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Autoliv supplies the systems automakers install to protect people in a collision. Airbags and steering wheels generate most of its revenue, with seatbelts providing the other main source. It delivers these products to vehicle assembly plants as they are needed for production.
Automakers typically select Autoliv before a vehicle model enters production, under contracts that generally cover the model’s life and later service parts. Those contracts do not guarantee minimum purchases, and customers can switch suppliers. Revenue therefore depends on how many vehicles its customers build and how much safety equipment each vehicle contains, rather than simply on winning a contract. A relatively small group of large automakers supplies most of its revenue, although no single customer dominates sales.
Vehicle-safety regulations help determine demand for its products. Autoliv must also meet safety-defect reporting requirements; U.S. regulators can require recalls and repairs. Automakers press for price reductions, so profitability also depends on reducing production costs to offset lower selling prices.
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Autoliv depends on global vehicle production and automakers’ safety-parts sourcing, with Toyota-linked Toyoda Gosei competing in airbags and steering wheels and Tokai Rika in seatbelts.
Stellantis buys Autoliv’s safety parts for the vehicles it builds and sells; it accounted for 10% of Autoliv’s sales in 2023 and was its fastest-growing customer in 2025. Its vehicle production in the Americas and Europe is worth watching, where it helped drive Autoliv’s 2025 growth.
Toyota buys Autoliv’s safety parts for its vehicles and was among its fastest-growing customers in 2025. Toyota’s vehicle production matters within Autoliv’s large Japanese-automaker exposure: Japanese manufacturers accounted for almost two thirds of the Asian customers that generated around 48% of its 2025 sales.
Lear and Autoliv both earn revenue as automakers build vehicles: Lear supplies seats and electrical systems, while Autoliv supplies airbags and seatbelts. Lear’s seating and electrical-system sales offer another view of demand across vehicle production programs.
Magna and Autoliv depend on actual vehicle production, not just winning contracts: automakers buy Magna’s components and Autoliv’s safety parts under agreements covering a model’s life that generally guarantee no minimum purchases. Watch production of the models Magna supplies rather than treating those contracts as assured sales.
Aptiv and Autoliv both depend on automakers’ production and choice of suppliers for new vehicle programs: Aptiv sells vehicle electronics and electrical systems, while Autoliv sells airbags and seatbelts. Aptiv’s awards to supply vehicle power, signal and data systems provide a separate view of those sourcing decisions.
Adient shares Autoliv’s exposure to car and light-truck production: automakers buy Adient’s seats and Autoliv’s airbags and seatbelts. Adient’s seat sales to global, regional and newer automakers offer another read on production demand across those customer groups.
Gentex and Autoliv both depend on global automaker production and regional customer mix, selling mirrors and electronics versus airbags and seatbelts. Watch Gentex’s mirror exports to China, but distinguish its reported tariff pressure from Autoliv’s different sales trends at domestic and global automakers there.
BorgWarner shares Autoliv’s dependence on light-vehicle production, selling systems that power combustion, hybrid and electric vehicles mainly to automakers that also need airbags and seatbelts. Its sales to light-vehicle manufacturers are the relevant comparison for Autoliv, rather than its commercial-vehicle or aftermarket business.
Visteon and Autoliv both earn revenue from automakers’ vehicle programs, supplying cockpit electronics versus airbags and seatbelts. Visteon’s display and infotainment sales also reflect changes in electronics fitted per vehicle, so their growth need not match Autoliv’s safety-parts sales.
Dana shares Autoliv’s dependence on light-vehicle production, selling axles, driveshafts and related products to vehicle manufacturers while Autoliv supplies safety systems. Dana’s Light Vehicle business generated 70% of its 2025 external sales, making that revenue line the closer comparison than its commercial-vehicle business.
Autoliv, Inc. earningsThis company
Autoliv delivers safety products as automakers build vehicles, and its report will show how production and model mix flow through to sales growth and margins.
Read organic sales growth alongside operating margin; organic growth excludes currency and acquisition or divestiture effects. Stronger organic growth with a steady or higher margin would show that production or model mix is lifting sales without cost and customer price reductions eating away the gain. Slower growth with a falling margin would show that production mix, costs, or pricing pressure is making growth harder to turn into profit.
Stellantis N.V. earningsSTLA
Stellantis buys Autoliv safety parts, and its report will show whether vehicle production in the Americas and Europe continues to support demand from this customer.
Compare Stellantis vehicle production in the Americas and Europe with Autoliv’s sales in those regions. Steady or rising production alongside supported Autoliv sales would show that this customer’s builds are sustaining demand for safety parts; falling production would put that demand and sales contribution under pressure.
Toyota Motor Corporation earningsTM
Toyota buys Autoliv safety parts, and its report will show whether production at a major Japanese customer continues to support Autoliv’s important Asian customer base.
Read Toyota’s vehicle production alongside Autoliv’s sales to Asian automakers. Stronger Toyota production with supported Autoliv sales would show that demand from Japanese customers remains supportive; weaker Toyota production would put more focus on demand across an important part of Autoliv’s Asian customer base.
