It'd be interesting to see this expanded into the secondary supply chains, and the primary factories, all of which may or may not be owned by the car corporations themselves.<p>These networks sprawl out pretty quickly, I imagine. Modern cars rely on microcontrollers and microprocessors, and without chip fabs that comes to a halt. They also require varying amounts of steel, aluminum, carbon fiber, other plastics and metals, and natural rubber.<p>Then there's the physical locations and the international ownership / leasing / agreement structures. For example, Rust Belt manufacturing of vehicles in the USA for the US market has mostly relocated to Mexico:<p><a href="https://napsintl.com/mexico-manufacturing-news/mexicos-auto-industry/" rel="nofollow">https://napsintl.com/mexico-manufacturing-news/mexicos-auto-...</a><p>> "According to Forbes, about 80 percent of the cars manufactured in Mexico are exported globally, with about two-thirds of those exports going to the United States. In 2014, the industry comprised about $19 billion in investments. Production for that year was estimated to reach 3.2 million cars, double what it had been five years prior."<p>A network map of everything that went into a Mexican-made vehicle that was purchased in the USA would be highly complex, and if you then asked for an ownership map of all the shell companies, holding compenies, investors, primary owners etc. involved, the complexity would likely increase by a factor of ten.<p>Just tracking the global production and ownership of raw lithium and electric car battery manufacturing, for example, would be a fairly massive undertaking.