Automotive Lightweight Materials 360 Degree View
2
Focus Points
• Introduction to Mega Trends• The Importance of Lightweighting Vehicles• Market Challenges• How Will it be Achieved• Impact on the Chemical Industry• Opportunities and Things to Consider
3
Mega Trends Create Opportunities and Threats for Chemicals and Materials
Primary research through the global value chain, technology and legislation drivers, qualitative and quantitative analysisPrimary research through the global value chain, technology and legislation drivers, qualitative and quantitative analysis
Drive to lower CO2 emissions
UrbanisationGlobalisation
Growth in electric vehiclesNew OEMs emergingSmaller, lighter, greener vehiclesHigh speed rail50% of automobile sales from BRIC
Opportunities for:PolymersBattery materials and
chemicalsGreen fuels and lubricantsAdvanced adhesives
Threats to:MetalsMetal treatment & coatingGlassAdditives for fossil fuels
Mega Trends
Transportation Trends
Impact for Chemicals and
Materials
Mega Trends
Transportation Trends
Impact for Chemicals and
Materials
• Drive to lower CO2 emissions
• Urbanisation• Globalisation
• Growth in electric vehicles• New OEMs emerging• Smaller, lighter, greener vehicles• High speed rail• 50% of automobile sales from BRIC
Opportunities for:• Polymers• Battery materials and
chemicals• Green fuels and lubricants• Advanced adhesives
Threats to:• Metals• Metal treatment & coating• Glass• Additives for fossil fuels
4
Lightweight Design is the Solution to Address Many Mega Trends
......
Lower CO2 emissions
Bio-basedmaterials
NVH isolation
Enhance vehicle safety
Increase recycling and recyclability
Automotive Mega TrendsAutomotive Mega Trends
Improve fuel economy
Improve fuel economy
Several trends mentioned above are achievable through lightweight vehicle construction. As a result, global automotive
OEMs are in the process of downsizing their vehicle weight by using alternative (lightweight) materials in their vehicle
construction.
Source: Frost & Sullivan
5
Objectives of Lightweighting
Primary objectives of vehicle weight reduction
Secondary objectives of vehicle weight reduction
Increasing Fuel Economy
Reducing CO2 Emissions
Improved Vehicle
Dynamics
Improved Braking
6
Vehicle Weight Reduction - An OverviewIncrease in small car demand to drive down average vehicle weight, with a reduction of 8 to 15kg year on year in Europe
1000
1500
2000
2002 2004 2006 2009 2011 2015
USA
EuropeEurope
OEM Weight Reduction Strategies: Vehicle Weight Reduction Forecasts (Europe, The United States), 2002-2015
Weig
ht
(in
kg
)W
eig
ht
(in
kg
)
YearYear
1,250
1815 (0.79) %+
CAGR
(0.68%)+
CAGR
0
1250
2500
0
3
6
Vehicle Segments
Wei
gh
t in
kg
Un
it V
olu
mes
in M
illio
n
0
1500
3000
0
2
3
Vehicle Segments
Wei
gh
t in
kg
Un
it V
olu
mes
in M
illio
n
Key: Small Low Medium High Medium Executive Super Luxury Sports MPV SUV Unit VolumesBasic
1730
1200
7
Legislation is also a Driver for Lightweighting
•CO2 emission regulation and the CAFE regulation are the key drivers of weight reduction.•According to the Kyoto protocol, the most industrialised countries have to achieve an emission reduction of 5.2 per cent, as compared against the level in 1990, between 2008 and 2012.
Japanese weight class fuel economy standards
Japanese weight class fuel economy standards
CO2 Emission regulationCO2 Emission regulation
1. US – Corporate Average Fuel Economy
2. California – Greenhouse gas emission regulation
1. US – Corporate Average Fuel Economy
2. California – Greenhouse gas emission regulation
China’s automotive fuel economy standards
China’s automotive fuel economy standards
Taiwan’s fuel economy standards
Taiwan’s fuel economy standards
South Korea’s Average Fuel Economy Standards
South Korea’s Average Fuel Economy Standards
Australian average fuel consumption and FCAI targets
Australian average fuel consumption and FCAI targets
Region Type Measure Structure
Fuel mpg Vehicle-type based
CO2 g/kmVehicle-segment
based
Fuel km/L Vehicle-weight based
Fuel L/100-km Vehicle-weight based
Fuel L/100-km ~
Fuel L/100-kmVehicle-engine size
based
Fuel L/100-kmVehicle-engine size
based
China
USA
EuropeEurope
JapanJapan
Australia
South Korea
Taiwan
Source: Frost & Sullivan
Source: Frost & Sullivan
04/18/238
Vehicle Weight Classification (Europe)More weight reduction opportunity in welter segment to manage the fleet CO2 average
50
100
150
200
250
300
350
500 1000 1500 2000 2500
Source: Frost & Sullivan
Fiat New PandaFiat New Panda
Fiat 500Fiat 500
Ford FiestaFord
Fiesta
Renault Clio
Renault Clio
Peugeot 206/207/208
Peugeot 206/207/208
Volkswagen GolfVolkswagen Golf
Ford FocusFord Focus
Toyota Prius
Toyota Prius
Nissan QashqaiNissan
Qashqai
BMW 3 Series BMW 3 Series
Mercedes-Benz E-ClassMercedes-
Benz E-Class
BMW 5 SeriesBMW 5 Series
Audi Q5Audi Q5
BMW X3BMW X3
BMW 7 SeriesBMW 7 Series
Mercedes-Benz S-ClassMercedes-Benz S-Class
Volkswagen TouaregVolkswagen Touareg
Bantam WeightBantam WeightBantam WeightBantam Weight Cruiser WeightCruiser WeightCruiser WeightCruiser Weight Heavy WeightHeavy WeightHeavy WeightHeavy WeightWelter WeightWelter WeightWelter WeightWelter Weight
Co2 Target of 130 g/kmCo2 Target of 130 g/kmCo2 Target of 130 g/kmCo2 Target of 130 g/kmCO
2 e
mis
sio
ns (
in g
/km
)C
O2
em
issio
ns (
in g
/km
)
Weight in kg* Size of the bubble – Sales Volume 2009
04/18/239
Vehicle Weight Band - The United States: Reduction in vehicle weight in the Welter and the Cruiser segments to boost the fleet average mpg of CAFE
Smart fortwoSmart fortwo
Toyota YarisToyota Yaris
Toyota CorollaToyota Corolla
Toyota PriusToyota Prius
Honda Civic HybridHonda Civic Hybrid
Toyota CamryToyota Camry
Chevrolet HHRChevrolet HHR
Ford MustangFord Mustang
VW JettaVW JettaNissan Altima HybridNissan Altima Hybrid
Toyota Camry HybridToyota Camry Hybrid
BMW 3 SeriesBMW 3 Series
Mercedes-Benz C ClassMercedes-Benz C Class
Toyota HighlanderToyota Highlander
Dodge ChargerDodge
Charger
Dodge CaravanDodge Caravan Chevrolet TrailblazerChevrolet Trailblazer
Ford ExplorerFord Explorer
Honda OdysseyHonda Odyssey
Chevrolet TahoeChevrolet Tahoe
Ford ExpeditionFord Expedition
Chevrolet SuburbanChevrolet Suburban
Bantam WeightBantam WeightBantam WeightBantam Weight Cruiser WeightCruiser WeightCruiser WeightCruiser Weight Heavy WeightHeavy WeightHeavy WeightHeavy WeightWelter WeightWelter WeightWelter WeightWelter Weight
Fu
el C
on
sum
ptio
n (
mp
g)
Weight (kg)
CAFE target of 35.5 to CAFE target of 35.5 to 39.0 mpg39.0 mpg
CAFE target of 35.5 to CAFE target of 35.5 to 39.0 mpg39.0 mpg
• Size of the bubble – Sales Volume 2010• # Weight band labels are used only for the reference purpose
USA
More opportunity for weight reduction and the OEMs in this weight category are under pressure to reduce mass in their respective models.
The United States will witness launch of more super-mini models in the Bantam weight band
Source: Frost & Sullivan
10
15
20
25
30
35
40
45
50
55
500 1000 1500 2000 2500 3000
Honda Civic
Honda Civic Honda
AccordHonda Accord
10
Legislation Incompatibility Makes Using Lightweight Materials Difficult
End-of-life Regulation
• EU’s End-of-life Vehicles Directive (2000/53/EC) places a responsibility on the vehicle manufacturers to eliminate certain heavy metals and use only recyclable materials.
• Approximately 85 per cent of the material in the end-of-life vehicles should be recyclable by 2015.
• This leaves the vehicle manufacturers with strict targets for the type of materials that can be used in the vehicle.
European Union – CO2 regulation
• The European Parliament mandates car manufacturers to cut car emissions from the current level of 160 g/km of CO2 to 130 g/km by 2012-2015.
• OEMS are required to assure that 65 per cent of the newly registered cars have an average emission level of 130 g/km by 2012, 75 per cent by 2013, 80 per cent by 2014 and finally, 100 per cent by 2015.
• OEMs exceeding the limits will be penalised by paying an incremental premium for each kilometre driven.
EOL recycling prevents thermoset composite use and also hinders the introduction of new innovative plastics. Established commodity plastics gain however due to established recycling infrastructure
11
Methods of Weight Reduction
Low
CO
ST I
NC
REA
SE
WEIGHT REDUCTION
Hig
h
Low High
Long
Term
Shor
t Te
rm
Med
ium
Medium
Med
ium
Ter
mTI
ME
PERI
OD
OLED
Design optimization Design optimization and functional and functional
integrationintegration
Design optimization Design optimization and functional and functional
integrationintegration
Alternate Alternate lightweight lightweight
materialmaterial
Alternate Alternate lightweight lightweight
materialmaterial
New designNew designNew designNew designDevelopment of new systems requires extensive R&D and a complete rethinking of design elements to tailor the system to be region specific. This is applicable to both existing and new vehicles.
A few examples are the new lightweight vehicle concept T25 by Gordon Murray Design Limited, and the redesigning of the suspension in Mazda 2 by shortening the training are on the rear axle. This is expected to be done on a long-term basis when modelling a new generation vehicle.
In certain systems, replacing heavy material with lighter alternatives will reduce weight, but the cost may increase depending on the type of material selected.
Material selection is based on the cost affordability factor for each vehicle model/segment. For example, extensive aluminium roof panels were used on steel BIW in the 2009 BMW 7 Series.
Elimination/redesign of certain components that are not vital to the performance of a low cost system helps in weight reduction, for example, removal of brake booster in Tata Nano.Reduction in part count in exhaust offered weight reduction and space optimisation in Mazda 2.
lightweighting Mega Trend Effect on Chemicals and Materials Demand: OEM‘s Weight Reduction Methods (World), 2009-2016
Source: Frost & Sullivan
12
Vehicle Weight Reduction Has Many Approaches
Increase in vehicle dimension–longer, wider and taller cars
Increase in vehicle strength stiffness –for improved Noice, Vibration and Harshness (NVH) and handling
Adding comfort systems such as air conditioning and seats
Adding special features like infotainment and other electrical systems
Adding occupant safety systems such as airbags and pre-tensioners
Adding performance improvement systems for better acceleration, handling and braking
Adding emission treatment systems
Use of High Strength Steel (HSS) and Advanced High Strength Steel (AHSS)
Use of aluminium*
Use of magnesium, plastics and composites*
Changing vehicle dimension as in the Mazda 2
Redesign of certain systems in a car such as the suspension system in Mazda 2
Downsizing of engine by 30% and adding turbo-chargers
Replacing hydraulic power steering with electric power steering
30%
20%
15%
15%
12%
5%
5%
(21)%
(33)%
(8)%
(4)%
(20)%
(10)%
(4)%
750 kg750 kg
1500 kg1500 kg
1400 kg1400 kg
Weight Increase over a period of time
~ 750 kg+
~ (100) kg-
Weight decrease
Weight (kg)
Potential areas of weight reduction
* Applicable on different systems based on the cost feasibility.
(Systems: Powertrain, chassis, body, interiors and others)
The percentage mentioned are the fractions of the total weight reduced (100kg).
The percentage mentioned are the fractions of the total weight increase(750kg).
1970
19
70
2000
2000
2011
2011
Year
Note: All figures are rounded; the base year is 2009. Source: Frost & Sullivan
13
Weight Reduction Techniques
Unibody design and BIW1.7 kg reduction by use of high-strength steel and new structural adhesives
Downsizing and Turbocharging Engine downsizing of 30 per cent reduces 10-20 per cent of the total weight of the car and 10-20 per cent CO2 emissions.
For example, Ford’s replacement of its V8 engine with V6 engine and 6 cylinder with 4 cylinder
Aluminium in rear suspension control arm
Offers up to 45 per cent weight reduction
High-strength steel in McPherson strut
20 per cent reduction with structural components built using high-strength steel
40 per cent reduction by use of hollow piston rods
Aluminium steering knuckles
Offers approximately 50 per cent weight reduction
Hollow seat frames and thin seat foams
Weight reduction of 4.9 kg in the 2008 Ford Focus by the use of hollow seat structure and lightweight foam
Laminated glazingThinner and stronger laminated glass windshield or windows, Approximately 10-12 per cent weight savings
Lightweight cooling system
Modular integration of radiator and cooling fan and modular integration of air conditioning and transmission coolers leads to approximately 1-5 kg weight reduction.
Electric power steering Removal of mechanical
components Use of aluminium and
magnesium in the steering components
Weight savings of approximately4-5 kg
Adopting hydro-forming technology on chassis frame
Offers 20 per cent weight reduction
Aluminium brake callipers Replacement of steel by
aluminium Weight reduction by 3.4 kg Used in Ford Focus
Powertrain
Chassis
Interior and Exterior
KeyKey
Sou
rce:
Fro
st &
Sul
livan
Aluminium door modules, hood and fenders
Aluminium wheel Offers 10 kg of reduction Use of aluminium wheels
by two-thirds of Ford’s fleet
04/18/2314
Key Weight Reduction Techniques vs. Cost Difference: Volume manufacturers to increasingly adopt the use of aluminium in the long run
Lo
wM
ed
ium
Hig
h
Cost
IncreaseC
ost Reduction
Co
stC
ost
Low(0-20%)
Medium(20%-40%)
High(More than 40%)
Aluminium Front wishboneAluminium Front wishbone
Substituting mono-tube for twin-tube shocks
Substituting mono-tube for twin-tube shocks
Aluminium Steering KnucklesAluminium Steering Knuckles
Aluminium Rear Suspension Cross memberAluminium Rear Suspension Cross member
Aluminium Rear Suspension Control ArmAluminium Rear Suspension Control Arm
Aluminium Brake Callipers Aluminium Brake Callipers
Seats hollow frame structureSeats hollow frame structure
Uni Body designUni Body design
Hydro-forming technology on chassis frameHydro-forming technology on chassis frame
McPherson strut – Use of high-strength steels and assembled piston rods
McPherson strut – Use of high-strength steels and assembled piston rods
HSS Suspension
Spring
HSS Suspension
Spring
Engine downsizing by 30% and turbo-
charging
Engine downsizing by 30% and turbo-
charging
Engine downsizing by 30%Engine downsizing by 30%
Suspension Steering Braking Powertrain Interiors Body and FrameKey:Key:Weight Reduction Weight Reduction
Ado
pted
in V
olum
e S
egm
ent
Ado
pted
in L
ower
-Med
ium
S
egm
ent O
nwar
ds
Hig
h
Engine downsizing is a cost affordable solution to be adopted across all vehicle segments.
It offers both weight reduction and direct CO2 emission reduction.
OEMs will adopt turbo charging to maintain/increase the engine performance
These are the key techniques used by the OEMs in the volume segment vehicles
These techniques which are currently employed in lower-medium segment ownwards will be implemented in the volume segment vehicles on a long run.
Medium(20%-40%)
(0-40%)
(0-20%)
(20%-40%
)M
ore than 40%
Source: Frost & Sullivan
04/18/2315
Key OEM’s Material Preference – Some Are More Forward Thinking Than Others
High level of uncertainty
and risk
High Exotic Material Use
Low level of uncertainty
and risk
Low Exotic Material Use
OEMs focused on using steel (inc. some high strength steel) have a low level of uncertainty
and risk in their strategy
Audi, amongst the more mature users of exotic materials leading the way for their use of Aluminium. At the same time they have a high level of expertise in material use and development, therefore has a
relatively low level of uncertainty and risk
Seeking advancements in steels (such as Twinning induced
plasticity (TWIP) steel and Boron Steel) but needs to be verified
TH!NK already an advanced user of Aluminium and for future models are likely to move to less
exotic materials
Mercedes-Benz seeking design advantages through exotic material
use (including aluminium and magnesium)
Higher exotic material use repositioning
expected in short-term
Lower exotic material use repositioning
expected in short-term Based on: Combined feedback form respondents
More focus on HSS and AHSS
16
Decision Making Structure for Weight Reduction
Lightweighting Mega Trend Effect on Chemicals and Materials Demand: Lightweighting Mega Trend Effect on Chemicals and Materials Demand: OEM Weight Reduction Organization Analysis, (World), 2009
Product Development
DevelopmentFinance Production
Advanced Engineering
Head of Purchasing,
Body Exterior
Purchasing and Supplier Network
Chief Engineer
Commodity/System/Product Engineer – Body Engineering
Vehicle Engineering Manager
Weight Reduction Manager
Purchasing Manager, Body Engineering
Chairman – Board of ManagementChairman – Board of ManagementChairman – Board of ManagementChairman – Board of Management
Finance
Other Departments
Develops the concept based on inputs from the market/technology research team
Takes the decision on whether to go ahead with the concept
Takes ownership of the whole product development
Takes the responsibility to balance all attributes of the product
Decides on the total weight of the vehicle and sets weight targets for individual systems/components
Key Decision maker for supplier sectionKey
influencers for supplier section
Takes the responsibility of developing individual systems/components by complying to specified targets.
Source : Frost & Sullivan
17
“Exotic” Material Breakdown Based on Volumes
Introduction to the Market: Materials Breakdown based on Volumes (World), 2010
Note: All figures are rounded; the base year is 2010. Source: Frost & SullivanNote: All figures are rounded; the base year is 2010. Source: Frost & Sullivan
26.5%
36.0%
2.7%
19.4%
3.2%6.9%
1.3%0.8%3.2%
AHSS Aluminium Magnesium PP PA PU ABS Thermosets HPP
Total Volumes: 15,896.5 Kilo Tonnes
18
AHSS will be the Clear Winner in the Exotic Materials Market
Materials Breakdown based on Volumes (World), 2010 Materials Breakdown based on Volumes (World), 2017
• All “exotic” materials will grow at the expense of traditional steel• AHSS will be favoured compared to other materials however, as it uses existing
plant infrastructure, performance characteristics are well known allowing easier and cheaper design, low cost which fits well with the volume models
• Urban (EV) vehicles with slower speeds could potentially use different chassis materials and change the market considerably – Carbon fibre?
72%
7%
10%1%
6% 1%2% 1% 0%
0%Trad. Steel
AHSS
Aluminium
Magnesium
PP
PA
PU
ABS
Thermosets
HPP
52%
21%
13%
1%8%
1%2% 1%
1%0% Trad. Steel
AHSS
Aluminium
Magnesium
PP
PA
PU
ABS
Thermosets
HPP
19
Materials will Show a Cascade EffectLighter Versions of Steel (HSS, AHSS, UHSS) will remain the most preferred material by the volume manufacturers
European Volume OEMs
Str
uctu
ral D
evel
opm
ent
Low
High
70-80% use of HSS
55-20% HSS + 10-15% UHSS
HSS, mainly UHHS and Aluminium (Fiat uses
Magnesium)
HSS, Aluminium, AHSS
Ford Ka, VW Polo, Fiat Panda
Ford Focus, VW Golf, Fiat 500
Ford Fiesta, VW Passat, Fiat Linea
Ford Mondeo, VW Eos
Ford Galaxy & Ford S-MAX, VW Touareg, Fiat Croma
European Premium OEMs
12% Hot-formed UHSS18%UHSS
32-60% HSS
Hybrid structure – Steel and Aluminium
HSS, UHHS, AHSS and Aluminium Space
Frames
60% is Aluminim, 30% Steel and use of
magnesium, Carbon Fibre Audi TT, Mercedes S-Class
Audi Q5, A6, Mercedes C-Class
Audi Q7, Q6, Mercedes E-Class
Audi A3, A4, Mercedes A-Class
20
Plastics in Automotive
Exterior Interior Under-the-hood
• Bumpers• Bumper Spoilers
• Roof/boot Spoilers• Lateral Sidings
• Rocker Panels• Wheel Arch
Liners•Windshield
•Mirror Housing•Head
Light/Rear Light
•Tailgate
• Dashboard• Dashboard
Carriers• Pillar
Claddings• Door Pockets• Door Panels
• Consoles• Chairs
• HVAC• Batteries
• Battery Covers
• Electronics Housing
• Air Ducts• Splash Shields
• Pressure Vessels
• Reservoirs• Engine Covers
Plastics for Automotive Industry: List of Applications (World), 2009 Part Plastic Types
Weight in Average
Vehicle (kg)
Bumpers PP, ABS, PC 12
Seats PUR, PP, PVC, ABS, PA 14
Dashboard PP, ABS, PA, PC, PE 15
Fuel Systems PE, POM, PA, PP 7
Body (including
body panel)PP, PPE, UP 6
Under-bonnet Component
PA, PP, PBT 9
Interior Trims PP, ABS, PET, POM, PVC 20
Electrical Components
PP, PE, PBT, PA, PVC 7
Exterior Trim ABS, PA, PBT, ASA, PP 5
Lighting PP, PC, ABS, PMMA, UP 5
Upholstery PVC, PUR, PP, PE 8
Others PP, PE, PA 1
21
Polypropylene Dominates the Plastics Market and Will Continue to do so Over Next 10 Years
Note: All figures are rounded; the base year is 2009. Source: Frost & SullivanNote: All figures are rounded; the base year is 2009. Source: Frost & Sullivan
Plastics for Automotive Market: Volume Break-up by Polymer Type (World), 2009
Total Market Volume: 6,060 Kilo Tons
• Polypropylene (PP) is the most preferred plastic
type used in both interior and exterior applications
of passenger cars, accounting for 45.5 per cent of
the total volume of plastics used in automotive
applications in 2009.
• Seating is the largest application of Polyurethane
(PU) in passenger vehicles, and its monopoly in this
market will continue unabated, although some
amounts of PP foams are likely to make some
inroads into this segment.
• Polyamides are the third largest individual plastic
type in the passenger vehicles market largely due
to their under-the-hood applications, including fuel
systems.
• Thermosetting composites are fast gaining grounds
in several exterior automotive applications and are
expected to experience a higher growth rate during
the forecast period.
04/18/2322
Volume Forecasts: Polypropylene
YearVolumes
(Kilo Tonnes)Volume
Growth Rate (%)
2006 2,848.6 --
2007 2,980.0 4.6
2008 2,970.0 (0.3)
2009 2,760.0 (7.1)
2010 3,140.0 13.8
2011 3,420.0 8.9
2012 3,830.0 12.0
2013 4,120.0 7.6
2014 4,480.0 8.7
2015 4,790.0 6.9
2016 4,880.0 1.9
Compound Annual Growth Rate (2009-2016):
8.5%
The global volume for polypropylene in automotive
applications in 2009 was 2,760.0 kilo tonnes. The
market is likely to grow at a compound annual
growth rate (CAGR) of 8.5 per cent from 2009 to
2016.
Plastics for Automotive Market: PP Volume Forecasts (World), 2006-2016
Note: All values are rounded; the base year is 2009. Source: Frost & Sullivan
0.0
1000.0
2000.0
3000.0
4000.0
5000.0
6000.0
2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
Year
Volu
me
(KT)
(10.0)
(5.0)
0.0
5.0
10.0
15.0
Gro
wth
Rat
e (%
)
Volume KT Volume Growth Rate
Plastics for Automotive Market: PP Volume Forecasts (World), 2006-2016
23
Under the Hood Plastics at risk by Electric Vehicle Development
Note: All figures are rounded; the base year is 2009. Source: Frost & SullivanNote: All figures are rounded; the base year is 2009. Source: Frost & Sullivan
Others include Oil filter modules, oil pan modules, battery trays and so on
Plastics for Automotive Market: Volume Break-up by Under-the-hood Application (World), 2009
Total Market Volume: 590 Kilo Tonnes
24
Body panels are the Next Big Market for PlasticsDimensional stability and coating issues are limiting the market currently
Need for better coating characteristicsNeed for better coating characteristics
“The finish on our Fiat 500 is actually better than on our Ferraris. One is steel the other is composite. We know how to coat steel. We
need help with coating other materials” - Fiat
“The expansion coefficients are different and we can’t make the joining tolerances. Also we
struggle to predict how the material will behave during design phase” - GM
“We like plastic panels because of the flexibility. With metal if you bang it you get a ding. With plastic you don’t. That has cost advantages
during manufacturer and also for the customer on the road” - Ford
Plastic panels perform wellPlastic panels perform well
Dimensional stability of the panels is a major challenge
25
The Best Material for Use in the Exterior Panel Base: Total Sample, N=500
34%30%
13%10% 8% 6%
22%
16%
23%
17%
7% 9%
17%14%
20% 18%
10% 11%
46%
26%
73%
56%
25%
60%
0%
20%
40%
60%
80%
100%
Carbon Fiber Metals Fiberglass Bioplastics Natural Fiber Plastics
#1 Rankings #2 Rankings #3 Rankings Total of Top Three Rankings
End Users have a Poor Opinion of Plastics for Exterior PanelsThe perception of plastics as a low grade material needs addressing
Q14: Please rank the materials you would expect to be the best for manufacturing exterior panels. (Where “1” is best, a #2 ranking is second best, and a “3” ranking is the third rank)
Key Take Away: Carbon fiber and metals are perceived as the best materials for use in the exterior panels, chosen as number-one by approximately one-third of vehicle owners. "Eco” materials, as well as plastics, definitely are not perfect for such application in the opinion of the majority.
Source: Frost & Sullivan
26
Evaluation of the Reinforcing Fibers (Mean Scores) Base: Total Sample, N=500
5.675.57
5.42
4.59
6.08
5.83 5.755.57
4.674.564.43
4.67
3
4
5
6
7
Safety and structural integrity Reliability Aesthetics Environmental friendliness
Fiberglass Carbon Fiber Natural fibers
Evaluation of the Reinforcing Fibers to Perform in the Different Vehicle Aspects
Key Take Away: Fiberglass and carbon fibers have very similar profiles. Both are rated high for safety / structural integrity, reliability, and aesthetics, while relatively low for environmental friendliness. Natural fibers, on the other hand, obtained higher ratings for being environmentally friendly, but relatively low on all other dimensions.
7 = I would expect this material to perform to the highest standards1 = I would not expect this material to perform well at all
7 = I would expect this material to perform to the highest standards1 = I would not expect this material to perform well at all
Q7: Please rate how well you would expect the following reinforcing fibers to perform when used in the following vehicle aspects…
Source: Frost & Sullivan
27
Green Legislation is Affecting Materials ChoiceEnd of life already restrains thermoset uptake
OEMs fear they will ultimately have to bear the cost and responsibility of recycling vehicles at end of life
Plastics recycling infrastructure needs improving
A lot of anger from OEMs about lack of action by plastics manufacturers
Steel industry is more advanced
Which Material?Which Material?
CostCost WeightWeight PerformancePerformance OthersOthers
Legislation complianceLegislation compliance
GreenimageGreenimage
Rawmaterialcost
Rawmaterialcost
End oflife costEnd oflife cost AestheticsAestheticsInstalled
infrastructureInstalledinfrastructure
ImpactresistanceImpactresistance
Life cycle analysis is believed to be the next regulatory progression and it is having an effect on choices for lightweight materials
Life cycle analysis is believed to be the next regulatory progression and it is having an effect on choices for lightweight materials
StrengthStrength
Recycling issues affect half of underlying decision making criteriaRecycling issues affect half of underlying decision making criteria
28
Conclusions
• Lightweighting is a trend that is going to stretch long into the future
• Legislation and fuel efficiency are the main drivers
• Many strategies to lightweight vehicles
• The volume car sector should be the focus for lightweight solutions
• Lightweighting more important with the development of electric vehicles
• Lightweight solutions present great opportunities for business growth
• Body panels will be the highest growth market
• Recycling and end of life are challenges that need to be addressed
• Ultimately the environmental aspect of a material is very important
29
Green fuels and lubricants
Electric vehicles and batteries
Recycling / end of life
lightweighting
Emerging Markets
Chemicals and Materials in Transportation Platform2011 Key Themes
Electric Vehicle Materials & Batteries
Fuels & Lubricants
Green Material Concepts
Lightweighting
Coatings & Adhesives
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