Automakers measure factory emissions by recording fuel and other direct emissions from operations as Scope 1, then accounting for purchased electricity as Scope 2. They combine those activity figures with emissions factors to produce an inventory. To cut emissions, plants can first use less energy, then switch remaining energy to lower-carbon sources and redesign energy-intensive processes such as paint-shop operations. These are factory emissions—not vehicle tailpipe emissions or a complete vehicle life-cycle footprint.
What a plant emissions inventory counts
The GHG Protocol separates operational emissions into scopes. Scope 1 covers direct emissions from sources an organization owns or controls, such as fuel burned in boilers, ovens and heaters. Scope 2 covers emissions associated with purchased electricity. These categories describe operations; they do not include a vehicle’s future use-phase emissions or, by themselves, the full lifecycle impact of making and using a vehicle.
Manufacturers define the organizational boundary for their inventories. A figure for one assembly plant is not comparable to a total for every factory, office, warehouse and other company location unless the boundaries are reconciled. Toyota North America says its FY2025 inventory follows the GHG Protocol Corporate Accounting and Reporting Standard and uses a financial-control approach. Toyota’s North American environmental sustainability report describes its accounting and emissions factors.
Activity data and emissions factors
An inventory combines activity data—such as the amount of natural gas burned or electricity purchased—with emissions factors that estimate the greenhouse gases associated with each unit of energy. In practice, records to examine include plant meters, utility invoices, fuel-purchasing records and production data. The reviewed company disclosures describe some accounting methods and factors, but do not establish one universal plant-metering protocol used by every automaker.
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Factor choices can change reported Scope 2 results. Toyota reports both location-based and market-based Scope 2 figures. Its FY2025 report identifies EPA eGRID factors for U.S. location-based electricity calculations, provincial factors for Canada and a country-specific IEA factor for Mexico. Volkswagen says it calculates production-site Scope 1 and 2 emissions annually under the GHG Protocol and ESRS, using provider-specific factors for market-based calculations and VDA country factors for location-based calculations. Volkswagen Group’s Annual Report 2025 describes its approach.
Location-based and market-based electricity
Location-based accounting reflects the average emissions intensity of the electricity grid where a site consumes power. Market-based accounting reflects qualifying contractual choices and supplier-specific information, where available. The two methods answer different accounting questions; they should not be mixed casually in a comparison. State which method a figure uses and, when the company discloses them, the relevant factors or instruments.
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How to compare reported results fairly
A total emissions figure and an emissions-per-vehicle figure each tell only part of the story. Absolute emissions show the reported footprint within a company’s stated boundary. An intensity metric relates emissions to output, but it can move with production volume, vehicle mix, operating hours and facility composition. Before comparing automakers or years, align the following:
- Boundary: single assembly plant, manufacturing sites, or all company locations.
- Scope: Scope 1, Scope 2, or a combined total; note whether Scope 3 is excluded or included.
- Scope 2 method: location-based or market-based, with disclosed factors or contractual instruments.
- Metric: absolute emissions or an intensity measure, including the denominator used.
- Time period: reporting year, fiscal-year calendar and target baseline.
- Operations: process mix, paint technology, heating loads, operating hours, output and vehicle mix.
- Reduction type: distinguish energy efficiency, fuel switching, electrification and renewable energy from offsets.
Company reports are primary sources for what a manufacturer says it measured and achieved, but company-reported reductions are not independent verification. The figures below illustrate why a stated boundary and method matter.
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| Company-reported figure | What it covers | Qualification |
|---|---|---|
| Toyota North America: 823,870 metric tons CO2e of Scope 1 plus market-based Scope 2 emissions in FY2025 | All North American locations, including assembly and unit plants, offices and warehouses | Not an assembly-plant-only total. Toyota’s FY2025 table also reports 348,000 metric tons Scope 1 and 638,818 metric tons Scope 2 on a location-based basis. Toyota North American environmental sustainability report. |
| Toyota North America: 0.42 metric tons CO2e per vehicle produced in FY2025 | Scope 1 and 2 emissions from all North American locations divided by vehicles produced in North America | Toyota says FY2025 Scope 2 uses the market-based approach, while prior years in this series used location-based values; trend comparisons therefore need caution. Toyota North American environmental sustainability report. |
| Volkswagen Group: 50.4% reduction target for production Scope 1 and 2 emissions by 2030 versus 2018 | Volkswagen Group production emissions under the company’s stated boundary and methodology | The Annual Report 2025 says the target was met ahead of time in 2024 and reports a 60% reduction by the end of 2025. These are company-reported results, not a harmonized comparison with another automaker. Volkswagen Group Annual Report 2025. |
Where factories can reduce emissions
There are three distinct operational levers: reduce the energy a plant needs, change the source of the energy it still consumes, and redesign processes that use substantial heat or electricity. Which measures are practical depends on the site’s equipment, product requirements, production schedule and retrofit constraints.
Use less energy
Volkswagen reports production-site measures including ventilation improvements, LED lighting, heat recovery, load-dependent dryer controls and plant controls that respond to utilization. These target energy demand, including energy used when production is low or equipment is idle. The company also tracks energy targets using production sites certified to ISO 50001. This is a set of Volkswagen-reported actions, not a universal package adopted by every automaker. Volkswagen Group Annual Report 2025.
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Change the energy supply
Renewable electricity procurement and onsite generation can reduce the emissions assigned to electricity, depending on the inventory method and the contractual instruments or accounting treatment involved. They do not, by themselves, reduce the amount of energy a plant consumes. Direct fuel combustion is a separate challenge: fuel switching or electrifying process heat can reduce direct emissions where the technology and site conditions make it practical. The resulting benefit also depends on the emissions associated with the electricity used.
Redesign paint-shop operations
Paint shops can be important targets because they use heat and electricity for processes such as spraying and curing. Stellantis says they account for about 65% of a vehicle assembly plant’s industrial CO2 emissions. That is a Stellantis company estimate, not a universal industry average. Its examples include spray-booth air recycling, electric curing ovens, lower-bake E-coats and sealers, and updated paint processes. Such changes can affect fuel and electricity demand, but product quality, throughput, retrofit cost and production constraints matter at an individual site. Stellantis’ September 17, 2024 article on paint shops and its industrial-sites page provide the company’s account.
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In its 2024 article, Stellantis reported paint-shop energy consumption 27% lower than in 2021, an average of 321 kWh per vehicle, and a target to cut consumption 50% by the end of 2025. The 50% figure was a target stated at the time, not evidence by itself that the target was achieved.
What reported plant reductions do—and do not—show
Lower reported emissions may reflect physical changes such as efficiency improvements, electrification or cleaner energy supply, but a reported number is also shaped by the boundary, factors and method used. Changes in production volume can alter absolute totals, while a different Scope 2 method can alter the electricity component without changing the amount of power a plant used. Offsets should be reported separately from operational reductions because they do not show that a factory consumed less fuel or electricity.
There is no harmonized plant-by-plant dataset or authoritative cross-industry assembly-plant benchmark established by the cited company disclosures. For a meaningful comparison, use like-for-like sites and years, preserve each company’s stated Scope 2 method, and report absolute emissions alongside any production-intensity metric. If those details are missing, treat the comparison as incomplete rather than inferring that one automaker’s plant is cleaner from a headline total alone.
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