Airtech
Published

Automotive composites: Let's not sleep through the revolution

 In Washington Irving’s 1819 short story, Rip Van Winkle wanders into the Catskill Mountains of colonial New York, meets some strangely dressed men, drinks their liquor and promptly falls asleep under a tree for 20 years.

Dale Brosius , Contributing Writer, Institute for Advanced Composites Manufacturing Innovation (IACMI)

Share

 In Washington Irving’s 1819 short story, Rip Van Winkle wanders into the Catskill Mountains of colonial New York, meets some strangely dressed men, drinks their liquor and promptly falls asleep under a tree for 20 years. When he awakens, the Colonies have won their independence from England and the world is much different.

If Irving had been writing about the auto industry, and Van Winkle had fallen asleep on a Detroit auto assembly line in 1985 to awaken in 2005, he’d have seen some changes, but most of the OEMs would have remained the same. Although technology advances, particularly in electronics, coatings and composites, would have taken some relearning and adjustment, the transition would not have been all that difficult. But if our modern Rip had fallen asleep in August 2008 and awakened this month, just 12 months later, he’d be thunderstruck: General Motors down to four brands, passing through bankruptcy … with no presence in Europe going forward? An Italian company, Fiat, now owns Chrysler? Even mighty Toyota posting an operating loss for 2008 (and likely 2009)?

These changes are only the beginning. I suggest that no manufacturing industry in history has ever experienced the revolutionary upheaval that has occurred in the automotive industry, certainly not in the space of one year. One could argue, I suppose, that the massive buildup of aircraft manufacturing when the U.S. entered World War II was as dramatic, but it expanded manufacturing rather than contracted it. In the early 1900s, the demise of literally hundreds of independent automobile manufacturers occurred over decades, and they didn’t just disappear. Most were, with their production capacities, absorbed by other OEMs that were selling into a growing market for vehicles.

When the dust settles, we’ll have a new paradigm: Smaller, leaner OEMs with narrower, more targeted vehicle lines, competing against some of their previous brands owned by new entrants — including, perhaps, Magna and Penske — without a legacy of auto manufacture. Without a doubt, many questions will be raised for every one answered. For example, will brand loyalty matter? What will customers want to buy — big and powerful, or small and efficient? And how will traditional hybrids, plug-in electric hybrids and all-electric vehicles fit into this “new normal?”

An obvious question for readers of this magazine is What is the future for composites in this reshaped auto industry? If we start with the fact that U.S. Department of Energy (DoE) fuel economy standards have not been relaxed and manufacturers still have to achieve 35-mpg average fleet efficiency by 2020, then composites should have plenty of opportunities to increase penetration rates on new-model vehicles. In June of this year, Ford, Nissan, and all-electric OEM Tesla Motors, were given more than $8 billion (USD) in DoE loans to build capacity for more efficient vehicles. Proven to be lighter than steel, composites contribute directly to mass reduction. Perhaps more important in this new financial environment is that the investment in tooling to make composite body panels is much lower than that for metal-stamping dies, and this is further enhanced by the ability of proper composites design to integrate parts. And as volumes fall for specific models, the unit production costs for composites will look more attractive. Perhaps we will see more composite truck beds as well as hoods and decklids.

The biggest question, however, is Who will pay for all these developments? When I started in automotive composites in 1984, the OEMs footed the bill for development — in their own labs or those of suppliers. Over the past 25 years, that model has migrated: Today, the suppliers bear virtually all the development costs. Over the next several years, those who adopt composites likely will depend on “off-the-shelf” formulas, compounds and methods. But in the long term, it will take new materials, designs and innovative processes to make the fuel efficiency equation add up. I’ll be seeking answers to these dilemmas and others as I head a panel discussion on these topics at the SPE Automotive Composites Conference and Exhibition (ACCE), Sept. 15-16, 2009 (see “Learn More”).

If you’re a supplier to the automotive composites industry, don’t fall asleep like old Rip Van Winkle — because you won’t want to miss your opportunity to capitalize on the changes that are sure to come.

expanded metal foils and polymers
Keyland Polymer Webinar Coatings on Composite & AM
HEATCON Composite Systems
CompositesWorld
Visual of lab with a yellow line
Alpha’s Premier ESR®
Large Scale Additive Manufacturing
Airtech

Related Content

ASCEND program update: Designing next-gen, high-rate auto and aerospace composites

GKN Aerospace, McLaren Automotive and U.K.-based partners share goals and progress aiming at high-rate, Industry 4.0-enabled, sustainable materials and processes.

Read More
Carbon Fibers

Infinite Composites: Type V tanks for space, hydrogen, automotive and more

After a decade of proving its linerless, weight-saving composite tanks with NASA and more than 30 aerospace companies, this CryoSphere pioneer is scaling for growth in commercial space and sustainable transportation on Earth.

Read More
Carbon Fibers

McLaren celebrates 10 years of the McLaren P1 hybrid hypercar

Lightweight carbon fiber construction, Formula 1-inspired aerodynamics and high-performance hybrid powertrain technologies hallmark this hybrid vehicle, serve as a springboard for new race cars.  

Read More

Jeep all-composite roof receivers achieve steel performance at low mass

Ultrashort carbon fiber/PPA replaces steel on rooftop brackets to hold Jeep soft tops, hardtops.

Read More

Read Next

Aerospace

Plant tour: A&P, Cincinnati, OH

A&P has made a name for itself as a braider, but the depth and breadth of its technical aptitude comes into sharp focus with a peek behind usually closed doors.

Read More
RTM

VIDEO: High-rate composites production for aerospace

Westlake Epoxy’s process on display at CAMX 2024 reduces cycle time from hours to just 15 minutes.

Read More
Design/Simulation

Modeling and characterization of crushable composite structures

How the predictive tool “CZone” is applied to simulate the axial crushing response of composites, providing valuable insights into their use for motorsport applications.

Read More
CompositesWorld