Prepare now to repair the next generation of light weight materials

Oct. 29, 2014
The release of the 2015 Ford F-150 should herald the entry of other material options in the auto market over the next five years. So be aware of what is driving the trend and the material knowledge and training you’ll need.

Several months ago, ABRN spoke with the industry's paint companies and asked for recommendations on future training. Nearly every one noted that shops must be ready to repair the 2015 Ford F-150, the ultra-popular large truck that was redesigned with aluminum throughout its cab and bed making it 700 lbs. lighter than the previous model. The aluminum design allows the truck to be larger while offering better mileage, increased load capacities and greater resistance to damage.

It also puts materials squarely in the focus of shops planning their futures.

Materials have always been a significant part of the repair business equation. Most recently, the bulk of that attention has been on high strength steels (HSS). Challenges surrounding HSS repairs usually could be solved with OEM repair information and existing tools and equipment. This won't be the case with the new F-150.

Aluminum repair training, available from I-CAR, will be necessary and cost $1000. Recommended tools -- including MIG welders, specialized rivet guns and vacuum systems -- run $30,000 to $50,000.

If you're considering taking the new F-150 off your repair list, remember this. It's Ford's most popular vehicle, accounting for most of its profits. If it's successful, expect Ford and other manufacturers to begin using aluminum throughout other models. (Ford has invested hundreds of millions of dollars in aluminum research and the refurbishing of its factories to build aluminum parts.)

The new F-150 also should herald the entry of other material options in the auto market over the next five years. Let's take a look at what's driving this trend, along with the materials knowledge and training you'll need.

The 2015 Ford F-150 will be making its way to showrooms this fall, which mean it eventually will find its way into shops. (Photos courtesy of Ford) Ford was able to slash over 700 lbs. from its best-selling vehicle using aluminum in its cab and bed. Ford promises its military-grade aluminum will resist dents and damage better than steel.

Weighty matters
Ford's decision to invest in aluminum was driven largely by tougher corporate average fuel economy (CAFE) standards and the need to keep the F-150 popular with consumers worried about high fuel costs. Auto manufacturers have addressed emission and mileage issues with a combination of more efficient engines (including hybrids and alternative fuel versions) and by utilizing lighter materials, especially HSS and plastics.

Notable here is the fact that lighter materials really haven't been used to maximum effect to lower vehicle weights. Instead, they've been utilized either to compensate for potential added weight (passenger protection systems that require stronger steels) or to offset the addition of heavy components. In fact, the weight of many vehicles actually have been increasing, That trend needs to be reversed now that automakers have set goals of reducing vehicle weights 12-18 percent over the next 10 years to meet CAFE standards

Reducing vehicle weight provides multiple benefits for meeting and exceeding these standards. When a vehicle weighs less, it can use a smaller engine, which further reduces weight and improves efficiency. It also clears the way to using a host of new, alternative power plants.

Automakers therefore have spent considerable time and resources in the last several years expanding the use of lightweight materials while considering ways to employ new ones.

Carbon components
BMW, for example, has invested heavily in carbon fiber, a popular -- though expensive -- choice for years in aftermarket parts and racing cars. Carbon fiber composites provide 10 times the strength of aluminum or stainless steel. Their rigidity is equivalent to stainless steel, and their weight is two-thirds that of aluminum.

BMW used carbon fiber to help trim 770 lbs. from its i3 electric car that hit showrooms this summer. The i3 is constructed of two modules: a carbon fiber life module, which contains the passenger compartment, and an aluminum drive module housing the batteries, powertrain and the vehicle's basic structure. The carbon fiber is so rigid the vehicle doesn't need a B-pillar.

The i3 carries a $40,000 sticker price, putting it beyond the means of many consumers. However, government subsidies could reduce that price considerably.

Other factors might trim the price even more. Carbon fiber manufacturing is still in its infancy. As production grows, costs should drop.

It may be some time before carbon fiber parts are vehicle mainstays, but BMW's investment, and the interest of other luxury manufacturers, indicates that automakers are becoming more willing to adopt this material.

Lighter vehicles allow automakers to pair them smaller, lighter power plants and engines running on alternative fuels. These lighter engines further cut emissions and improve mileage. (Photos courtesy of BMW) The new BMW i3 uses a combination of carbon fiber parts and aluminum to produce a superlight frame that can be powered by an electric engine and relatively small battery pack.

Aluminum answers
Automakers have been adopting aluminum parts for decades, to the point that the average vehicle now features several hundred pounds of them -- though a good bit of that lies in the engine.

Aluminum offers a number of advantages. It weights 10 - 40 percent less than steel while offering competitive strength and stiffness. The reason it hasn't been used more in vehicles is its price. That began changing when luxury manufacturers started using it in their vehicle frames. Their customers were willing to pay the higher costs for vehicles that offered that offered better performance.

A similar phenomenon is occurring in the mainstream automotive market as increasing numbers of consumers have indicated their willingness to pay more for vehicles if these costs are offset by fuel savings and other benefits, such as greater corrosion resistance. Ford, therefore, has good reason to believe this trend will ring true for the new F-150.

The cost of producing aluminum has significantly dropped in the past decade, making it more competitive with steel. Increasing demand across a host of industries, however, has prevented it from dropping even lower and kept current prices holding firm. Yet, demand is growing for its use in the automotive market. Vehicle makers have created the term Aluminum Intensive Vehicle (AIV) to describe the increasing number of cars containing an aluminum hood, inner doors, deck lid, outer body panels, radiator, forged wheels, drift shaft, numerous fasteners and most of the inner body structure. These vehicles offer competitive pricing compared to non-AIV models.

An Aluminum Transportation Group study comparing an AIV Toyota Venza to a standard model noted the latter contained nine percent aluminum and 59 percent steel. The AIV version contained 37 percent aluminum and 30 percent steel, producing a 28 percent weight reduction and improvement in fuel economy from 27 to 31.8 mpg. The AVI version costs $534 more. Financed with a typical 60-month loan, the additional cost dips below nine dollars a month. If each version is driven 12,000 miles annually, with gas priced at $3.75/gal., the AVI model saves over $250 annually -- practically covering the added expense of aluminum in two years.

Benefits like those are so attractive to manufacturers and consumers that aluminum body sheet content in vehicles is projected to increase by a factor of 10 between 2012 and 2025. That means the new line of F-150s should have plenty of company with similar vehicles on the road and in shops.

Ford's Lightweight Concept vehicle uses advanced materials to help the automaker explore future weight-reduction solutions that improve performance and fuel efficiency. (Photo courtesy of Ford)

Steel remains strong
Even with Ford deciding to go heavily into aluminum parts for its top selling vehicle (with more on the way), don't expect steel to simply exit the market. New, lighter advanced high strength steels (AHSS) and engineering are making steel more attractive, moving it into new vehicle areas.

Originally used for side-impact door beams and bumpers, HSS can now used throughout the body structure. Advanced bar steels can be used for making lighter springs and stamped high-strength steel suspension control arms that can match the weight of an aluminum control arm. AHSS axles and drive shafts provide significant weight reductions.

Steel makers also can now match the weight of an aluminum door. Steel producers say, in time, they should be able to create steels that weigh as little as aluminum at a lower price tag.

For now, automakers should see continued improvements from available steels. Steel made over the past several decades are only now being exploited. This includes dual phase steels, featuring energy absorbing and fatigue strengthening properties, that make them well suited for safety and structural components. Transformation Induced Plasticity (TRIP) steels feature these same properties, along with high formability, may be used in complex parts.

Automakers are working on new vehicle designs that better incorporate steel to provide maximum structural efficiency. Engineers note that current vehicle structures are based on grades of steel from 10-30 years ago, instead of those available now.

Automakers also have begun working closer with steel, as well as other, material producers to better align their mutual interests. This paves the way for many different materials to make their way into vehicle production much faster than before.

Plot your training program
Your business will need to account for these changes and their implications. Your main challenges are determining how and when to access the necessary changes with the tools and equipment for handling this new generation of vehicles and parts. Put together a plan with the following steps.

1. Stay current with industry news. Read trade magazines, attend industry meetings  and work with your vendors who provide training. Paint companies frequently offer a wide range of business services to keep you up to date. They also can offer recommendations for your operations and work with your shop to institute new and updated repair programs. Keep in mind that for some vehicles you might need OEM training.

You'll also want to remember that manufacturers will continue using a mix of materials in parts and vehicles. Automakers looking to meet efficiency and revenue goals will build vehicles featuring HSS, aluminum, plastics and other materials in a host of combinations and new designs. Shops will need to account for all these variables.

2. Maximize your revenue. The training and tools you'll need won't come cheap. Make sure your business is running at peak efficiency to afford the cost of these updates. Again, work with your vendors to update your efficiency and profits.

3. Create a training plan. Sit down with your managers and staff and plot a training program. Set goals, such as the number of employees who will complete aluminum training by a specific date. Continuing training on HSS since these steels are regularly being upgraded and used in new parts.

4. Implement your plan. If you intend to be in business during the next decade, schedule your employees for aluminum training as soon as possible. Your competitors probably are, and insurers likely will mandate training and certification for certain vehicles and repairs.

On that note, remember that you'll be educating and negotiating with insurers on new materials repairs. Appraisers, undoubtedly, will receive training, but you need to be the true expert. That means preparing now.

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