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Aluminium International Today AIT SEPTEMBER AUTOMOTIVE
Aluminium in innovative light-weight car design – Results of the SuperLight-Car project

DMG World Media, ISSN: 1475-455X News Article ID: 15697, www.aluminiumtoday.com ,
Volume 21 No.5 – Sept.-Oct. 2009, p.46-49,
WORDS 4089 6 PICS 4 PAGES GET PICS FROM PP

Adapted article by Jürgen Hirsch*, Daniele Bassan**, Chris Lahaye*** & Martin Goede****

*Hydro Deutschland GmbH, R&D, Bonn, Germany, **Centre Richerche Fiat SCpA,Turin,
Italy, ***Corus Technology, IJmuiden, The Netherlands, ****Volkswagen AG, Group
Research, Wolfsburg, Germany

The European project SuperLIGHT-Car demonstrates one efficient solution for the use of
dissimilar materials in an existing compact class vehicle. As the four year project comes to a
conclusion, it achieved an impressive 35% weight reduction in the body of a compact car that can
be produced at 1000 units per day, but manufacturing costs need to be reduced 36% per kg of
weight saved.

In February 2005 a project to development an innovative multi-material lightweight design

for a C-Class automobile was embarked upon by a consortium consisting of seven OEMs
(Fiat, Daimler-Chrysler, Porsche, Renault, Volvo, Opel and VW), 10 R&D companies, 10
suppliers including Hydro (aluminium), Alcan (plastics), Corus (Aluminium) and
ArcelorMittal (steel), seven universities and three SMEs to design a passenger car with a
30% reduction in the weight of the vehicle body (BIW). This was to be achieved with a
cost reduction and the use of multi-material manufacturing techniques for high volume
capacity production. Performance was to be benchmark against a conventional C-class
vehicle and recyclability and sustainability were to be key aspects of the design.

The project, known as the ‘SuperLIGHTCar’ (Sustainable Production Technologies of

Emission Reduced Light weight Car concepts [SLC]) ran over 4-years with a total funding
of €19.2M of which part was funded under the European Union’s 6th Framework
Programme.

In summary, the project concluded that:

– Automotive light weight solutions are necessary more than ever to reduce CO2
emissions.
– All the car manufacturers are working on advanced multi-material concepts that better
exploit materials lightening potential combining steel, aluminium, magnesium, plastics and
composites.
– The principle idea is to use the ‘best’ material for the appropriate functions.
– An additional goal is to achieve an overall cost efficient lightweight design.
– Multi-material concepts promise cost effective light weight solutions.
– Sustainable weight reduction demands affordable manufacturing technologies within the
complete processing chain.
– The SLC results will survey the basis for innovative overall vehicle downsizing
strategies.
The SuperLIGHT-Car concept also demonstrates the economic potential. Originally
targeted at €5-10 per kg of weight saved, the final additional cost achieved was €7.8 per
kg of weight saved. Based on the expected fuel savings of 0.3 – 0.5l/km that the concept
implies, a fully economic solution would require a reduction of the additional cost to €5 per
kg of weight saved. Future research based on the findings of the SuperLIGHT-Car is
expected to overcome this economic challenge, while advancing lightweight technologies
even further. Clearly, the SuperLIGHT-Car consortium has taken a significant step
towards the sustainable mass-produced vehicles of tomorrow.

Introduction

Based on economical and political pressure to reduce fuel consumption and CO2
emissions the efforts for light weighting in automobile design and constructions have
increased significantly and specific solutions based on the intensive use of aluminium as
modified or new alloys have been developed in recent decades[1-5]. The European
automotive industry has more than doubled the average amount of aluminium used in
passenger cars during the past decade and will do even more so in the coming years.

The average total aluminium content per car for European cars was 132kg in 2005[9]. It
has been analysed systematically as:

– Power-train (engine, fuel system, liquid lines): 69kg (25 components analysed) in engine
block & cylinder head, transmission, housings and radiators.
– Chassis & suspension (cradle, axle): 37kg (17 components analysed) in wheels,
suspension arms and steering systems.
– Car Body (Body-In-White 'BIW', bonnet, doors, wings, bumpers and interiors): 26kg (20
components analysed) in bonnets & doors, front structure and bumper beams.

This shows that the greatest potential for further use of aluminium exists is in the BIW and
its closures. Seen as one component the BIW is the heaviest part of a conventional car
with a share of 25 to 30% of the total weight, depending mainly on options installed,
engine size, and integrated safety features.

The European Automotive industry, in close co-operation with the European Aluminium
industry, has developed and introduced numerous innovative light-weighting solutions
based on established and improved aluminium alloys[2-9] and optimised aluminium
oriented car design. The synergic effect together with multi-material exploitation can
guarantee an optimum design solution. One of the main advances of aluminium is its
availability in a large variety of semi-finished forms, such as final shape castings,
extrusions and sheet, all suitable for mass production and innovative solutions. Compact
and highly integrated parts meet the high demands for high performance, quality, cost
efficiency and ease of manufacture. Challenges involved here are mainly joining and
surface treatment issues for which many suitable solutions have been developed.
Aluminium semis are applied as castings, extrusions and sheet, in engine blocks and
power train parts, space frames (eg Audi A8, BMW Z8, Lotus Elise), sheet structures
(Honda NSX, Jaguar) or as closures and hang-on parts (eg Daimler-Chrysler E-class,
Renault , Peugeot) as well as other structural components[1-3].
Body in White (BIW)

Extrusion intensive
As an example of a state-of-the-art BIW using an extrusion intensive design, the Aston
Martin Vanquish, (Model Year 2001 with a production of 350 cars per year) has a BIW
mass of 145kg (excluding closures and outer skin), consisting of 40 extrusion (100kg) and
40 sheet parts (45kg). Joining methods used are self piercing steel rivets reinforcing
adhesive bonding.

Another example is the BMW Z8 Roadster with a production of 2500 cars per year. The
BIW mass is 300kg and uses 86 straight and 24 bent extrusion parts, no castings and 290
sheet parts. Joining methods are MIG welding and steel rivets (1000 rivets).

Space Frame
The state-of-the-art for 'Space Frame concept' is the Audi A8 (D3), (Model Year: 2002)
with a scheduled volume of 25000 cars a year and a BIW mass of 277kg. It consists of 59
extrusions weighing 61kg, 31 castings totalling 39kg and 170 sheet parts of 177kg. The
main joining methods are steel rivets (2400), MIG, Laser, Laser-Hybrid welds, Roll-folding
and adhesive bonding.

Monocoque
In the category of 'Stamped Sheet Monocoque' the Jaguar XJ Model – year 2002 must be
mentioned with a production volume capability of 30000 cars a year and a BIW mass of
295kg.This consists of 22 extrusions weighing 21kg, 15 castings totalling 15kg and 273
sheets of 259kg. Joining methods used are mainly adhesive reinforced with self steel
rivets (3000 pcs), clinches and MIG welding.

Multi-material design
The new concept of Multi-material designs for high volume cars is an alternative to the all-
aluminium designs of BIW's mentioned above. It consists of applications of aluminium
together with high and ultra-high strength steels, magnesium and plastics or composites,
where applicable. The principle idea is to use the 'best' material for the appropriate
functions.

The additional goal is to achieve an overall cost efficient light-weight design. here state-of-
the-art in this area is the BMW 5 - E60 which uses 20% deep drawing steels of which 42%
are higher strength steels and 20% ultra high strength steels and 18% Aluminium alloys.
The front-end substructure consists of 16.4kg steel and 29.4kg of aluminium in 86 parts as
stamped sheet, extrusions, high-pressure die castings, and hydroformed tubes.

Wrought aluminium alloys

In the multi-material SLC design (Fig 1) the contribution of new aluminium alloys as well
as alternative production methods for aluminium parts was investigated. Aluminium sheet
is predominantly used for BIW panels and closures. Despite the existing 'all aluminium
vehicles' such as the Audi A8 and Jaguar XJ, if aluminium is to be used in mass produced
vehicles development times must be shortened and other additional costs in new
production methods and/or new alloys needs to be tackled.

The main aluminium alloy classes for automotive sheet application are the non-heat
treatable Al-Mg (EN 5xxx series) and the heat treatable Al-Mg-Si (EN 6xxx series). Alloy
system, some especially tailored by variations in chemical composition and processing, eg
Al-Mg alloys optimised for strength and corrosion resistance for use in chassis and Al-Mg-
Si alloys applied for autobody sheets have been improved for formability, surface
appearance and age hardening response. The specific properties and principal
differences are illustrated in Fig 2. The effects of varying alloy additions and process
parameters as described[4] are well developed and controlled for enhanced performance
and efficient manufacturing.

Age hardening Al-Mg-Si

Current 6xxx alloys contain magnesium and silicon used for autobody sheets are AA6016
(Europe) and AA6111 (America) and, more recently, AA6181A was added for recycling
aspects. In the US, AA6111 is often used for outer panels in gauges of 0.9-1.0mm which
combines high strength with good formability. In Europe, EN-6016 is preferred and applied
in gauges of around 1-1.2mm. It shows a superior formability and filiform corrosion
resistance and allows flat hems even on parts with local pre-deformation. However, the
bake-hardened strength of 6016 is significantly lower than that of AA-6111[6].

In recent years alloy and processing modifications have been introduced to meet the
increased requirements[5]. Higher strength alloys may allow thickness reductions in the
outer panels with no loss of dent resistance, provided stiffness requirements are met. As
paint-bake temperatures decrease as VOC emitting paints are phased out, there is
increasing demand for a significantly faster age hardening response. However, for some
parts formability remains the major difficulty. Therefore special alloy modifications with
either improved formability or strength have recently been developed by European
aluminium sheet manufacturers and agreed upon as standards by the automotive
industry.

Non heat-treatable Al-Mg-Mn

Al-Mg-Mn alloys show an optimum combination of formability and strength achieved by

the mechanism of solid solution and work hardening due to their specific high strain
hardening. Further improvement in properties required for specific applications (eg surface
appearance, corrosion resistance, thermal stability) have been achieved by small
additions of other alloy elements and/or modified processing routes[4,7-9], eg stretcher
strain free ('SSF') sheet avoiding Lüders-lines[10] marking the sheet.

Non heat-treatable Al-Mg-Mn alloys are applied in Europe for automobile parts in larger
quantities as hot and cold rolled sheet and hydroformed tubes, due to their good
formability which can always be regained during complex forming operations by
intermediate annealing. In chassis parts or wheels the benefit is twofold since the weight
reduction in the unsprung mass of moving parts additionally enhances driving comfort and
reduces noise levels.

A well established high Mg containing alloy, AlMg5Mn (AA5182), is used for high strength
and complex stampings. For 5xxx alloys containing >3% Mg the precipitation of ß - Mg5Al8
particles at grain boundaries can result in susceptibility to intergranular corrosion cracking
(ICC) by long term exposure at above 80°C. For thes e conditions special high Mg alloys
have been developed with a good compromise for sufficient strength and ICC resistance.
For all other cases special high Mg alloys (>6%Mg) have been introduced which show
high strength and strain hardening, thus also enhancing formability. Al-Mg-Mn alloy sheet
has also been successfully applied or is currently being tested in many parts for structural
support, pedal boxes, heat reflectors, lever arms etc.

Al-Mn EN-AW 3xxx alloys are applied for heat-exchangers which is another success story
of aluminium sheet and extrusion applications that started in Europe many years ago. It is
an increasing market with intensive R&D, established for advanced light-weight
technology for radiators and air conditioning systems in cars (and elsewhere) world wide.

New Al auto alloys

Several new product developments were introduced in the SLC project to meet specific
demands of the BIW that cannot be met by the present aluminium alloys. A high Mg 5xxx
alloy specially dedicated to warm forming[12] is one such. New 6xxx alloys and 7xxx alloys
for structural applications were also introduced[11], such as the 'Crash alloy' used for the
crash members in the front structure of the SLC model or a ´Roof alloy' with special
attention when placed on a steel sub structure. Here a 6xxx alloy (6013 type) has been
introduced[11] with rapid paint bake response to withstand the thermally induced plastic
deformation.

The final SLC structure has a magnesium roof where the finished roof is mounted after the
BIW has passed through the paint line. High strength 7xxx alloys applied in aerospace
have been tested in the SLC study to determine their potential for weight saving replacing
steel in the Golf V B-pillar for a side impact simulation. The alloy selected was a 7081 type
with a yield strength around 600MPa in an artificially aged temper. The result of the impact
simulation shows that a 3.5mm thick 7081 matches the performance of 2mm thick boron
steel. More importantly the aluminium part is 2.4kg lighter, so achieving a weight saving of
around 40%[11].

Novel fabrication in SLC

Heat Forming is a new technique for making complex aluminium tubular shapes using
internal gas pressure to form hollow bodies or tubes within a warm environment[12]. It
provides a competitive alternative to hydro - or superplastic - (SPF) forming.

Tailor Welded Blanks (TWB) are a mature product for steel automotive applications easy
to apply to aluminium. There is only one example of aluminium TWBs in series production;
the backplate of the front wheel house of the Lamborghini Gallardo[11]. The SLC project
proved that aluminium TWBs can be applied for demanding deep drawn parts at higher
volumes.
Fig 3 shows the geometry of the TWB and a final result of a pressed part of door inner.
The aluminium Tailor Weld Blanks have been successfully stamped to produce inner door
panels using a two-step operation to obtain 140mm deep drawing depth without breaks in
the laser weld seam of the tailored blank. The geometrical accuracy of the stamped panel
was checked and found to be acceptable for production use, showing that the process is
technical feasible.

Laser brazing steel-aluminium

The next logical step after steel TWBs and aluminium TWBs is a steel-aluminium TWB.
This however is more complicated because of the joining of steel to aluminium.
Conventional fusion welding gives poor quality joints due to the formation of brittle Fe-Al
intermetallics. Besides the well-known technologies such as mechanical fastening and
adhesive bonding, a recently developed technology called laser brazing shows good
potential for joining steel to aluminium[11].

Al in the final SLC body concept

The final SLC-body concept at 180kg shows an optimum between weight reduction of
95kg (34%), ie a weight saving of 41% vs reference C Class (from 110kg to 65kg) and a
additional part costs of €7,8 per kg. It has a magnesium sheet roof and a steel floor frame
– making it lighter on top than underneath – and a torsion ring of the side structure in
form-hardened high strength steel combined with an aluminium sheet frame (Fig 4).

For the inner B-pillar TWB steel sheets are used with an external aluminium skin.
Aluminium is used as sheet panels and as an extrusion in the front rail and for bumper
and crash elements and in the rear underbody rail and wheelhouse structure as high
pressure die castings (HPDC).

Compared to the good formable of conventional steel grades aluminium is less formable,
so the ability to manufacture body sheet parts is not obvious. The procedure is to start
with a simulation and by mutual agreement with design and engineering departments, to
adapt the design of a part so it can be produced (simulated) while it fulfils all the
requirements. This interactive development procedure can take some time, but in the case
of the SLC demonstration it is sufficient to show the feasibility, not necessarily to develop
a failure free simulation.

Al sheet forming simulation

As an example of forming simulation the side panel based on present steel design is
considered in aluminium (Fig 5). It is a very difficult part for aluminium because of steep
deep drawing around sharp corners. The easiest, but unrealistic, solution for the SLC is to
split the panel into more sections or to drastically change the design by creating corners
with larger radii. Here the simulation strategy is to investigate different options to control
material flow to lower the strain in critical areas, using AutoForm incremental 4.1 forming
software. Input material data are taken from the SLC SP2 database generated and tool
geometry is generated by the program based in the CAD files of the parts. Fig 5 shows the
initial simulation. It is obvious that a straightforward pressing of the part will not lead to a
successful part. Fig 5 highlights problem areas (shown circled in red) with the options to
improve the material flow.

To improve the formability of the side panel draw beads are included in the centre
sections and the radius is adjusted to 10mm in the door frames. Increasing the radius and
the draw beads are clearly an improvement. It is obvious that the new simulation is safer –
more green area shows in Fig 6. Some critical areas disappeared and some have become
less critical although red failure points are still present. In the FLD the red area is shifted
from critical deep drawing on the left side to the middle section. One option to go forward
is to further optimise the deep drawing process with simulation in order to reduce the red
zones. However this middle zone of an FLD is typically an area that is also strongly
influenced by friction and typically friction is one of the parameters that can easily be
controlled in prototyping.
Therefore this is the point where simulation shows that the side panel is feasible in
aluminium. The proposed layout of the deep drawing process behind the simulation from
Fig 6 is taken as the starting point for the prototype toolmakers. The part being produced
now is perfect. Thus simulations are used as a last - but necessary - step to describe the
conditions in the deep drawing process for the manufacturability of aluminium parts.
Aluminium makes an important contribution to this multi-material concept due to the
favourable combination of low density and low production costs, with aluminium solutions
easily applicable for high volume production.

Extrusions

Another wide field for aluminium solutions and applications is opened by making use of
the well established technology of extrusions. Here quite complex shapes of profiles can
be achieved allowing innovative light weight design with integrated functions. In Europe
complete new and flexible car concepts (eg the aluminium space frame) and complex sub-
structures (eg in chassis parts, bumpers, crash elements, air bags, etc) have been
developed using aluminium extrusions. Their high potential for complex design and
functional integration is most suitable for cost-effective mass production.

Medium strength AA6xxx and high strength AA7xxx age hardening alloys are used, since
the required quenching occurs during the extrusion process. Formability and final strength
is controlled by subsequent heating for age hardening. Extrusions are already applied for
bumper beams and crash elements boxes and are also appropriate in the SLC car.

Castings

The highest volume of aluminium components in cars are castings, such as engine blocks,
cylinder heads and special chassis parts. The substitution of cast iron engine blocks
continues. Even diesel engines, which continue to gain a substantial increase in market
share in Europe, are now being cast in aluminium where, due to the high requirements on
strength and durability, cast iron has generally been used. However progress in aluminium
alloy development (Al-Si-Cu-Mg-Fe-type) and new casting techniques came up with
improved material properties and functional integration that enables aluminium to meet the
requirements. Aluminium castings are also gaining acceptance in the construction of
space frame, axle parts and structural components. Complex parts are produced by
special casting methods that ensure optimal mechanical properties and allow enhanced
functional integration[5]. For high pressure die cast (HPDC) new AlSiMgMn alloys have
been developed with enhanced combinations of strength and ductility. In the SLC project,
structural parts in the wheel house architecture have been designed using advanced Al
die cast components with an integrated striker plate.

In conclusion, a sound knowledge about the specific material properties and effects has
enabled excellent light weight solutions for automotive applications to be successfully
applied by the European automobile industries. Intensive R&D and continuous
collaboration with material suppliers and application engineers provide optimum solutions
for sometimes contradicting aspects of the requirements.
Material specific processing routes and individual solutions have been developed in close
cooperation with OEM partners and suppliers. Applying the full knowledge about the
physical processes involved and the correlation between microstructure and properties
enables a tuning of properties to produce optimum and stable products required for the
high demands of automobile applications.

The examples given show that a major breakthrough in automotive applications for
aluminium has been achieved during recent years by developing innovative light weight
and cost efficient solutions. With the reference of the SLC project results it is expected
that in the near future the use of Aluminium with specifically improved properties will grow
in many automobile applications meeting the increased economical and ecological
demands. Due to the positive experience gained in the project and from former successful
applications its volume used in cars of all classes and all sizes will grow significantly.

The SLC concept shows clearly that aluminium can be used for the car body structure and
that there can be a weight advantage of at least 30% without losing performance. For
most parts the present grades used for exterior panels can be applied. In some cases
where very high strengths are demanded, 7xxx series alloys can be used to maintain this
significant weight advantage. For large volume production aluminium solutions are most
cost effective. Castings will be applied for areas where high part integration is feasible.
Extrusions can be easily applied as straight profiles, but also forming of an extruded
profile is a competitive process for high volumes, eg as bumper beams as used in the SLC
prototype car.

Aluminium is the ideal light-weighting material as it allows a weight saving of up to 50%

over competing materials in most applications without compromising safety.

Acknowledgement

The research activity presented in this paper has been performed within the European
funded project SLC (Sustainable Production Technologies of Emission Reduced Light
weight Car concepts) Proposal - Contract No 516465 [8] in the EU 6th Framework
Programme which is gratefully acknowledged. The authors also thank the SLC consortium
and the European Aluminium Association EAA for their support. The support of Dr Wieser,
Mr Brünger, Dr Jupp & Dr Brinkman is gratefully acknowledged.

References
[1] 'Automobil-Produktion' Juni 2001, S 136
[2] 'Aluminium materials technology for automobile construction', ed by W J Bartz Mech
Eng Publ London (1993) p 1

[3] 'Aluminiumwerkstofftechnik für den Automobilbau' Kontakt & Studium Werkstoffe, Band
375, TAE, Expert Verlag, Ehningen (1992)
[4] J Hirsch , ICAA5 (4) Materials Science Forum Volume, 242 Transtec Publications,
Switzerland, (1997) S 33-50

[5] J Hirsch: 'Automotive Trends in Aluminium - The European Perspective' , ICAA9, edt J
F Nie, A J Morton, B C Muddle, Mater Forum 28, Inst of Mat Eng Australasia Ltd ISBN
1876855 223, Vol 1 p 15-23

[6] A K Gupta, G B Burger, P W Jeffrey, D J Lloyd; ICAA4, Proc 4th Int Conf on Al alloys,
Atlanta, GA USA (1994) ed by T H Sanders, E A Starke, Vol 3 p 177
[7] E Brünger, O Engler, J Hirsch : "Al-Mg-Si Sheet for Autobody Application' in 'Virtual
Fabrication of Aluminium Products' chapter I-6, Wiley-VCH Verlag, Weinheim 2006 (ISBN:
3-527-31363-X), pp 51-61

[8] H P Falkenstein, W Gruhl, G Scharf; Metallwissenschaft und Technik 37/12 (1983) p

1197, H P Falkenstein, VDI-Berichte 65 (1984) VDI-Verlag Düsseldorf

[9] KGP study, aluminium average content for new European Cars in 2005

[10] E Gold, W Horn, J Maier; Metall 42/3 (1988) p 248

[11] C Lahaye, J Hirsch, D Bassan, B Criqui, P Urban, M Goede, in 'Aluminium Alloys,

Their Physical and Mechanical Properties' edited by J Hirsch et al p roceedings ICAA-11
(2008) Aachen ISBN-10: 3-527-32367-8 p 2363-237

[12] Jürgen Hirsch, Eike Brünger, Stefan Keller, Karl Kipry, in 'Aluminium Alloys, Their
Physical and Mechanical Properties' edited by J Hirsch et al proceedings ICAA-11 (2008)
Aachen ISBN-10: 3-527-32367-8 p 2388-2393

[13] 'Aluminium Automotive Manual' Internet address 'www eaa net/aam'

Contacts
juergen.Hirsch@hydro.com www.hydro.com
chris.lahaye@corusgroup.com www.corusgroup.com
daniele.bassan@crf.it www.crf.it
Martin.Goede@volkswagen.de www.volkswagen.de

The SLC Internet pages are: http://ec.europa.eu/

and www.superlightcar.com

CAPTIONS – SUPERLIGHT
Fig 1 The multi-materials approach of the SuperLight-Car programme
Pic courtesey Marc Stehlin Volkswagen Group Research

Fig 2 Specific properties and principal differences of aluminium alloys for hardenable BIW
sheet

Fig 3 Tailor welded blanks can be applied for demanding deep drawn parts in aluminium
at high volumes

Fig 4 Final SLC-body multi material concept

[PLACE FIGS 4 & 5 TOGETHER]

Fig 5 Initial simulation of SLC side panel in aluminium with forming limit diagram (right)
Red areas circled indicate failure zones

Fig 6 Final simulation of SLC side panel in Aluminium (green lies within safe forming
region)
SUPER LIGHT CAR PICS TO USE

Fig 1 (FROM Marc Stehlin Volkswagen Group Research)

FIG 2

Properties For Process Chain

min
g
Stretchability
e

De
nc
ta

ep
sis

Dr
Re
Life Cycle

aw
nt

ab
De

?
ilit
y
Co sis

?
y
Re

ilit
rro tan

ab

g
sio ce

in
eld

in
n

AA6016
Jo

AA6111
Quality AA5182
AA5754
Surface Appearance
FIG 3

FIG 4
 FIG 5

FIG 6

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