BREXIT Impact on the Automotive Industry

www.autoforecastsolutions.com
AutoForecast Solutions
AutoForecast Solutions LLC
Market Alert
The BREXIT Vote& theAutomotiveImpact
ProductionOutlookandScenarioAnalysis
August2016
Joseph McCabe, President
www.AutoForecastSolutions.com
855.734.4590 ext. 1001

What is in the Report
• This presentation highlights the potential impact the recent vote (on June 23rd, 2016) by the
United Kingdom to exit the European Union has on its domestic automotive market as well
as collateral effects on the global community.
• with our partners at
provide a detailed vehicle and powertrain forecast to our global clients on a monthly basis;
focused on an eight-year planning window.
• We supply these forecasting solutions to the global automotive community – currently be utilized by
customers ranging across global OEMs, suppliers, government agencies, financial institutions, and
academia.
• Using our proprietary forecasting tool, AFS Scenario, light vehicle production scenarios were
created based on various market criteria to understand the potential impact of UK and EU
actions resulting from the BREXIT vote.
• This study focuses on the current and future automotive footprint of the major OEMs in the
UK. The final outcome of the BREXIT, with speed-to-completion and the level of willingness
of the remaining EU countries to maintain a strategic business relationship with the UK, will
be major factors driving the future landscape.
Contact AutoForecast Solutions LLC for more information on our Production Forecast
Databases and Business Intelligence Software used to create this report
Joe McCabe
jmccabe@autoforecastsolution.com
855.734.4590 x1001
2

The UK AutomotiveIndustry:Landscape& Issues
• The UK is currently one of 28 countries within the European Union
• 11 EU member countries maintain engine production facilities as of 2015
• 12 EU member countries maintain transmission production facilities as of 2015
• The UK is home to:
• 17 different automotive brands produced by 13 OEMs
• 7 major light vehicle engine facilities in the UK producing products for light vehicles in 31 countries
• 1 major light vehicle transmission facility in the UK producing products for light vehicles in 13 countries
• On June 23rd, 2016, the United Kingdom voted to leave the European Union by a 51.9%/48.1% vote –
otherwise known as “Brexit”
• Per SMMT, the automotive industry in the UK accounts for more than £71.6 billion turnover and £18.9 billion
value add:
• 169,000 directly employed in manufacturing operations – 814,000 throughout the automotive industry
• The automotive market accounts for 12% of total UK exports
• 80% of components in a car can be made in the UK
• 41% average content per vehicle in UK assembled cars
• Average value of a car exported from the UK as of 2015 was £20,900
• £ 2.5 billion invested annually in R&D
• 30 vehicle manufacturers (VMs), building over 70 models, supported by more than 2,000 component suppliers
• Light vehicle imports into the UK are nearly 90% of the total market
• EU countries (excluding the UK) are the predominant source of vehicle imports to the UK (approx. 80%)
• Through 2015, Over 77% of vehicles produced in the UK are exported:
• 57.5% consumed by the EU
• Other top export destinations include: US (10.9%), China (7.0%), Turkey (2.9%), Australia (2.8%), Russia (2.0%)
• Domestic applications of engines in the UK have increased from 35% in 2015 to 44% in 2016 as a result of more
localized investment (primary Tata)
• From a supplier perspective, approximately 50% of automotive components used in vehicles assembled in the
UK are imported from the EU
3

The UK AutomotiveIndustry:RecentInvestment
• Tata (Jaguar / Land Rover)
• £1 billion and 1,300 new UK jobs for its West Midland manufacturing sites
• Honda
• £200 million investment and recruitment of 500 new employees to produce the
Honda Civic in Swindon 2
• Nissan
• Announced £137 million to produce new Juke and a new extra-large press line at
Sunderland
• Announced 300 new jobs for production of the Infiniti Q30 and QX30 at its
Sunderland Plant
• Ford
• Announced £181 million for new low emission engines at its Bridgend facility
4

Market Scenarios – Basis
• Leadership ignores vote and remains in EU
• Currencies and markets stabilize
• Reflected in the June 2016 AFS global production forecast
• <5% probability - Dismissal by the UK government of a recent online petition signed
by over 4 million people for a second vote further reinforces this as a low
probability result
5
Best Case Scenario
Probable Scenario
Possible Scenario
Worst Case Scenario
• The exit process is streamlined (<1 yr)
• UK and EU economies see a short-term negative affect (6-9 months)
• Favorable trade agreements between the UK and the EU are enforced for goods and
services (either enforcement of existing or some hybrid compromise)
• Consumer confidence declines but recovers in the mid-term
• >50%
• The exit process is slow (>1 year)
• A lagging uncertainty results in a substantial UK / EU recession
• Favorable trade agreements between the UK and the EU are enforced for goods and
services (either enforcement of existing or some hybrid compromise)
• Consumer confidence is impaired for a greater period
• 25%
• The EU “punishes” the UK for their decision to exit as an example to other countries who may be investigating
the same strategy.
• Economies of both the UK and the EU are substantially affected for a period of no less than 5 years
• Reevaluation of assembly plants and component supplier locations will be focused in areas outside the EU in an
effort to limit future exposure to another EU country exodus
• No trade agreements are enforced, resulting in 10% duty on vehicles and 4% duty on parts
• A ripple effect, similar to Australia is almost certain – leading to a greatly diminished and eventual non-existent
automotive footprint in the UK
• <10%

Market Exposure / Risk Analysis
In terms of market exposure and overall risk, ranked from highest to lowest annual light vehicle and/or powertrain production
volume footprint in the UK as of 2015:
• Tata – With a heavy investment in the UK, Tata is not expected to exit the jurisdiction (or at least, viewed as the last to leave).
However, future investment will be focused in areas such as Brazil, China, and Slovakia. Recent investments in their UK engine facility
will limit exposure to any tariffs imposed on components and support the decision to stay. Land Rover/Range Rover products
considered “Made in England” and therefore any movements from the jurisdiction may be detrimental to brand equity. Recent
investment in Slovakia capacity provides Tata with several benefits including lower labor costs, access to the Eastern European market,
and continued membership in the EU.
• Ford, with a significant powertrain footprint at two facilities, will benefit in the short term with the Sterling devaluation impact on
exports. However, maintaining some of the top selling vehicles in the country without domestic production support, the exchange rate
benefit will be offset in the long term should economic conditions not improve quickly with the BREXIT process.
• Nissan – Significant volume footprint in the UK. Will need to investigate more consolidated platforms with Renault partner to utilize
facilities outside UK. Currently, no existing plant capacity available to absorb domestic volume, therefore any exit from the market will
require a substantial investment. The Nissan issue is a perfect example for the need to consolidate global vehicle architectures, allowing
for product sharing across the same platforms and easier movement of a production footprint to limit exposure in volatile markets.
Movement of this amount of volume (500K+/yr.) will cost billions and take a significant amount of time to complete.
• BMW – With a majority of parts supplied from Germany, future investment from BMW into their “Made in England” brand, Mini, will
be focused outside of The UK. However, similar to Land Rover, this may be detrimental to the equity of the brand. Additionally, the
majority of BMW vehicles sold in the UK are sourced from South Africa (right-hand drive units) – limiting future tariff exposure.
• General Motors – High volume production of a low cost vehicle (Opel Astra) and the Opel/Vauxhall Vivaro van provides significant
exposure to sales directly proportional to any imposed tariffs. Without any free trade agreements put into place, GM is viewed as the
first VM to exit the UK in preference for another facility, further supported by the fact that GM maintains the lowest parts localization in
the UK (approx. 25%) according to the Cardiff Business School.
• Toyota – Only two Toyota nameplates (Auris and Avensis) currently produced in the UK. Toyota has been working for years to increase
its capacity within EU-located plants, with talk of adding CUV production. However, the Burnaston facility is underutilized (approx. 60%
utilization). Recent adjustments to the AFS global forecast have the next generation Avensis cancelled at the UK plant – further reducing
plant utilization and providing a gateway to either exit the domestic market or add vehicles. As of now, Toyota products can be moved
from the UK facility. Similar to Tata, investigating a new facility in an Eastern Europe EU member country could be a viable option.
• Honda – With capacity of 250,000 units/yr., and recent investment for Civic production, the Swindon 2 facility is the global source of
the Civic Hatchback. Primarily an exported vehicle, additional tariffs could force Honda to investigate relocating production to reduce
pricing exposure on this low cost vehicle.
All factors remaining the same, decisions for product investment/migration will be determined based on the number of hurdles
and speed to complete the BREXIT process.
6

UKLightVehicleProduction-Scenarios
(2015–2023)
7
1,300
1,400
1,500
1,600
1,700
1,800
Thousands
June 2016 Forecast July 2016 Forecast Worst Case Scenario
• June 2016 Forecast
• Pre- Brexit vote, presumption to STAY in EU.
• Although a strong first half of 2016, We are general conservative on the UK market, with a near flat outlook of vehicle production.
• July 2016 Forecast
• Post-Brexit results of vote to LEAVE. General softening of the market as a result of an unknown future, time to completion, reduced
consumer confidence, and a weakened currency
• Since we were already conservative on the UK prior to the BREXIT vote, annual vehicle production volume is expected to decline in UK
by less than 100K/yr. in our July 2016 forecast.
• Worst Case Scenario
• UJK is “punished” with no free-trade agreements with the EU. Economic conditions deteriorate along with consumer confidence. GM
moves their vehicle production footprint to other EU countries, and other VMs are affected by tariff issues
• Annual vehicle production volume decline in UK by an additional 300K/yr.
300K
100K
Source: AutoForecast Solutions – July 2016

EUPowertrainProductionExposure
UK Engine Production Consumption
Domestic vs. Remain EU
41%
59%
UK Rest of EU
8
0%
100%
UK EU less UK
2023
UK Transmission Production Consumption
Domestic vs. Remain EU
2015
• UK engine production footprint is less exposed to a EU exit with a higher domestic
consumption rate as compared to domestic transmission production, which is
virtually zero post 2019
• However, regardless of scenario analyzed, it is unlikely that the UK powertrain
footprint will dramatically change
2023
2015

Conclusions & Implications
• The Consumer & Business Climate
• With a devalued Sterling and an uncertain future, consumer confidence will weaken and business investment in the
UK will be delayed. Vehicle sales in the short term should remain strong, especially with the long view of future
price increases if free trade agreements are not established. This too will soften in the future as a BREXIT strategy is
established.
• Vehicle Production/Sales
• Short to mid-term sales are not expected to be impacted
• Similar in result to when a jurisdiction offers a time-based tax incentive, demand may actually increase as we approach a BREXIT
resolution in an effort to prepare for uncertainty. This will cause a ripple in a short-term sales decline shortly after the process is
finalized
• 3 of the top 10 vehicles sold in the UK are produced domestically
• Nissan Qashqai (5th best seller through June 2016)
• Opel/Vauxhall Astra (6th)
• Mini (8th)
• Ford Fiesta, Vauxhall Corsa, and Ford Focus maintain the top 3 best selling cars in the UK respectively and are NOT
assembled in the UK
• Without a trade agreement in place, these traditionally low cost cars could suffer in terms of domestic sales
• Demand for UK-built vehicles has steadily increased, with nearly 77% of production for the export market
• Significant domestic production impact expected if trade agreements are not established
• Powertrain Capacity
• Through May 2016, Just over 56% of UK engine production was destined for export consumption, with the split of
gas and diesel nearly equal – per SMMT (down from 64% in 2015)
• Recent investment in engine production (specifically from Tata) has improved the UKs domestic powertrain content;
providing a benefit for Jaguar/Land Rover products
• Ford’s large engine production footprint (export-focused) provides a near-term financial benefit with the devalued
Sterling, but a long-term loss offset by potential vehicle price increases – expectations for cost reduction through
innovation, light-weighting, and supply chain input is expected to solidify their competitiveness in the UK
• Both Toyota and Honda are currently not maximizing their UK engine capacity
• Magna (via it’s newly acquired Getrag-Ford transmission facility in Halewood, UK) is the only volume transmission
producer in the UK and is in prime position to capitalize on domestic supply if trade agreements with the EU are not
negotiated
9

Conclusions & Implications (Cont’d)
• Relocation Strategies
• Other EU members may consider an exit strategy based on the results of the UK move
• The process of migrating production to another country to maintain a strong economic position within the EU will not
be an easy task. This is especially true in the larger EU countries which also maintain the largest automotive footprint in
the jurisdiction
• Investment in Eastern European EU members to maintain membership access, Eastern European access,
and lower labor costs
• Countries like Slovakia, Poland, and the Czech Republic are unlikely to leave the EU if brought to a vote
• Basically, Eastern Europe has the most to gain in terms of manufacturing capacity investment. Expect these countries to
offer significant incentives for local VM and supplier investment
• With Turkey’s desire to become an EU member, investment strategies into this key, expanding automotive jurisdiction,
should be taken seriously
• Vehicle Architectures
• Exposure to volatile market conditions that may threaten short/long-term production costs strengthen the
necessity for more global vehicle/powertrain architectures and manufacturing commonality. This would
allow a more fluid process to migrate production to less volatile jurisdictions to allow markets to stabilize.
• Ripple Effect
• VMs are notorious for applying pricing pressure on their supply base. With a 4% tariff on parts, the concern
that the supply chain will be “forced” to share in the pain is highly likely. Large suppliers may either a) be
able to say no, or b) share in the load with high volume contracts. Smaller suppliers will not be as fortunate
to accept either of these options.
• Ace up their Sleeve?
• The ongoing Transatlantic Trade and Investment Partnership (TTIP) may provide the UK with the economic
benefits of EU and North America free trade participation without the other social and political issues
associated with EU membership. This is especially important due to the “special relationship” the US and
UK maintain – providing the UK with the opportunity to join the TTIP negotiations sponsored by the US.
10

Conclusions & Implications (Cont’d)
• A majority of the scenarios analyzed by AFS favor some level of positive negotiations to maintain free trade
agreements between the UK and the EU. Time to completion is the major element in determining the level of
economic impact of these scenarios. However, if no acceptable free trade agreements are put into place, there
will be significant risk in product migration out of the local market. Results may include:
• Ford is at the greatest risk with no vehicle production facilities in the UK and maintaining several of the best selling vehicles in
the jurisdiction. A large engine manufacturing footprint will provide some revenue offset with high exports and a devalued
Sterling, but not enough to maintain a net gain.
• Imported, right-hand drive, BMWs and Mercedes-Benz vehicles are sourced from South Africa. UK may be able to establish a
separate free trade agreement with the country even if EU agreements are not established
• The Mini brand is well accepted as a core UK brand and improved sales in non-EU countries are increasing their likeliness to
remain in the UK
• GM can change the product footprint at the Ellesmere Port plant in order to capitalize of maintaining 3 of the top 10 best
selling vehicles in the UK to their facility (Vauxhall Corsa, Astra, and Mokka). However, developing an exit strategy to move
production is more likely.
• All three products will share the new GM VSS architecture – providing improved commonality in parts and manufacturing processes
• Next generation not scheduled until 2018 at the earliest, so any non-favorable trade agreements may accelerate this timeframe if
GM decides to maintain a UK assembly footprint
• The future Toyota NGA vehicle architecture (shared with the next generation Auris and Avensis) will also be built in Turkey
starting in 2018. Toyota can investigate migrating the UK product to this facility.
• Production migration out of the UK is possible since neither of the Toyota vehicles produced domestically are in the top 10 best
selling list
• Recent news indicates the next generation Avensis will NOT be assembled in the UK with no replacement as of now
• The Auris is built in the UK and Japan only
• With a recent investment, and as the lead global plant for the Civic Hatchback, Honda has made a significant investment in the
UK. Turkey is also an option for Honda, but less likely since the UK investment is fairly recent.
• Nissan has a significant product footprint and may need to leverage its Renault partner should plant migration be needed.
However, the sheer size of their UK footprint will not be an overnight move and will be costly.
11

Supporting Documentation
Scenario Analysis
12

AFS ProductionForecast– June 2016
Highlights
• The June 2016 global release from AFS was based on the premise of a vote in favor of the UK
remaining in the EU. This is currently defined as BEST CASE Scenario.
• Prior to the vote, The UK was viewed in a neutral production position, with a near-flat topline
forecast
• As of July 11th, 2016, an online petition for a second referendum on Britain’s EU membership,
signed by over 4.1 million people, was rejected by the UK government. This further influences
the position that a BEST CASE scenario result, where the leave vote is overturned, has a less
than 5% chance of success.
• There is a significant amount of EU exposure currently embedded in the UK automotive
production footprint, both from an assembly and component perspective.
• Short term vehicle sales will maintain a steady growth path, with domestic exports and EU
imports to maintain a high percentage of the trade
• Consumer confidence will soften in the short term under the pressure of uncertainty, but a
decision to remain in the EU adds new life to sales and improves domestic business investment
• Domestic producers will benefit from increased export sales with the devalued Sterling.
13

AFS ProductionForecast– July 2016
Highlights
• The most recent global production forecast from AFS (July 2016) represents the more probably outcome of BREXIT. This includes the
UK exit from the EU with the eventual, and somewhat fast-tracked, establishment of free trade agreements.
• The UK has gone through an unprecedented multi-year run of year-over-year vehicle sales increases. Domestic vehicle sales are
anticipated to slow in the wake of the BREXIT uncertainty supported by a reduction in consumer confidence, and the devalued
Sterling. As we approach the finalization of BREXIT, sales should stabilize but still be depressed in comparison to current market
conditions. This process of reduced vehicle sales should extend over the next 2-3 years.
• Short-term benefits for export sales are expected as a result of the devalued Sterling
• It has not been determined yet if trade agreements established between the UK and the EU will need to follow the same rules as the
current agreements (inclusion of non-EU countries through pass-through agreements) or if the UK will need to re-establish trade
agreements with non-EU countries on an individual basis.
• As exports to emerging markets increases (i.e., China), it is anticipated that the UK will focus on establishing trade agreements with
these areas.
• The UK can focus on regaining EU trade benefits by attempting to join into the Tran-Atlantic Trade and Investment Partnership (TTIP).
• Although not on the list of members, the UK can leverage it’s “special relationship” with the US to gain entry
• Per the Centre for Economic Policy Research, UK motor vehicle output could increase by as much as 7% as a direct result of
inclusion in the TTIP
• OEMs will be forced to increase incentives, which should stabilize sales in the short, to mid-term. Additionally, a short-term sales push
towards the end of the BREXIT process is expected as a result of future market uncertainty – which provides the catalyst for a sales
decline and overall production base ripple effect to markets supplying the UK. AFS expects this to begin no sooner than Q4 2016.
• Short, to mid-term production of both vehicles and powertrain components will remain flat, with a future impact to take shape closer
to late 2017 as more information of the exit plan is divulged. OEMs will maintain production levels in the short term to leverage the
depressed Sterling and high export product mix.
• AFS has been traditionally conservative on UK vehicle production growth – even before the BREXIT vote. Although actual vehicle
production year-to-date through June 2016 is running at 14% growth, we are forecasting 8.8% growth YOY in our pre- and post-
BREXIT vote results for 2016. Post 2017, Production volumes are expected to decline by 2-4% per year as OEMs and suppliers hedge
their bets against the volatility.
14

AFS ProductionForecast– July 2016 (cont’d)
Impact
• For the high volume BMW and Mercedes Benz vehicles sold in the UK, right-hand drive versions are
sourced from South Africa. South Africa maintains a free trade agreement with the EU. The UK may
be able to establish trade agreements with Africa unilaterally from any EU trade agreements.
• High end brands such as Aston Martin, McLaren, and Land Rover will command a short-term benefit
for the devalued currency/high export balance
• Non-European based OEMs will continue to evaluate the risk/reward balance for remaining in the
UK. Future investment is unlikely, with a focus on Eastern European EU members, and potentially
countries like Turkey, as a method for maintaining EU bargaining and greater access into new
markets.
• The current forecast from AFS does not see the necessity to close any UK-based vehicle and
powertrain facilities for several reasons:
• Domestic-based brands maintain a strong brand equity and local supply base
• Foreign-based manufacturers have selected the UK for its accessibility to the EU market and can leverage
investment in innovation and working closely with the supply chain and government to ease the financial
burden
• Most plants in the UK are either the global lead plant for the products it currently builds OR is the largest plant
supplying these products to all of Europe; reducing the feasibility of plant migration
15

UK Light Vehicle Production-July 2016 Forecast
0
500
1,000
1,500
2,000
Thousands
UK Light Vehicle Production by Brand
Toyota
Tata
Rolls-Royce
Opel/Vauxhall
Nissan
Morgan
MINI
McLaren
LTI
16
0
500
1,000
1,500
2,000
Thousands
UK Light Vehicle Production by VM
Volkswagen
Toyota Motor
Tata
Renault/Nissan
Proton
Morgan
McLaren Cars
Honda Motor
General Motors
17
18
18
19
19
20
Millions
EU Light Vehicle Forecast
EU
0
20
40
60
80
100
120
Millions
Regional Light Vehicle Forecast
WESTERN EUROPE
SOUTH AMERICA
NORTH AMERICA
MIDDLE EAST/AFRICA
EASTERN EUROPE
ASIA-PACIFIC

UK Engine Production – July 2016 Forecast
0
500
1,000
1,500
2,000
2,500
3,000
3,500
Thousands
UK Engine Production
VW - Crewe
Toyota - Deeside Engine
Tata - Wolverhampton
RNNS - Sunderland
Honda - Swindon 1
Ford - Dagenham
Ford - Bridgend
BMW - Hams Hall
17
• 7 major manufacturers maintain engine production facilities in the UK (top left chart).
• Ford (Bridgend and Dagenham) maintains the largest production capacity, with over 1
million units of annual production
• As of 2015, Tata has made a significant investment in the region, going from just over
100K units per year at its Wolverhampton plant, to nearly 700K per year by 2023.
• In terms of major EU vehicle applications sourced from the UK in 2023, approximately
30% of UK-built engines are consumed domestically while 35% are consumed in
Germany, 18% in Spain, and 10% in France.
EU Countries
71%
Non-EU
Countries
29%
UK Engine Production by Destination
(2023 values displayed)

UK TransmissionProduction– July 2016 Forecast
0
200
400
600
2015 2016 2017 2018 2019 2020 2021 2022 2023
Thousands
UK Transmission Production
Getrag Ford - Halewood
18
• The Getrag-Ford facility (now part of Magna) is the only volume transmission producer in the UK of
significance for this analysis
• As the primary domestic transmission producer, Getrag (Magna) is positioned to benefit from increased
domestic content should tariffs be levied as part of the exit process.
• By 2019, domestic consumption of UK-built transmission is nearly zero
• With no domestic Ford vehicle production, consumption of Getrag transmissions in the UK is currently minimum. Relationships
with the domestic assemblers will have to be strengthened
• The minimal exposure in domestic content for Getrag will benefit the company through a combination of export consumption
and the short-term exchange rate benefit with the weakened Sterling. Production (through 2020) remains healthy, with just a
slight softening through 2023.
• In terms of EU exposure, Getrag’s primary customer destinations are Germany and Spain
• Getrag will need to continue to expand non-EU member customers to offset the impact and remain competitive against other
EU transmission suppliers
EU
Countries
64%
Non-EU
Countries
36%
UK Transmission Production by Destination
(2023 percentages displayed)

AFS ProductionForecast– Worst Case Scenario(cont’d)
Highlights
• Using the proprietary AFS Scenario tool, we are able to create and analyze a BREXIT worst case scenario at the
detailed level
• This scenario focuses on limited to no free trade agreements established between the UK and the EU as a
methodology for the EU to “punish” the UK and set an example for other members as a deterrent to follow the
exit path. Although a highly unlikely outcome, this scenario still needs to be taken into consideration.
• Key domestic vehicle and powertrain producers will begin to investigate costs and determine if an exit strategy
is needed, followed closely by the supply base. Migration of product to other EU countries is in focus, with
Eastern Europe EU member countries the most likely candidates to benefit. Turkey also viewed as a potential
beneficiary due to its increasing automotive industry and desire to become an EU member.
• Although equally unlikely, but necessary for discussion, The UK will not be “invited” to participate in the TTIP
• GM and Toyota will be on the shortlist for a UK evacuation. Domestic OEMs, like Mini and Land Rover, will also
be greatly affected as an exodus from the UK will damage the supply base and other secondary markets.
• Some manufacturers, like Nissan and Honda, will put merit behind their UK plant being the sole-source for
some EU consumed products, and look to other measures to reduce the cost penalties
• Suppliers will follow their VM customers to support localized content to improve just-in-time supply. An exodus
of VMs from the UK market will also place a burden on the supplier community, forcing their exit in response.
This will affect hundreds of thousands of people directly/indirectly connected with the domestic automotive
market
• Traditionally, once an automotive footprint leaves a jurisdiction, it does not return
• Consumer confidence will be greatly reduced and foreign investment in manufacturing will be considerably
suppressed; potentially putting the country into a recession
• The devalued Sterling will not recover enough to offset loses – further depressing consumer confidence.
Markets supplying the EU will be affected as a result.
19

Vehicle Impact Analysis
General Motors
• The Opel Astra is also built in Poland. The plant would need to double in size to accommodate moving the UK volume.
• 40% of the Astra’s assembled in the UK were sold domestically, but this was only 25% of the total nameplate sold across Europe
• It is feasible for GM to make an investment into their Gliwice, Poland facility – making it the global source plant for the Astra nameplate and
shutting down Ellesmere Port in the UK
• The AFS Worst Case Scenario moves the Astra volumes to Poland
• The Opel Vivaro is also built in Sandouville, France ( a plant owned by Renault/Nissan). At its peak, this plant built over 300K units/yr. There
is capacity at this plant for the additional Vivaro volumes.
• It is feasible to make an investment into the France facility – making it the global source plant for the Vivaro nameplate and reinforcing the closure
of the Ellesmere Port, UK plant. However, this would have to be negotiated with Renault/Nissan; adding a level of complexity to the final decision
• The AFS Worst Case Scenario moves the Vivaro volumes to France
Honda
• The CR-V ends at Swindon 1 in 2017 – moving to Canada. This decision was made pre-BREXIT vote and eliminates the Swindon 1 line
• With a recent £200 Million investment and 500 employees added for Civic production, Swindon 2 is the global home of the Civic
Hatchback
• This investment strengthens Honda’s commitment to the UK
• Swindon and Honda’s Gebze, Turkey plant, are the only European facilities building the Civic
• The Gebze plant currently builds 20K/yr, but with current capacity for 50K/yr
• To completely move the UK Civic volume to Turkey would involved a considerable investment, and unlikely with their recent investment into the
UK. However, it is conceivable to move some volume to Poland to offset EU tariff issues
Nissan
• Sunderland is the lead plant for European consumed Qashqai, Juke, and Note; with solid sales in the UK
• In Europe, the Qashqai is the 7th best selling vehicle; and growing at a significant pace
• With no other EU based plant to consume this volume, it is the opinion of AFS that Sunderland will maintain production with or without free trade
agreements established with the EU
• AFS also calls for the Infiniti QX30 as well as the Nissan X-Trail production in the UK; both expected to be well accepted in the market
• Production at Sunderland will be impacted, but remaining in the UK to satisfy the EU will be the more likely outcome
Toyota
• Burnaston is the lead plant for European consumed Auris; producing the 140K needed per year to satisfy the market
• The AFS forecast calls for the Toyota Avensis (approx. 40K units produced per year) to not be replaced in 2018.
• Expectations for a domestically consumed crossover to fill the capacity is anticipated.
20

Powertrain Impact Analysis
• As a result of vehicle migration out of the UK, domestic powertrain assembly may suffer from the
overall market softening, but an exodus of production out of the UK is unlikely
• OEMs will need to analyze if a 4% tariff is still feasible to support continued domestic powertrain
production
Ford
• The most exposed engine manufacturer; with nearly 100% of domestic powertrain production already
destined for export consumption
• Ford maintains other engine plants across Western and Eastern Europe, but these plants cannot
absorb the capacity of Bridgend and Dagenham without considerable investment. These include:
• Cologne, Germany
• Valencia, Spain
• Craiova, Romania
• Inonu, Turkey
• With the UK current capacity over 1 million units per year, Ford will need to either:
• 1. Begin investing in capacity elsewhere in the EU immediately or,
• 2. maintain their position in the UK and invest heavy into innovation and cost cutting to offset the 4% tariff impact
• AFS believes Ford’s footprint is too large in the UK to leave before 2025, if at all
Tata (JLR)
• As of 2015, Tata has made a significant investment in the region, going from just over 100K units per
year at its Wolverhampton plant, to nearly 700K per year by 2023.
• This significant investment will solidify Jaguar/Land Rover assembly of vehicle and powertrain components in the UK
21

UK Light Vehicle Production-Worst Case Scenario
0
500
1,000
1,500
2,000
Thousands
UK Light Vehicle Production by Brand
Toyota
Tata
Rolls-Royce
Opel/Vauxhall
Nissan
Morgan
MINI
McLaren
LTI
22
0
500
1,000
1,500
2,000
Thousands
UK Light Vehicle Production by VM
Volkswagen
Toyota Motor
Tata
Renault/Nissan
Proton
Morgan
McLaren Cars
Honda Motor
General Motors
18
19
20
21
Millions
EU Light Vehicle Forecast
EU
0
20
40
60
80
100
120
Millions
Regional Light Vehicle Forecast
WESTERN EUROPE
SOUTH AMERICA
NORTH AMERICA
MIDDLE EAST/AFRICA
EASTERN EUROPE
ASIA-PACIFIC

ContactAutoForecastSolutionsLLCformoreinformation
onourProductionForecastDatabasesandBusiness
IntelligenceSoftwareusedtocreatethisreport
JoeMcCabe
jmccabe@autoforecastsolutions.com
855.734.4590 x1001

BREXIT Impact on the Automotive Industry

Recommandé

Recommandé

Contenu connexe

En vedette

En vedette (9)

Dernier

Dernier (20)

BREXIT Impact on the Automotive Industry