Where is the automotive composites supply chain?
Long-time composites industry observer Dale Brosius, now a consultant and the president of Dayton, Ohio-based Quickstep Composites, the U.S. subsidiary of Australia-based Quickstep Technologies (Bankstown Airport, New South Wales), asks some hard questions about the composites industry's readiness to supply the auto industry with the materials and processes necessary to meet coming lightweighting challenges.
Having spent more than half my life in the composites industry, I have been fortunate to have been exposed to many materials, processes and end-use markets around the world. While I continue to be a strong proponent of composites, I also have developed a healthy dose of skepticism when it comes to predicting the growth rate of the industry. Although I remain optimistic, my aim here is to be provocative in describing the challenges that must be overcome.
Back in 1984, I came to Detroit with Dow Chemical Co. (Midland, Mich.) and was tasked with selling epoxy and vinyl ester resins to the auto industry. At my first meeting with Chrysler in Highland Park, an engineering manager told me that “by the end of 1985, Lee Iacocca” — remember him? — “will drive an all-composite vehicle off the assembly line.” I immediately envisioned a modern-day River Rouge plant, with trainloads of resin and fiberglass, instead of iron ore, coming in one end, and shiny, lightweight composite cars rolling out the other. The fallacy here was that the automotive OEMs thought the composites industry knew all about designing and manufacturing car parts in high volumes, and frankly, we assumed the same about the OEMs. The truth was, nobody did. A supply chain did not exist.
Chrysler left Highland Park many years ago, and Lee Iacocca left Chrysler, but the lack of a viable supply chain for large-volume composite vehicles is a problem that is still with us.
In 1987 a senior engineer at Ford told me they would not make the investment required to produce 30,000 to 50,000 composite vehicles annually, and clearly none of the existing molders of sheet molding compound (SMC) had the wherewithal to do so either, especially because the likely technology for the body-in-white would be resin transfer molding (RTM), which was still relatively nascent. And we were still talking about glass fiber — industrial-grade carbon fibers were some years away.
There is no shortage of challenges to making composite vehicles commonplace. However, today we have materials that can deliver lightweight structures, processing times are dropping rapidly and predictive analytical software is reducing development costs. The biggest impediment to widespread adoption is the enormous investment required in people and capital equipment. None of the existing molders of automotive plastics have pockets deep enough to underwrite such a cost. Becoming a supplier to the automotive industry isn’t easy; carbon fiber molders from other industries found this out a decade ago with small-volume vehicle programs. It is one thing to keep up with production rates of 10 to 20 aircraft per month, but it’s another thing entirely when volumes jump tenfold. Today the automotive market is looking for the capacity to support 1,000 to 3,000 composites-intensive vehicles per month, if not more. It is up to the OEMs to lead the way.
BMW has taken on this challenge and created a full chain for carbon fiber supply, weaving and, finally, molding the structures and assembling the vehicles. Outside companies manufacture the raw materials, but the biggest investments in molding equipment and assembly processes have been made by BMW, rather than its suppliers. The whole industry will be watching to see how BMW’s i3 and i8 succeed in the market, but even if the estimates of 30,000 carbon fiber vehicles per year is attained, this still represents less than 3 percent of BMW’s annual vehicle production. As big a deal as this is, it is still a long way from significant market penetration.
The key will be to see who, if anyone, follows BMW’s lead. If other OEMs, especially in Japan and North America, step up and do the same, then the rosy forecasts for automotive composites might, indeed, be correct. If not, then composites are clearly destined to remain a niche solution for improving emissions and fuel economy.
Quickstep Composites LLC
Related Content
Dieffenbacher highlights Fibercut system for increased productivity
Dieffenbacher’s fully automated cutting and stacking system enables automated SMC processing applications.
Read MoreSMC BMC Design Award 2024 winners showcase projects at JEC World
Awards ceremony to be held on March 6th will recognize the top three selected SMC and BMC designs submitted by European design students and young design professionals.
Read MoreWAG Wernli to produce composite brackets for Dufour Aero2 drone
The Swiss company was chosen for its C-SMC expertise, which will replace original aluminum brackets to enhance weight savings, corrosion resistance and adhesive bonding capabilities.
Read MoreAptera joins forces with C.P.C. Group to accelerate solar EV production
Specialized composite bodies are being produced in Modena, Italy, for Aptera’s BinC vehicle, enabling eventual manufacturing ramp-up of 40 vehicles/day to meet demand targets.
Read MoreRead Next
“Structured air” TPS safeguards composite structures
Powered by an 85% air/15% pure polyimide aerogel, Blueshift’s novel material system protects structures during transient thermal events from -200°C to beyond 2400°C for rockets, battery boxes and more.
Read MorePlant tour: Teijin Carbon America Inc., Greenwood, S.C., U.S.
In 2018, Teijin broke ground on a facility that is reportedly the largest capacity carbon fiber line currently in existence. The line has been fully functional for nearly two years and has plenty of room for expansion.
Read MoreCombining multifunctional thermoplastic composites, additive manufacturing for next-gen airframe structures
The DOMMINIO project combines AFP with 3D printed gyroid cores, embedded SHM sensors and smart materials for induction-driven disassembly of parts at end of life.
Read More