CONTENTS

01
1.

Introduction

2.

SUV overview

2.1 SUV – definition and features

2.2 The carbon footprint of an SUV

3.

03

06
06

Analysis of SUV sales
3.1 SUV sales trends

3.1.1 SUV sales as a proportion of total vehicle sales

08

3.1.2 SUV sales as a proportion of total vehicle sales by five automakers 10

3.2 ICE vehicles: SUV sales trends

3.2.1 SUV sales as a proportion of ICE vehicle sales

12

3.2.2 SUV sales as a proportion of ICE vehicles sales by five automakers 13

3.3 ZEVs: SUV sales trends

3.3.1 SUV sales as a proportion of ZEV sales

3.3.2 SUV sales as a proportion of ZEV sales by five automakers

4.

15
16

Analysis of CO2 emissions from SUVs

4.1 Calculation of tailpipe CO2 emissions by vehicle type4.1.1 Comparison of CO2 emissions: SUVs versus sedans

4.1.2 CO2 emissions from SUVs and sedans sold by five automakers

4.2 Number of vehicles on the road sold by five automakers

4.2.1 Number of ICE vehicles on the road sold by five automakers

20
21

23

4.2.2 Number of ZEVs on the road sold by five automakers

24

4.3.1 Comparison of tailpipe CO2 emissions in 2017 and 2022

25

4.3 CO2 emissions from vehicles sold by five automakers

4.3.2 Tailpipe CO2 emissions and reduction impact from ZEVs

26

5.

Conclusion

30

6.

Recommendations for auto industry decarbonization

33

References
Appendix

34
Appendix A. Vehicle classification

Appendix B. CO2 emissions per distance by vehicle type for 5 automakers
Appendix C. CO2 emissions per year by vehicle type for 5 automakers

Appendix D. CO2 emissions per decade by vehicle type for 5 automakers

35
36
37
38

3. SUV 판매량 분석.
1
Introduction02

1. Introduction

03

1.

Introduction

The auto industry is a major emitter of greenhouse gas-

This report presents an analysis of data compiled fromproduced by ground transportation including passen-ume globally in 2022: Toyota, Volkswagen, Hyundai Mo-

es (GHG). In 2022, 17.9% of GHG emitted globally were
ger and freight vehicles. As of 2018, passenger vehicles
1

were responsible for 45% of GHG emissions in the trans-

port sector. Greenpeace urges that automakers cease2

the sale of new internal combustion engines (ICE) vehi-

five top automakers that posted the highest sales vol-tor Group (Hyundai-Kia), Stellantis and General Motors(GM). These five automakers are responsible for almost
half (roughly 43%) of total global sales volume.

cles – including hybrid vehicles – by 2030. Automakers

Hyundai Motor Group, Korea’s primary automaker, has

focusing on the manufacturing and sale of vehicles to of-mestically through 2025 to pursue initiatives that will

are also asked to diversify their business models fromfering alternative mobility solutions such as car sharing.
Implementing measures to reduce vehicle emissions
and promoting alternative travel solutions (active travel

announced its plan to invest almost KRW 63 trillion do-serve as a ‘hub of the group’s future business’.4 However,more than 60% of the pledged investment is earmarked
for improving the product quality of ICE vehicles.i Focus-

and public transport) will help to alleviate problems as-

ing its product portfolio on a fleet of sport utility vehicles

as bringing co-benefits through stopping the burning ofhas put Hyundai Motor Group’s sustainability plan un-sociated with air pollution and traffic congestion, as wellfossil fuels, ultimately benefiting the environment andhuman health. Unfortunately, automakers’ responses tocalls to develop alternative travel solutions have been

(SUVs) as a part of its strategy to improve profitability
der scrutiny. In 2022, SUVs accounted for more than half
(52.7%) of Hyundai-Kia’s total global vehicle sales.

slow, which is delaying the greener, cleaner, and safer
future we deserve.3

iHyundai Motor Company has noted that almost KRW 38 trillion, or nearly 60% of the KRW 63 trillion plan, will be invested to improve product quality of
ICE vehicles and customer service.

1. Introduction

04

A product portfolio that focuses on an SUV fleet poses a se-

If SUVs were a country, they would have had the sixthof CO2 emissions from those vehicles. The carbon footprint

than 900 million tonnes of CO2 which is more than the totalrious threat to the climate crisis because of the high levelsof an SUV throughout its life-cycle – from manufacturing tooperation on the road – is significant because it produceshighest absolute emissions in the world in 2021, at more
emissions of Germany.

substantial CO2 emissions. SUVs are generally heavy-duty

The IEA has released a number of reports that shed lightsedan models. According to a report by the European Envi-

has yet to report a detailed breakdown by automaker. This

was associated with an increase in average CO2 emissions

automakers and corresponding tailpipe CO2 emissions tovehicles that require bigger engines and more steel thanronment Agency (EEA), a rise in the use of heavy-duty SUVs

from all new cars in European Union (EU) countries from2017 to 2019.5 The increase in SUV popularity continued
from 2020 to 2022, when 10 out of 15 major automakers
posted continued growth of SUV sales globally.6 Globally,

the SUV fleet grew from less than 50 million in 2010 to 330
million in 20227, an increase that outnumbers all vehicles

registered in the EU by 1.3 times.8

on the impact of the SUV fleet on the environment7 10 but

report attempts to analyze SUV sales data from the major
investigate the validity of automakers’ plans for pushingzero-emission vehicles (ZEV) to achieve carbon neutrality
and call for more aggressive actions toward sustainablemobility strategy for the future.

This report contains the following findings:

1.

Analysis of SUV sales trends of the top five automakers.

2.

Analysis of tailpipe CO2 emissions of five automakers.

3.

Analysis of tailpipe CO2 emissions trends of five automakers in 2017 and 2022.

4.

Analysis of the impact of ZEVs on CO2 emissions reduction in 2022.

3. SUV 판매량 분석

2.

SUV Overview

2.1 SUV – definition and features

2.2 The carbon footprint of an SUV05

2. SUV overview

06

2.1

SUV – definition and features
Sport utility vehicles (SUVs) are vehicles designed with greater emphasis on uses such as
sporting and leisure activities. SUVs typically have higher ground clearance than sedans tofacilitate off-road usage. While the definition of SUV may differ by country, the IEA adopts
a broader range including any and all sedans equipped with off-road features for the pur-pose of its analysis. For this report, the definition of an SUV is limited to large SUVs and thesmall SUV known as the crossover utility vehicle (CUV) and excludes multi-purpose vehicles(MPVs) and pick-up trucks.ii SUV sales data from each automaker is collected as presented
by MarkLines that applies the same definition.

2.2

The carbon footprint of an SUV
The carbon dioxide (CO2) emissions of an SUV throughout its lifecycle, from manufacturing

to operation on the road, are significant. Typical sedans comprise around 60% of steel byweight using an average of 900 kg of steel. In comparison, SUVs use an average of 20% more
steel than an equivalent size sedan.11 With an estimated 1.4 tonnes of carbon dioxide equiv-

alent emissions (CO2-eq) during the process of producing 1 tonne of steel12, the increased
sales numbers of SUVs inevitably leads to increased CO2 emissions.

SUVs tend to be heavier and consume more energy for operation than typical sedans be-cause they are built using more steel. According to IEA research, global oil consumption by
SUVs accounted for one-third of the total growth in oil demand in 2021 and 2022 while oil
consumption by sedans remained roughly the same.7 SUVs consume an average of around

20 to 25% more oil than sedans, therefore increasing the SUV fleet in the market will leadto increased CO2 emissions. The IEA noted that the number of SUVs increased by almost 35
million throughout 2021, leading to an increase of CO2 emissions by 120 million tonnes.10

Although SUVs slow the decarbonizing efforts by the auto industry, the continued growth in

the SUV market is not showing any signs of wavering and is particularly noticeable in certain

countries. On average, Global North countries posted five times higher SUV sales per capita
than Global South countries and emerging markets in 2021, signaling the need to remind
Global North countries to take more aggressive actions towards reducing CO2 emissions
given that the headquarters of many multinational corporations are in these countries.13

ii

Definition of SUV is adjusted from IEA definition to facilitate effective application of sales data by MarkLines and EPA.

3. SUV 판매량 분석

3.

Analysis of SUV sales
3.1 SUV sales trends

3.1.1. SUV sales as a proportion of total vehicle sales

3.1.2. SUV sales as a proportion of total vehicle sales by five automakers

3.2 ICE vehicles: SUV sales trends

3.2.1. SUV sales as a proportion of ICE vehicle sales

3.2.2. SUV sales as a proportion of ICE vehicles sales by five automakers

3.3 ZEVs: SUV sales trends

3.3.1. SUV sales as a proportion of ZEV sales

3.3.2. SUV sales as a proportion of ZEV sales by five automakers

07

3. Analysis of SUV sales

08

3.

Analysis of SUV sales
This report breaks down the sales data of SUVs from 2013 to 2022 relative to all vehicles, ICE vehicles and ze-

ro-emissions vehicles (ZEVs). Data used for the analysis was compiled from the five automakers that posted thehighest sales volume globally in 2022: Toyota, Volkswagen, Hyundai Motor Group (Hyundai-Kia), Stellantis andGeneral Motors (GM). These five companies account for almost half (roughly 42%) of total global sales volume.

3.1

SUV sales trends
3.1.1.
SUV sales as
a proportion of
total vehicle sales

Sales of SUVs have seen sharp growth globally. The number of new SUVs sold recorded
12.72 million in 2013, and sales figures soared by 154.7% to 32.40 million in 2022. Indus-

try-wide, 2017 and 2018 marked the time when the total car sales took a downward turn,
dropping from 92.66 million units in 2017 to 79.47 million (a 14.2% decrease) in 2022. Even

when the auto industry as a whole suffered a huge setback from the COVID-19 pandemic

in 2020 and total car sales plummeted by 13.4% from the previous year, SUV sales fell by
just 6.7%. Strong performance of SUVs is clearly demonstrated in its sales volume whencompared to total sales volume of all vehicles. The share of SUVs in the market steadily grewfrom 15.4% in 2013 to more than 40% in 2022.

[TABLE 1]

Global SUV sales trend(2013 to 2022)

2013

2014

2015

2016

2017

2018

2019

2020

2021

(unit: thousand)

2022

SUV

12723

15646

20361

24732

27669

29222

29671

27672

30908

32400

Ratio of SUVs

15.4%

18.3%

23.3%

27.0%

29.9%

31.5%

33.3%

35.9%

38.5%

40.8%

All Vehicles

82535

85343

87400

91458

92656

92654

89013

77054

80377

79474

3. Analysis of SUV sales[FIGURE 1]

Global SUV sales trends(2013 to 2022)

09

SUV

(unit: thousand)

Non-SUV������
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�����
�����

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����

[FIGURE 2]

SUV percentage of total vehicles sales (2013 to 2022)

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SUV percentage of total vehicles sales

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3. Analysis of SUV sales

10

3.1.2.
SUV sales as
a proportion of total
vehicle sales by fiveautomakers

Aggregate sales volumes of the five featured automakers in this analysis decreased by 13.0%

from 38.26 million units in 2013 to 33.31 million units in 2022. Although Toyota managed tomaintain a steady sales trend (7.8% increase in 2022 compared to 2013), the remaining four
automakers exhibited clear signs of declining sales.

All five automakers reported continued growth in SUV sales over the past ten years to 2022.

The total sales volumes of SUVs by the five automakers combined increased by 144.3%
from 5.73 million units in 2013 to 13.99 million units in 2022. The growth was particularlyrobust for the top three automakers – Toyota, Volkswagen and Hyundai-Kia – with increasesof 158.1% for Toyota, 270.5% for Volkswagen and 152.4% for Hyundai-Kia in 2022 from 2013.

These three automakers each posted over 150% growth in SUV sales over the past ten years.
In 2022, Toyota, Volkswagen and Hyundai-Kia each sold around 3.5 million units of SUVs.
Stellantis and GM each reported sales of around 1.8 million units. While Volkwagen’s SUV

sales lagged well behind Toyota and Hyundai-Kia in 2013, with Volkwagen selling just about
1 million SUV units, the firm’s sales figures caught up with Toyota and Hyundai-Kia in 2022.

Hyundai-Kia’s total sales volume fell short of Toyota and Volkswagen, but the firm sold asimilar volume of SUVs.
[TABLE 2]

SUV sales compared to all ve-

hicles by five automakers from2013 to 2022.

Automaker
ToyotaVolkswagen
HyundaiKia

Stellantis

GM

SUV

All vehicles(unit: thousand)

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

9039

9288

9294

9464

9711

9870

9971

8732

9732

9748

1409

1553

1794

1900

2403

2535

2690

2808

3390

3637

SUV Ratio

15.6%

16.7%

19.3%

20.1%

24.7%

25.7%

27.0%

32.2%

34.8%

37.3%

All vehicles

9108

9622

9514

9856

10185

10324

10338

8680

8149

7725

SUV

923

1094

1228

1345

1823

2369

3270

3154

3399

3420

SUV Ratio

10.1%

11.4%

12.9%

13.6%

17.9%

22.9%

31.6%

36.3%

41.7%

44.3%

All vehicles

6799

7167

7364

7629

6872

7044

6989

6128

6656

6404

SUV

1337

1409

1743

2177

1992

2386

2689

2773

3228

3374

SUV Ratio

19.7%

19.7%

23.7%

28.5%

29.0%

33.9%

38.5%

45.2%

48.5%

52.7%

All vehicles

6604

7068

7075

7016

6523

7438

6965

5378

5615

5026

SUV

794

1179

1635

1893

1937

2465

2350

1827

1937

1795

SUV Ratio

12.0%

16.7%

23.1%

27.0%

29.7%

33.1%

33.7%

34.0%

34.5%

35.7%

All vehicles

6714

6711

6522

6540

6602

6531

6049

5283

4430

4407

SUV

SUV Ratio

1264

18.8%

1392

20.7%

1701

26.1%

1808

27.6%

1895

28.7%

1921

29.4%

1969

32.6%

1910

36.2%

1753

39.6%

1760

39.9%

3. Analysis of SUV sales

11[FIGURE 3]

SUV sales compared to all ve-(unit: thousand)hicles by five automakers fromToyota�����2013 to 2022.

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SUV

(unit: thousand)

Non-SUVSUV ratio

Volkswagen

��������� ���� ���� ���� ���� ���� ���� ���� ���� ����(unit: thousand)Hyundai- Kia

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GM

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���� ���� ���� ���� ���� ���� ���� ���� ���� �������� ���� ���� ���� ���� ���� ���� ���� ���� ����(unit: thousand)

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3. Analysis of SUV sales

12
SUV sales have maintained a steady pace of growth (Table 2, Figure 4). When compared tosales of all vehicles by the five automakers, the ratio of SUVs increased by almost 2.8
times in the past ten years from 15.0% in 2013 to 42.0% in 2022. Until 2018, Hyundai,

Stellantis, and GM had a similar SUV share portion and growth rates. However, after 2018,

Stellantis and GM saw their SUV share of total vehicles increase, but the growth rate slowed,

whereas Hyundai has seen its share and growth rate continue to increase. Even though theratio of SUVs increased for Stellantis and GM, the rate of growth slowed down. As of 2022,
Hyundai-Kia was the sole automaker out of the five whose sale of SUVs comprised morethan half (52.7%) of all vehicles sold. Meanwhile, Volkswagen presented the greatest change

in the ratio of SUV sales compared to all vehicles in 2022 compared to 2013, increasing morethan 4 times from 10.1% to 44.3%.

[FIGURE 4]

SUV sales trends by automakerfrom 2013 to 2022.

ToyotaVolkswagen

����

����

Hyundai- Kia

Stellantis

GM

��.�%

��.�%

��.�%

�.�%

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3.2

ICE vehicles: SUV sales trends
3.2.1.
SUV sales as
a proportion of ICE
vehicle sales

The majority of vehicles sold from 2013 to 2022 were ICE vehicles. The ratio of SUV sales

compared to all vehicles increased steadily from 15.4% in 2013 to 40.6% in 2022. The sales
volume of ICE vehicles peaked at 91.91 million units in 2017 before dropping to 71.69 mil-lion units in 2022. During the same period, however, the sales volume of ICE-powered SUVs
increased by 5.4% from 27.61 million units in 2017 to 29.09 million units in 2022. The data

reveal that the market for ICE-powered SUVs has not declined despite the fact that
other types of ICE-powered vehicles have begun to show clear signs of decline.

3. Analysis of SUV sales[FIGURE 5]

Sales volume of ICE SUVs com-pared to ICE vehicles from 2013
to 2022.

13(unit: thousand)

ICE SUV������

ICE Non-SUV

ICE SUV ratio

��.��%
��.��%

�����

��.��%

�����

��.��%

������

3.2.2.
SUV sales as
a proportion of ICE
vehicle sales by fiveautomakers

��.��%

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�.��%

Aggregate sales volume of ICE vehicles by the five automakers in this analysis decreased by

16.3% from 38.26 million units in 2013 to 32.03 million units in 2022. Toyota was the only
automaker that maintained a similar sales volume of ICE vehicles to the sales volume trendof all vehicles (7.6% increase in 2022 compared to 2013). All other automakers posted decreasing sales trends of ICE vehicles.

All five automakers performed strongly in the ICE-powered SUV market over the past ten
years, reporting a steady pace of increase that jumped by 130.3% from 5.72 million units in2013 to 13.18 million units in 2022. However, 2018 and 2019 marked the peak for GM and

Stellantis, whose ICE-powered SUV sales figures turned downward over the past three years(2020 to 2022). Volkswagen also reported rapid growth through 2019, but has achieved
steady growth at about 3 million units annually since 2019. Toyota and Hyundai-Kia maintained an upward sales trend of ICE-powered SUVs over the past three years, with an average increase of 29.1% and 15.0% respectively.

Sales of ICE SUVs by Toyota in 2022 compared to 2017 soared by 50.7%, while sales of all ICE

vehicles increased just by 0.17% (Table 3). Volkswagen sold 66.1% more ICE SUVs in 2022
compared to 2017, when sales of ICE vehicles as a whole dropped by 29.6%. Similarly, sales
of ICE SUVs also increased by 54.6% for Hyundai-Kia in 2022 compared to 2017 even thoughsales of ICE vehicles as a whole fell by 11.8%. The sales volume of ICE SUVs decreased slight-

ly in comparison to the same period for Stellantis and GM. In summary, Volkswagen andHyundai-Kia greatly expanded their share of ICE SUVs despite a clear decline in total

ICE vehicle sales. Toyota also pushed to increase its ICE SUV market by more than 50%,and it also expanded its ICE vehicle market.

3. Analysis of SUV sales

14[FIGURE 6]

Sales volume trend of ICE SUV(unit: thousand)compared to all ICE vehicles by

Toyota (ICE vehicles)�����five automakers from 2013 to
2022.

��%

��%
��%

�����

��%
��%

����

��%
��%

����

��%
��%

����
ICE SUV(unit: thousand)

ICE Non-SUV

Volkswagen (ICE vehicles)

�����

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��%

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�

��%
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���� ���� ���� ���� ���� ���� ���� ���� ���� ����(unit: thousand)�%Stellantis (ICE vehicles)

����

��%

��%
��%

����

��%
��%
��%

����

��%
��%
��%

����

�

�

ICE SUV ratio��%�%���� ���� ���� ���� ���� ���� ���� ���� ���� ����

�%

��%
�%

���� ���� ���� ���� ���� ���� ���� ���� ���� ����(unit: thousand)Hyundai- Kia (ICE vehicles)

����

��%

��%
��%

����

��%
��%
��%

����

��%
��%
��%

����

�

��%
�%

���� ���� ���� ���� ���� ���� ���� ���� ���� ����(unit: thousand)�%GM (ICE vehicles)

����

��%

��%
��%

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��%
��%

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��%
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�

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���� ���� ���� ���� ���� ���� ���� ���� ���� �����%

3. Analysis of SUV sales

15[TABLE 3]

The growth trends of ICE ve-

All vehicles (ICE)

SUVs (ICE)

Volkswagen- 29.55%+ 66.13%

Stellantis-26.70%-10.33%

Toyotahicle sales by five automakers
from 2017 to 2022.

+ 0.17%+ 50.73%- 11.76%

Hyundai-Kia+ 54.61%-34.26%GM-9.39%

3.3

ZEVs: SUV sales trends
3.3.1.
SUV sales as
a proportion of
ZEV sales

The sales volume of ZEVs is minor compared to ICE vehicles, recording just 0.11 million

ZEVs sold compared to 82.54 million total vehicles sold in 2013, and 7.78 million ZEVs soldcompared to 79.47 million total vehicles sold in 2022. Even though ZEV sales increased by afour-figure percentage of 7,062.9% during the ten years from 2013 to 2022, the ZEV market
share barely scratched 10% of the entire car market in 2022. In order to draw out a meaning-

ful assessment of sales trends of ZEVs, the analysis was limited to the period from 2018 to2022 during which the sale of ZEVs exceeded 1 million.

Despite the relatively small market share of ZEVs, steady growth of SUVs within the segment
should be noted. Only 17.7% of ZEVs sold in 2018 were SUVs, but the ratio increased to42.5% in just five years. While ZEVs, both sedans and SUVs, do not release tailpipe emissions, SUVs in general tend to leave a greater carbon footprint than sedans during the manufacturing process with their heavier and larger body.

[FIGURE 7]

The ratio of SUV sales com-pared to ZEV sales from 2018
to 2022.

ZEV SUV(unit: thousand)����ZEV Non-SUV

SUV ratio

��.��%

����

��.��%

����

��.��%

�������.��%

��.��%
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3. Analysis of SUV sales

16

3.3.2.
SUV sales as
a proportion of ZEVsales by fiveautomakers

The market share of SUVs in the ZEV segment is rapidly growing. For the five automakers,

sales of ZEV SUVs grew from 17.8% in 2018 to 62.8% in 2022, which is an increase of almost

45%. In 2022, Toyota, Volkswagen, Hyundai-Kia, GM recorded more than 50% of ZEV sales
credited to SUVs. Hyundai-Kia stood out in its rapid expansion of ZEV SUVs, dominating themarket in the past five years with 82.7% of its ZEV sales attributed to SUVs.

[FIGURE 8]

The ratio of SUVs compared to

Toyota (ZEVs)(unit: thousand)

ZEV sales by five automakers

��from 2018 to 2022.

���%

��

��%

��

��%

��

��%

�

ZEV SUV(unit: thousand)ZEV Non-SUV

SUV ratio

Volkswagen (ZEVs)

���

���

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����

����

����

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(unit: thousand)

����

����

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�%

Hyundai- Kia (ZEVs)

���

���%

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3. Analysis of SUV sales(unit: thousand)17

Stellantis (ZEVs)

���

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�

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GM (ZEVs)(unit: thousand)

����

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�%

3. SUV 판매량 분석

4.

Analysis of CO2 emissions from SUVs
4.1 Calculation of tailpipe CO2 emissions by vehicle type4.1.1. Comparison of CO2 emissions: SUVs versus sedans

4.1.2. CO2 emissions from SUVs and sedans sold by five automakers

4.2 Number of vehicles on the road sold by five automakers
4.2.1. Number of ICE vehicles on the road sold by five automakers
4.2.2. Number of ZEVs on the road sold by five automakers

4.3 CO2 emissions from vehicles sold by five automakers
4.3.1. Comparison of tailpipe CO2 emissions in 2017 and 2022

4.3.2. Tailpipe CO2 emissions and reduction impact from ZEVs

18

4. Analysis of CO2 emissions from SUVs

19

4.

Analysis of CO2 emissions from SUVs
Data on carbon dioxide (CO2) emissions from ICE vehicles from 2013 to 2022 by vehicle type (SUV and sedan)

was reviewed for analysis. ZEVs were excluded from the analysis because they do not release tailpipe emissions.
Pick-up trucks and MPVs were not included because they are not classed as SUVs in this study.iii The analysis

determined the number of vehicles sold by the five automakers operating on the road in 2017 and 2022. The
numbers were multiplied by the annual CO2 emissions data of each automaker to compare 2017 and 2022. This

makes it possible to see how CO2 tailpipe emissions are changing in line with the previous analysis of ICE SUVs,
which continued to grow despite the downward trend in overall ICE vehicle sales. Finally, the status of tailpipe CO2

emissions of the five automakers and the reduction, if any, attributed to the growth of ZEVs in 2022 was analyzed.

4.1

Calculation of tailpipe CO2 emissions by vehicle type
The United States Environmental Protection Agency (US EPA) releases tailpipe CO2 emis-

sions data (real-world CO2, g/mi) of SUVs and sedans of each automaker by model andmodel year.14 iv v The data were used to calculate the average tailpipe CO2 emissions (g/km)

and aggregate CO2 emissions per 200,000 km.3 Assuming an average lifespan of a vehicle tobe 10 years and the lifetime driven distance of 200,000 km, aggregate CO2 emissions for 10
years were calculated and divided to estimate an annual average.

It should be noted, however, that the US EPA data required adjustment to estimate the true
CO2 emissions data attributed to ICE vehicles only since it reflects average CO2 emissions for

ICE vehicles and ZEVs combined.

iii

iv
v

Combined number and total CO2 emissions of SUVs and sedans may not be regarded as an aggregate of total passenger vehicles.

Based on the US EPA classification, data applicable to vehicles classified as “Car” in the “Regulatory Class” and identified as “Car SUV” in the “Vehicle
Type” was used to represent SUVs, while data applicable to vehicles identified as “Sedan/Wagon” in the “Vehicle Type” was used to represent sedans.

The data are based on vehicles in the U.S. domestic market and do not precisely match the emissions from each carmaker’s global sales. However, the
EPA is the only reliable source that has analyzed average emissions by carmakers according to vehicle type, and the U.S. is a major market for the fivecarmakers (22% of total sales).

4. Analysis of CO2 emissions from SUVs

20
To make the adjustment, data on annual vehicle sales identified by powertrain types wasreviewed. The US EPA identifies seven types of powertrains: gasoline, diesel, electric, gas-

oline-hybrid, plug-in hybrid electric (PHEV), fuel cell vehicles (FCEV) and others (including
CNG-powered). EVs and FCEVs were excluded since they are classified as ZEVs.
ZEV ratio = EV ratio + FCEV ratio
Tailpipe CO2 emissions by ICE were calculated as follows.
Tailpipe CO2 emissions by ICE (g/mi) = aggregate tailpipe CO2 emissions (g/mi) /(1 - ZEV ratio)

The following calculation was used for metric conversion.
Tailpipe CO2 emissions by distance (g/km) = aggregate tailpipe CO2 emissions by

ICE (g/mi) / 1.60934(km/mi)

Tailpipe CO2 emissions for lifetime mileage (tonnes) = tailpipe CO2 emissions by
distance (g/km) × 200,000 km/1,000,000 (g/tonne)

4.1.1.
Comparison of CO2
emissions: SUVs versus
sedans[FIGURE 9]

CO2 emissions per driving distance by vehicle type (ICE)

SUV(unit : g/km)

���

Sedan

���
���
���
��
�

����

����

����

����

����

����

����

����

����

���� Average

Figure 9 on CO2 emissions from 2013 to 2022 by vehicle type demonstrates that SUVs are
responsible for greater CO2 emissions than sedans. Average CO2 emissions by SUVs during

the period was 209.1 g/km, which is 23.2g more per kilometer than 185.9 g/km emitted bysedans. Figure 9 also exhibits a downward trend of CO2 emissions, due to factors includ-ing improved fuel efficiency made possible by technological advancement, and reduced
weight of vehicles.

4. Analysis of CO2 emissions from SUVs

[FIGURE 10] Total CO2 emis-

sions for lifetime mileage of
200,000 km (ICE)21
SUV(unit : tonne)

��

Sedan

��
��
��
��
�

����

����

����

����

����

����

����

����

����

���� Average

Figure 10 presents CO2 emissions by vehicle types for a lifetime mileage of 200,000 km,

which averages 41.8 tonnes for ICE SUVs and 37.2 tonnes for ICE sedans. In short, SUVs emit
4.6 more tonnes of CO2 than sedans during their lifespan.

4.1.2.
CO2 emissions from
SUVs and sedans soldby five automakers

SUVs made by Volkswagen and Hyundai-Kia recorded the highest average annual CO2

emissions per kilometer. One ICE-powered SUV made by each automaker, on average, wasresponsible for 239.1 g/km (Volkswagen) and 220.5 g/km (Hyundai-Kia) of CO2 emissions

annually from 2013 to 2022. Based on an assumption that a vehicle drives 20,000km peryear, SUVs made by Volkswagen and Hyundai-Kia released, on average, 4.8 tonnes and 4.4
tonnes, respectively, every year.

[FIGURE 11]

Average annual CO2 emissions(mileage of 20,000 km) by ICE
vehicles made by five automakers between 2013 and 2022.

(unit : tonne)

SUV

�.��

Sedan

�.��
�.��
�.��
�.��
�.��

ToyotaVolkswagen

Hyundai-Kia

StellantisGM

4. Analysis of CO2 emissions from SUVs

22
The SUV fleet of all automakers (with the exception of Stellantis) had higher CO2 emissions

when compared to the sedan fleet of the same automaker (Figure 11). The reason Stellantis
reported higher CO2 emissions from its sedans than SUVs is that the sedans that had been
the major fleet of Stellantis tend to be heavier and perform with lower fuel efficiency thanSUVs, despite being classified as ‘sedan/wagon’ in recent years.vi When it comes to the difference in CO2 emissions between the SUV fleet and the sedan fleet of the same automak-

er, Volkswagen and Hyundai-Kia reported a significant variation. From 2013 to 2022, SUVs
reported higher CO2 emissions than sedans with 42.2 g/km for Hyunai-Kia and 41.6 g/km

for Volkswagen. Assuming a car drives 200,000km during its lifetime, a fleet of SUVs from
Hyundai-Kia would release 8.4 more tonnes of CO2 than a fleet of sedans. Similarly, SUVs

from Volkswagen would produce 8.3 more tonnes of CO2 than sedans.

4.2

Number of vehicles on the road sold by five automakers
The number of vehicles on the road by each automaker was calculated for 2017 and 2022.
The results were used for the calculation of tailpipe CO2 emissions that was presented in

section 4.3. Using the number of cars on the road is a better marker for obtaining accurate
tailpipe CO2 emissions than the number of new cars sold.

The parameters of a ten-year lifespan and a lifetime mileage of 200,000 km per vehicle wasalso used as an assumption for the calculation of vehicles on the road. The number of ve-

hicles on the road in 2017 was calculated by adding the number of vehicles sold from 2008

to 2017. The number of vehicles in 2022 was calculated by adding the number of vehicles
sold from 2013 to 2022. The number of used cars was not factored into the calculation forthe purpose of this analysis.

The number of vehicles on the road in ����The number of vehicles on the road in ����The number of vehicles sold in ���� +���� + … + ����The number of vehicles sold in ���� +���� + … + ����vi In other words, SUVs have higher CO2 emissions because they are on average heavier and consume more fuel than typical sedans. Even if a vehicle isclassified as a sedan, its CO2 emissions can increase depending on its body weight and fuel consumption.

4. Analysis of CO2 emissions from SUVs

4.2.1.
Number of ICE vehicles
on the road sold by fiveautomakers

23
While the number of ICE sedans in 2022 decreased from 2017 for all five automakers, thenumber of ICE SUVs increased for all five automakers. The rate of decrease ranged from
-1.1~-3.4% for Toyota, Volkswagen and Hyundai-Kia, which was relatively marginal com-pared to Stellantis (-26.1%) and GM (-18%) but in line with the industry-wide trend for ICE
vehicles. On the contrary, the number of ICE SUVs in 2022 compared to 2017 posted sig-

nificant increases for all five automakers, with a rise of 144.5% for Volkswagen, 82.8% forStellantis and 70.9% for Hyundai-Kia.

[TABLE 4]

The number of ICE vehicles offive automakers in 2017 and2022.

Automaker
ToyotaVolkswagen
Hyundai-Kia
Stellantis

The number of ICE vehicles offive automakers in 2017 and
2022.

SUV

Rate of change

46962-1.10%

24094

8712

21300

144.49%

47483

Sedan

63906

SUV

2022

14375

Sedan

67.61%

61706-3.44%

SUV

13138

22452

70.90%

SUV

9682

17696

82.77%

Sedan

39753

Sedan

38526

38478

SUV

GM

[FIGURE 12]2017(unit: thousand)

12555

Sedan

SUV

�����

28199

-26.71%26026-18.01%

17319

31743

(unit: thousand)-3.09%

37.95%

Sedan

�����
�����
�����

����

����

Toyota��������

Volkswagen

����

����

Hyundai-Kia

����

����

Stellantis

����

����

GM

4. Analysis of CO2 emissions from SUVs

4.2.2.
The number of ZEVs on
the road sold by fiveautomakers

24

While ZEVs do not produce any tailpipe emissions, it was necessary to measure the numberof SUVs that are ZEVs so that it can be factored into the calculation of ZEVs’ impact on CO2emissions reduction presented in 4.3.2. Compared to 2017, the number of ZEVs climbed

sharply in 2022 for Volkswagen and Hyundai-Kia. Further examination shows that thegrowth rates for ZEV sedans and ZEV SUVs were different for Hyundai-Kia, while both ZEVsedans and ZEV SUVs increased for Volkswagen. In 2022, Hyundai-Kia’s fleet of ZEV SUVs

had increased by 3,470 times compared to 2017, while ZEV sedans increased by fourfold
during the same period. Volkswagen’s fleet of ZEVs increased from zero in 2017 to morethan 0.7 million total vehicles in 2022, and its ZEV sedans increased by 16 times over thesame period. The increase in ZEV SUVs is a clear sign that Hyundai-Kia and Volkswagen’s
ZEV sales strategies are focused on SUVs sales.

[FIGURE 13]

The number of ZEVs of five au-

SUV(unit: thousand)tomakers in 2017 and 2022.

Sedan

���

���

���

���

�

����

����

Toyota��������

Volkswagen

����

����

Hyundai-Kia

����

����

Stellantis

����

����

GM

4. Analysis of CO2 emissions from SUVs

25

4.3

CO2 emissions from vehicles sold by five automakers
4.3.1.
Comparison of tailpipe
CO2 emissions in 2017and 2022

CO2 emitted in 2017 and 2022 from vehicles manufactured by the five automakers in thisanalysis was calculated as follows.

Tailpipe CO2 emissions from SUVs in 2017:∑2017

n=2008{(ICE SUVs sold in year n) × (average annual CO2 emissions from ICE SUV in year n)}

Tailpipe CO2 emissions from Sedans in 2017:∑2017

n=2008{(ICE Sedans sold in year n) ×

(average annual CO2 emissions from ICE Sedan in year n)}

Tailpipe CO2 emissions from SUVs in 2022:∑
2022

n=2013{(ICE SUVs sold in year n) × (average annual CO2 emissions from ICE SUV in year n)}

Tailpipe CO2 emissions from Sedans in 2022:∑
2022

n=2013{(ICE Sedans sold in year n) ×

(average annual CO2 emissions from ICE Sedan in year n)}

The results of the calculations revealed that tailpipe CO2 emissions from ICE SUVs sold by

Toyota, Volkswagen and Hyundai-Kia in 2022 were relatively similar, ranging from 97.4 to
101.7 tonnes. In terms of sedans, Volkswagen produced the greatest CO2 emissions with

224.4 tonnes, followed by Toyota and Hyundai-Kia. The volume of CO2 emissions among
the five automakers also aligned with the sales volume.vi

The comparison of tailpipe CO2 emissions in 2017 and 2022 also shows that CO2 emissions

from SUVs increased while CO2 emissions from sedans decreased for all five automakers.

For Toyota, Volkswagen, and Hyundai-Kia, who are the top three automakers in terms ofsales, increased tailpipe CO2 emissions from SUVs outweighed the decrease in tailpipe CO2
emissions from sedans.

vii Toyota outperformed Volkswagen in total sales volume, but Volkswagen exceeded Toyota in the sale of SUVs and sedans.

4. Analysis of CO2 emissions from SUVs

26
A simple comparison of tailpipe CO2 emissions from SUVs that wiped out tailpipe CO2 emis-

sions from sedans in 2017 and 2022 resulted in a net increase of tailpipe CO2 emissions for

Volkswagen (36.8 million tonnes), Hyundai-Kia (21.9 million tonnes) and Toyota (19.7 million tonnes). An increase in tailpipe CO2 emissions produced by Hyundai-Kia and Volkswa-

gen vehicles in 2022 compared to 2017, a period when ICE vehicle sales began to decline, isparticularly noteworthy because it implies that SUVs are the reason for increased CO2 emissions.

[TABLE 5]

Tailpipe CO2 emissions from

Automaker

ICE vehicles of five automakers
in 2017 and 2022.

2017

2022

Sedan

173.4

159.8

-13.6

Sedan

267.6

244.4

-23.2

Sedan

152.8

139.1

-13.7

Sedan

183.5

134.4

-49.1

Sedan

136.5

104.3

-32.2

SUV

Toyota65.0

SUV

Volkswagen

33.4
60.1

97.4

44.4

SUV

GM

Rate of change

101.7

61.9

SUV

Stellantis

98.4

41.6

SUV

Hyundai-Kia(Unit: million tonnes)

35.5

76.2

58.0

31.8

71.4

[FIGURE 14]

Change in tailpipe CO2 emis-

sions from ICE vehicles of five

13.4

SUV

Sedan

��

��

Toyotaautomakers in 2022 compared
to 2017.

Volkswagen
Hyundai-Kia
Stellantis
GM
-��

-��

-��

�

(Unit: million tonnes)

��4. Analysis of CO2 emissions from SUVs

4.3.2.
Tailpipe CO2 emissions
and reduction impact
from ZEVs

27

In this section, the volume of CO2 emissions avoided by the transition to ZEVs is comparedto the volume of emissions from SUVs on the road from the five manufacturers in 2022.
Using the same methodology as in Section 4.2, the number of vehicles on the road in 2022
was determined by adding the number of ICE vehicles sold by each manufacturer between

2013 and 2022 (sedans and SUVs) and the number of ZEVs. As shown in Figure 15, in 2022
ICE vehicles overwhelmingly outnumbered ZEVs for each manufacturer. In 2022, Volkswa-

gen had the highest percentage of ZEVs on the road at 1.6%, and Toyota the lowest at 0.09%.
After calculating the number of vehicles, tailpipe CO2 emissions in 2022 were calculated bymultiplying the number of vehicles by the average CO2 emissions of the year. The formulaused was presented in section 4.3.1. The difference made by calculating the absence of ZEVs
was the impact ZEVs have on the reduction of CO2 emissions. As presented in Figure 15,

Volkswagen has the highest number of ICE vehicles and also produced the highest tailpipe
CO2 emissions, with 346.1 million tonnes. Measuring the impact of ZEVs on reducing the tail-pipe CO2 emissions for Volkswagen generated 5.6 million tonnes of tailpipe CO2. Meanwhile,
ICE vehicles made by Toyota produced 258.2 million tonnes of tailpipe CO2 emissions. Toy-ota has the lowest share of ZEVs in its fleet, which reduced its CO2 emissions by 0.22 million

tonnes. While Hyundai-Kia was second behind Volkswagen in terms of the number of ZEVs,

the impact of ZEVs on CO2 emissions reduction was also relatively marginal with just 3.2

million tonnes, which was just 1/75 of tailpipe CO2 emissions produced by its entire fleet of
ICE vehicles. Over the past decade, SUV sales have steadily increased. CO2 road emissions

from SUVs from the top three manufacturers totaled 298 million tonnes in 2022: 101.7 mil-lion tonnes from Volkswagen, 98.4 million tonnes from Toyota, and 97.4 million tonnes from

Hyundai-Kia. The total sum of SUV road emissions of the three manufacturers in 2022 was
33 times the 9 million tonnes of road emissions reduced by ZEVs from Volkswagen, Toyota,
and Hyundai the same year.

4. Analysis of CO2 emissions from SUVs

[FIGURE 15]

The number of vehicles on
the road by five automakers in
2022.

28

ICE vehicles (Sedans+SUVs)

ZEVs (Sedans+SUVs)

ZEV ratio(Unit: million)

���

�.�%
�.��%

��

�.�%

�.��%

�.��%

��

�.�%
�.��%

��
�

�.��%

ToyotaVolkswagen

Hyundai-Kia

Stellantis

SUV emissions[FIGURE 16]

GM

Sedan emissions

�.�%
�.�%

ZEV Saving

Tailpipe CO2 emissions from ICE

vehicles and reduction impacts
from ZEV sales in 2022.

ToyotaVolkswagen
Hyundai-Kia
Stellantis
GM
-���

-���

-���

-���

�

(Unit: million tonnes)

���

���

���

���

29

5.
Conclusion

5. Conclusion

30

5.

Conclusion

This report was compiled to understand how the business

SUVs that have become the main market of automakers are

impacting the environment and climate crisis and present

the CO2 emissions produced during the entire lifespan ofstrategies of five industry-leading automakers are adversely

also revealed to be contributing to climate change because

steps to offset any damage. The automakers featured in thisSUVs from manufacturing to operation on the road greatly

Toyota, Volkswagen, Hyundai Motor Group (Hyundai-Kia),

Undeterred by this fact, however, most of the five automakers

analysis posted the highest sales volume globally in 2022:
Stellantis and General Motors (GM). In order to validate thegravity of the situation objectively, the analysis of CO2 emis-

exceeds the CO2 emissions produced by passenger sedans.

subject to the analysis are pursuing strategies to expand the
SUV market. As the sale of SUVs increased by 154.7% indus-

sions by vehicles sold by the five automakers that are be-try-wide from 2013 to 2022, the five automakers combined

MarkLines and the United States Environmental Protection2013 and 2022, which is an increase of 2.8 times. Among theing operated on the road was based on data released by
Agency (EPA). Data for the 15 years from 2008 to 2022 was reviewed to ascertain trends over time.

Analysis reveals that the five automakers continue to heavily
depend on internal combustion engine (ICE) vehicles, mak-ing them major sources of CO2 emissions. While the sales ofzero-emission vehicles (ZEV) has been increasing in recent
years, the prominence of this class of vehicle in the market re-mains marginal. Greenpeace asserts that automakers should

be tasked to pursue aggressive transitions by taking urgent
steps, including complete phasing-out of ICE vehicles and offering sustainable mobility solutions.

expanded their SUV fleet at a rate of 42% when comparing

five automakers, Hyundai-Kia established the greatest shareof SUVs in its entire fleet, with more than half (52.7%) of its

sales in 2022. Unlike the ICE vehicle market that has begun
to scale back, it is evident that major automakers are intent
on pursuing the SUV market. The increased number of SUVs
in the ZEV category is also evident. Only 17.8% of ZEVs soldby the five automakers were SUVs in 2018, but the number
soared to 62.8% in 2022. It’s true that ZEVs do not produce

tailpipe emissions, but ZEV SUVs are still responsible for agreater carbon footprint than ZEV sedans because they sharemany downfalls of ICE SUVs such as consuming more steel
during manufacturing.

5. Conclusion

This report clearly demonstrates the devastating impact of31

Growth of the ZEV market does lead to a reduction of CO2

the increased number of SUVs on the road on the climate cri-emissions, but the impact remains negligible because thenent of CO2 emissions produced during the lifetime of a ve-

ZEVs decreased to just 1/75 of CO2 emitted by ICE vehicles forsis. Tailpipe CO2 emissions are the most significant compo-

hicle and are responsible for 70 to 80% of the total emissions.
Analysis of CO2 emissions produced by ICE vehicles verifies

that SUVs produce an average of 23.2g more CO2 emissions

than sedans per kilometer. When the parameter is narrowed
to ICE vehicles made by Volkswagen and Hyundai-Kia, the increased CO2 emissions by SUVs jump to more than 40 grams

per kilometer. In one year, the amount of increased CO2 emit-

ted by one SUV produced by Volkswagen and one by Hyun-

dai-Kia compared to a sedan is calculated to be almost 8
tonnes.

Our findings are corroborated by the fact that emissions by

SUVs increased, yet the emissions by sedans decreased for
all five automakers when comparing tailpipe CO2 emissions

based on sales volumes in 2017 and 2022. CO2 emissions by
SUVs increased at a rate so steep that it propelled the overall

increase of CO2 emissions for Toyota, Volkswagen and Hyundai-Kia by not only canceling out but also exceeding the CO2

emissions reduced as a result of ICE vehicle sales decline.

market share is marginal. The amount of CO2 emissions by

Hyundai-Kia. The ratio plummeted to 1/1,174 for Toyota, because Toyota reported the lowest ZEV sales.

3. SUV 판매량 분석

6.

Recommendations forauto industry decarbonization

32

6. Recommendations for the auto industry to achieve decarbonization

33

6.

Recommendations for the auto industry
to achieve decarbonization
The auto industry is in a powerful position to be able to decarbonize the industry effectively. A first step would beto release the complete data on CO2 emissions produced by an SUV throughout its lifespan with full transparency.
At the same time, automakers must also present smaller, lighter and more energy-efficient models of transporta-tion powered by 100% renewable energy. Eventually, automakers must choose to move away from selling vehicles towards offering an entirely new range of mobility solutions.

1.

2.

ICE vehicles

downsizing the SUV market

Accelerating the phase-out of

Reducing CO2 emissions byIndustry-leading automakers must steer the market in the right di-

Automakers must concede that their drive to maximize profits by

ICE vehicles. This report urges Toyota, Volkswagen, Hyundai-Kia,

emissions such as expanding the EV market. As presented in thisrection by taking aggressive and unwavering actions to phase out

Stellantis and GM to stop the sale of ICEs by 2030, with 2028 as

expanding the SUV market negates any attempt to reduce the CO2
report, the growth of the SUV market resulted in not only a signif-

the more aggressive target year for Europe. In addition, phasing

icant increase in direct emissions but also the industry-wide car-course on just transition to ensure rights of workers made vulner-

the EV market remains insufficient to offset such rapid increase, it

out the ICE technology in the auto industry must incorporate disable by the transition.

bon footprint by increased steel consumption. Since the growth ofis necessary for automakers to scale down SUV production.

3.

4.

carbon-neutral steel

reduce private car ownership

Investment and use of
In the region of 50–65% of an average car’s weight is steel. GHG
emitted during the production of steel for auto manufacturing is a

key source of the carbon footprint left by an automobile. McKinsey& Company, a consulting firm, estimated that emissions frommaterial production for automobiles may reach 60% of lifecycle
emissions by 2040. Automakers must contribute to the decar15

bonization of steel by implementing actions such as measuring

and releasing data on carbon footprint from material production,purchasing low-carbon steel, setting goals for CO2 emissions re-duction from steel production, scaling back SUV production andadvancing technology for decarbonized steel.

Support changes in travel andAny effort to achieve meaningful reduction of GHG emissions totackle the climate crisis must be accompanied by rapidly working
towards a global transition from ICE vehicles to EVs and reducing
the number of cars on the road. This can be accomplished by re-ducing private ownership of cars, improving public transportation
systems, expanding car-sharing options and executing urban de-velopment that prioritizes active travel such as walking and bicycleuse. Automakers must spearhead and take part in the transition

by re-envisioning its conventional business model that revolves
around manufacturing and selling automobiles.

34

References

1
2
3
4
5
6
7
8
9

Liu, Z., Deng, Z., Davis, S., & Ciais, P. 2023. Monitoring Global Carbon Emissions in 2022. Nature Reviews Earth &Environment, 4 (4), 205–206. doi:10.1038/s43017-023-00406-z“Transport sector CO2 emissions by mode in the Sustainable Development Scenario, 2000-2030.” 2019. International Energy Agency (IEA)
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“Hyundai Motor Company·Kia ·Hyundai Mobis to invest KRW 63 trillion domestically by ’25.” 2022. Hyundai Motor
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European Environment Agency (EEA). 2022. Decarbonising road transport - the role of vehicles, fuels and transportdemand.
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“As their sales continue to rise, SUVs' global CO2 emissions are nearing 1 billion tonnes – Analysis - IEA.” 2023. International Energy Agency (IEA)
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Crippa, M., D. Pagani. et al., 2023. GHG emissions of all world countries. Luxembourg: Publications Office of theEuropean Union. doi:10.2760/953322.

10 “Global SUV sales set another record in 2021, setting back efforts to reduce emissions.” 2021. International Energy
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Appendix

35

Appendix A.

Vehicle Classification

ToyotaDaihatsu
Lexus

Stellantis

Alfa Romeo
Chrysler
Citroën

ToyotaDS

Fiat

Volkswagen

Jeep

Audi

LanciaBentley

Maserati

Lamborghini

Opel

Porsche

Peugeot

SEAT

Vauxhall

Skoda

AbarthVolkswagen

Dodge

Bugatti
Cupra
Jetta

Hyundai MotorGroup

GenesisHyundai
Kia

General Motors
Group

BrightDrop
Buick

Cadillac

Chevrolet
GMC

Appendix

36

Appendix B.

CO2 Emissions Per Distance by Vehicle Type of 5 Automakers

Automaker
ToyotaVolkswagen
Hyundai-Kia
Stellantis
GM

Automaker
ToyotaVolkswagen
Hyundai-Kia
Stellantis
GM

Vehicle
Type
SUV

Sedan
SUV

Sedan
SUV

Sedan
SUV

Sedan
SUV

(unit: g/km)

2008

248.27196.81230.91240.31270.86208.97254.95249.47272.21

Sedan

240.34

Vehicle
Type

2016

SUV

Sedan
SUV

Sedan
SUV

Sedan
SUV

Sedan
SUV

Sedan

214.76177.83242.87196.39226.33186.07221.04231.55220.69201.292009

239.63195.09230.91

229.23265.74204.65254.95251.64266.91230.382017

213.87172.65245.34

192.59221.01173.38219.67239.67212.04187.042010

236.21181.72230.91218.89238.13196.50250.95249.03235.85231.22

2018

209.39165.82232.94203.13217.12176.95210.54247.65191.41

187.3120112012

234.85235.55

195.42177.54230.91230.91211.13210.78229.79231.67196.53

191.12

252.15252.15244.06231.25234.25241.41

231.18214.182019

196.35166.01232.94183.90212.67172.61209.38248.98195.21205.432013

227.65178.21235.41210.09230.79188.25235.79226.54227.60211.272020

195.50158.50269.56191.86211.47164.95208.45254.64

195.74

191.802014

220.02178.83240.89205.70243.97194.17224.77237.46227.93206.61
2021

192.68159.44258.03

196.34201.02

163.26211.20258.91

190.12199.002015

223.29177.15241.67199.49240.67

195.62219.28217.53222.70205.922022

186.75160.50191.27

195.76

199.67167.59211.62249.40191.28

197.71

Appendix

37

Appendix C.

CO2 Emissions Per Year (20,000km) by Vehicle Type of 5 Automakers

Automaker
ToyotaVolkswagen
Hyundai-Kia
Stellantis
GM

Automaker
ToyotaVolkswagen
Hyundai-Kia
Stellantis
GM

VehicleType
SUV(unit: tonne)

200849654742009

4400487446574246181314618131461813146181314708174481775748333734584677

SUV

Sedan
SUV

Sedan
VehicleType
SUV

417933450989574989405
54441564806727
2016

Sedan
SUV

Sedan

5032758
533828746075352017

39300035019006
49806024717080462435945957823930678504297648811564685033
462357320184215605
46333293822301504297646249674828176428368820193564153
4201755461576737650224715860
453070645520534225383

2020

3576671411403848794143883377449539847492344558544
41321072021

354305139897564813448
391230843856274350647445406141183382022

3926970

3910001

3853605

3735038

48574894906780465886446588645391257

5160650

38254723927855

SUV

5098957476252042226373550806

4187874

Sedan
Sedan

40929514377860

390831042774193556548

SUV

531479536343724295221

Sedan
SUV

2015

4553077

4806143

Sedan

2014

4711009

Sedan

54172772013

46969703901860

SUV

20124724116393629446181312011

4792657

Sedan
SUV

2010

4526540
37213644420890463091044137494025862345291638517224420265346759943933744793407
42407883740708

3316405
4062630
434239935390164210720495309738282163746268

332017236779214253364345210941876574979558
3904126
4108657

3169900
38371474229356
3299097416906950928633914818383596131887223926858
4020336326519742239745178264
38024793980073320997639151913993450
33517574232489498801938255173954268

Appendix

38

Appendix D.

CO2 Emissions Per Decade (200,000km) by Vehicle Type of 5 Automakers

Automaker
ToyotaVolkswagen
Hyundai-Kia
Stellantis
GM

Automaker
ToyotaVolkswagen
Hyundai-Kia
Stellantis
GM

VehicleType(unit: tonne)

2008

2009

2010

2011

2012

2013

2014

2015

SUV

49654744

47926575

47241161

46969701

47110093

45530767

44004874

44657417

SUV

46181307

46181307

46181307

46181307

46181307

47081739

48177570

48333733

Sedan
Sedan
SUV

Sedan
SUV

Sedan
SUV

Sedan
VehicleType

39362944
48061431
54172771
41793343
50989572
49894051
54441557
48067267
2016

39018595
45846769
53147947
40929514
50989572
50327579
53382869
46075350

36343722
43778596
47625199
39300032
50190057
49806019
47170795
46243587

2017

39083096
42226372
45957816
39306775
50429756
48811563
46850326
46235733

201835508064
42156049
46333286
38223009
50429756
46249665
48281764
42836877

201935641528
42017554
46157666
37650218
47158600
45307061
45520533
42253826
2020

35766709
41140379
48794135
38833771
44953981
47492337
45585436
41321071
2021

35430508
39897560
48134476
39123084
43856269
43506474
44540610
41183376
2022

SUV

42952206

42774186

41878740

39269696

39100009

38536046

37350383

SUV

48574892

49067799

46588640

46588640

53912573

51606495

38254716

Sedan
Sedan
SUV

Sedan
SUV

Sedan
SUV

Sedan

35565481
39278547
45265404
37213636
44208903
46309101
44137494
40258620

34529157
38517223
44202650
34675994
43933743
47934072
42407875
37407084

33164052
40626303
43423989
35390161
42107199
49530967
38282160
37462680

33201722
3677921442533636
34521087
41876567
49795578
39041259
41086567

31699001
38371468
42293560
32990968
41690686
50928632
39148175
38359605

31887221
39268581
40203357
32651971
42239743
51782643
38024785
39800730

32099761
39151912
39934503
33517566
42324888
49880187
38255168
39542681

Greenpeace East Asia

6F Cheongryong bldg 257, Hangang-daero, Yongsan-gu,
Seoul (04322), South Korea
Tel. +82 2 3144 1994

Fax. +82 2 6455 1995

Inquiry. press.kr@greenpeace.org
www.greenpeace.org/korea
Authors

Donghun Kang Jisu Woo

Hyewon Heather Choi Eunseo Erin Choi Hyeran Hong