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Who is leading the transition to electric vehicles?
On the broadest measure, the ICCT rating compares automakers across market dominance, technology performance, and strategic vision. Its selected findings identify different leaders on different measures; they do not establish a single overall winner in the accessible summary.
The rating uses 10 measures. These include ZEV-equivalent sales share and vehicle-class coverage; energy consumption, charging speed, and driving range; green-steel activity and battery recycling or repurposing; and company targets, investment, and executive compensation alignment. This wider scope makes it more useful for assessing the shape of a manufacturer’s transition than a sales-only league table.
ICCT’s ZEV-equivalent sales measure includes BEVs and fuel-cell vehicles (FCEVs), as well as plug-in hybrids (PHEVs) adjusted for estimated real-world electric driving share. It is therefore not interchangeable with BEV sales, “EV sales,” or a manufacturer’s own “electrified” total.
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Which automakers lead on sales and market presence?
| Measure | What the latest findings say | How to read it |
|---|---|---|
| Global BEV sales | BYD surpassed Tesla in global BEV sales for a second consecutive year, according to the ICCT’s 2025 rating findings. Tesla and BYD remained the top two in sales. | This is a BEV-sales result, not an overall ICCT score ranking. |
| BYD BEV share | The ICCT reports BYD’s BEV share at 47% in its 2025 findings. | This is the rating’s reported figure; it should not be confused with BYD’s share of all global car sales. |
| EV sales targets | Geely and SAIC were identified as market-dominance frontrunners after reaching their 50% EV sales targets a year ahead of schedule. | Reaching a target early is a distinct indicator, not proof of the highest overall rating. |
The scale of the wider market helps put these company findings in context. The International Energy Agency’s Global EV Outlook 2026 says worldwide electric-car sales exceeded 20 million in 2025, representing 25% of new-car sales. It also reports that Chinese automakers supplied 60% of global electric-car sales that year. These are market-wide figures, not ICCT manufacturer scores.
Which automakers improved or slipped in the rating?
Notable gains
The ICCT summary identifies Mazda, Nissan, and ChangAn as the automakers with the most notable year-on-year rating gains, linked to improvements in model performance and related technology measures. Hyundai-Kia improved its vehicle-class coverage and executive compensation alignment, moving from the rating’s “laggard” category to “transitioner.”
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Notable declines
Great Wall and Stellantis had notable rating declines. The ICCT associates Great Wall’s downgrade with a shift from BEVs toward PHEVs and a missed 2025 ZEV target. It links Stellantis’s decline to reduced targets and investment commitments.
These are reported changes and explanations from the rating summary; they do not supply exact scores or establish each company’s overall position among all 22 manufacturers.
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How do automaker electrification totals compare?
Company-reported totals may use broader definitions than a scorecard’s zero-emission measure. Hyundai Motor’s 2025 results illustrate why the label matters: the company reported 961,812 electrified-vehicle sales, including 275,669 EVs and 634,990 hybrids (HEVs). It said the electrified total was approximately 23% of its global sales. These are company-reported figures for 2025, and “electrified” includes HEVs; it is not equivalent to the ICCT’s ZEV-equivalent measure.
The ICCT’s June 16, 2026 release said global EV sales reached one in four new vehicles sold worldwide in 2025, up from one in five in 2024. That statement is consistent with the IEA’s market context, but neither figure is an individual automaker’s electrification share.
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What should construction businesses take from these rankings?
The rating concerns major light-duty manufacturers. It can inform broad questions about passenger vehicles used by a construction business—such as whether an automaker is expanding model coverage, improving efficiency, or committing investment—but it does not rank work-truck capability, commercial-van availability, towing suitability, or construction machinery. Those require vehicle- and duty-cycle-specific evidence.
- For a passenger-car fleet: use the rating’s technology and strategy measures as screening context, then compare models against the routes, charging access, payload, and operating needs of the fleet.
- For vans and work trucks: verify that the rating’s light-duty scope covers the vehicle class you need; do not infer commercial suitability from an automaker’s BEV sales position.
- For equipment decisions: this scorecard is not a construction-equipment electrification ranking.
What the public summary does—and does not—establish
The ICCT summary supports selected leadership findings and year-on-year changes, but it does not expose a complete ordered score table for all 22 manufacturers. It would be misleading to assign every company a precise score, tier, or overall rank from those findings alone. Omdia also lists a 2025 Global Electrification Scorecard covering 20 automakers, but its public page gates the detailed content; that listing does not provide independently verifiable ranking results or methodology.
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