla arrives from the right once the Model 3 replaced the Model S mix, BYD and Geely from the left as they scale. BYD's last step turns back left — revenue per vehicle fell in 2025 under the domestic price war.

The stack answers the two questions the other charts cannot: how big the field is, and whose it is. On Units the top edge is the market — the sum of the brands in view, with the year totals written along it. On Share % the same bands are stacked to 100%, and size drops out of the picture entirely: what is left is the mix. That distinction is the point. A segment can hold its cars and still be losing the market, and only the share view shows it: between 2016 and 2025 the Volume band gave up about twelve points of the field — from roughly 82% to 71% — while selling only some 5% fewer cars, and almost all of what it gave up went to the Chinese challengers, who rose from about 2.5% to 14%. Switch to Brands to see which companies inside a segment did the moving; band order is fixed, by price from the bottom up, so a shift reads as a shift rather than a reshuffle.

One caveat the caption carries: this is the total of the brands in view, not of the world. Twenty-two reporting entities are most of the industry's value and a large part of its volume — around 57 million cars in 2025 with every brand selected — but the makers outside this set are real, so read the totals as the covered market and the shares as shares of it. Filtering changes both, which is the honest behaviour: remove a brand and it stops counting in the denominator too.

Segment average adds one dashed line per segment to every chart: on the maps a hollow bubble with a dashed tail, on the volume and revenue panels a dashed line, each in its segment's colour and named in italics. Every figure on it is the plain mean of every brand in that segment that reported that year — revenue per vehicle, margin, volume and revenue alike. Every brand, not only the ones still on screen: the average is the benchmark a selection is read against, so it has to hold still. Filter down to Porsche alone and the luxury line stays exactly where it was, which is the point of drawing it. The only thing filtering decides is whether a segment's line appears at all — it is drawn while at least one of its brands is in view. It is also deliberately unweighted: weight the mean by size and the volume segment becomes Toyota with company, and the line stops being an average of brands.

Revenue per vehicle is each company's reported revenue for the stated entity divided by its reported volume for the same period; margin is the profitability measure that entity publishes. A brand's track begins in the year its reporting entity began: Stellantis in 2021, at the FCA–PSA merger, and Xiaomi EV in 2024, at first delivery. Toyota, Honda and JLR report to 31 March, so their year n covers April n – March n+1. Non-euro reporters are converted at annual average rates. Bentley withdrew unit disclosure after 2023, so its last two volumes are derived from published revenue and the price and volume movements the company stated — the derivation is set out in Per OEM — method.