Jamie Fox Author
Principal Analyst
follow me

Jamie is based in Chile and has worked in market research and analysis for 15 years covering semiconductors, components and technologies. Jamie is now focused on components for commercial vehicles including electric vehicles. He has produced many custom and consultancy studies during his career. Jamie has a BSc in Physics and Astronomy and an MSc in Nanoscale Science and Technology.

Interact Analysis recently produced its first report on Electrified Truck and Bus Powertrain Pricing and Architecture, which contains pricing information not available elsewhere. In this insight, we look at the leading suppliers of batteries, motors and other components for electric and hybrid vehicles.

As the transition to electric vehicles begins to build up some serious momentum in the bus and truck market, Continental is an early leader for traction motors in trucks and buses. With so few electric buses and trucks sold so far, it’s currently possible to get to the top of the leader board by having 1 or 2 major deals, even without a broad customer base. Most of the units from Continental and Magneti Marelli are from the RAM 1500 e-Torque, with Continental thought to be supplying the motor for the V6 version of the vehicle and Magneti Marelli for the V8.

Given this reliance on a single deal for the majority of a supplier’s units, it’s easy to see how this picture could dramatically alter within the space of a year or two as new vehicles come on to the market and OEMS consider different suppliers or dual supply arrangements. There are also some companies, such as Cummins and BorgWarner for example, that are capable of competing strongly in the commercial vehicle space but do not appear in the ranking list at all for 2020. It’s certainly not too late for a big player that currently has no or negligible sales to make a move.

The market for motors in industrial automation is much bigger than the automotive sector, so major industrial motor companies, such as ABB, Siemens and Parker, do offer a competitive threat to current leaders and may engage more as the market gets larger. However, it’s not yet clear how serious the focus is from companies such as these in buses and trucks.

In addition to the suppliers mentioned, over 30% of motors in 2020 were produced in-house, including at companies such as Renault and Nissan.

The ranking includes motors for fuel cell vehicles, BEVs, full and mild hybrids, with the latter accounting for a significant share. It also includes vans and light trucks, which again account for a significant share. If we only look at BEVs, or only included buses or heavy vehicles, the picture would shift dramatically.

The business of supplying components to electric and hybrid buses and trucks is attractive because in addition to the growth in the share of vehicles that will be electric many of the newer vehicles will be larger, driving up the value of motor needed per vehicle. However, competition is already fierce, and the market may commoditize if technology innovation stagnates. Price competition is expected to accelerate.


Often a battery pack is not sold but instead produced in-house or packaged internally by an OEM or powertrain supplier after buying cells. A battery pack market share was not produced for this report; however, some of the major suppliers in the supply chain are shown below.


Ballard is the top supplier of fuel cells. Other players include Hydrogenics and Intelligent Energy. Luxfer and Hexagon were the leading supplier in 2020 of hydrogen tanks. Others include Worthington, NPROXX, Quantum and Iljin.

In this area, the market is not as diverse as batteries and motors, with the suppliers mentioned above accounting for an estimated 85% of the combined revenue of hydrogen fuel cells and tanks .

These insights are taken from our recent report, “Electrified Truck and Bus Powertrain Pricing and Architecture”.












Posted by Jamie Fox