1. CAFE 2025
Automotive Aluminum:
(MMV Optimization, AIV)
Doug Richman
Vice President, Engineering - Kaiser Aluminum
Aluminum Transportation Group - Executive and Technical
Committee Member
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2. Automotive Aluminum –
CAFE 2017-2025
• Weight reduction 2008 – 2025
• Body optimization – Aachen
Steel, AHSS
Aluminum Intensive (AIV)
• BIW Weight Reduction Potential
Steel, AHSS
Aluminum intensive (AIV)
MMV (EU-SLC)
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3. INPRM 2017-2025
Mass Reduction Assessment*
Mass Reduction
Technology 47 MPG 62 MPG + 30 MPG
Pathway Technology Goal Goal
15% 14%
A HEV (550 lbs) (529 lbs)
Advanced IC 18% 19%
B Mass reduction (658 lbs) (712 Lbs)
Advanced Gas 18% 26%
C Mass reduction (653 lbs) (970 lbs)
15% 14%
D PHEV, EV (550 lbs) (528 lbs)
HEV
* EPA/NHTSA Analysis and OEM Interviews
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4. Automotive Weight Reduction Facts
(Independent of Material Choice)
• Achieving 2025 objectives will take all available technologies
• Powertrain
• Aero
• Rolling resistance
• Weight
• Weight reduction additive to other FE improvements
Including: Diesel, Hybrid, Electric, Aero, Tires, …
• 10% vehicle weight reduction: 6.5% fuel economy improvement
@ 50 MPG 10% weight reduction = 3.25 MPG
AIV: 10% primary weight reduction (13% total) 8.5% MPG (4.25 MPG)
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5. Body is Largest Weight Reduction
Opportunity
12,000
10,000
Currently Aluminum
• Aluminum penetration continues Aluminum Opportunity
to grow in established areas
Metric Ton (,000)
8,000
• Steel historically dominated body,
6,000
but…
• Potential future weight savings 4,000
with steel are diminishing
2,000
• Aluminum is the next logical step
MMV - Closures, Body 0
AIV
Source: The Aluminum Association
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6. Vehicle Lightweight Potential
High-Strength Steel / Aluminum
• University of Aachen (ika) (Germany)
European Aluminum Association (EAA)
• Body in White (BIW) Optimization
• Objective
Determine potential BIW weight savings
Steel, advanced steels (AHSS)
AIV – Aluminum intensive vehicles
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7. Quantitative Analysis
• Methodology
Model car body, identify components that are
• Strength limited – crash performance
• Stiffness limited - NVH
Optimize weight of each component
• High-strength steel grades (including advanced high-strength steel)
• High-strength aluminum alloys
Optimized BIW weight assessment
• Steel/HSS/AHSS
• Aluminum (AIV)
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8. 26 Components for Evaluation
25 21 20
3 2 1 26 22
23
24
19
4 1 Sidewall 10 Firewall 19 Crossmember Rear
2 Roof Crossmember 11 A-Pillar 20 Crossmember Floor
3 Roofrail 12 Roof 21 Sill
5 18
4 IP Crossmember 13 Rearwall 22 Tunnel
5 Cowl 14 Strut Tower Rear 23 Door Panels (outer + inner)
6 6 Strut Tower Front 15 Floor 24 Door Frame 17
7 Longitudinal Upper 16 Longitudinal Rear 25 Door Crash Management
8 Longitudinal Front 17 C-Pillar 26 Door Hinge Reinforcement
7 16
9 Crash Management System 18 B-Pillar
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8 11 12
9 10 13 15
Source: ika - University of Aachen / European Aluminium Association
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9. Results: Strength vs. Stiffness
Strength and Stiffness Relevance Normalized to Values from 0 to 1
1
Stiffness
0.9
0.8 Strength
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
Source: ika - University of Aachen / European Aluminium Association
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10. BIW Lightweighting Potential
Total maximum weight reduction compared to reference car:
Steel (with YS up to 1,200 MPa): 11% Aluminum (with YS up to 400 MPa): 40%
Steel
Steel Aluminium
Aluminum
Source: ika - University of Aachen / European Aluminium Association
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11. Aluminum’s Weight Advantage
Translates Into Fuel Economy Advantage
(Lbs) Mass of Body-in-White Fuel Economy Improvement
880
400 @ 30 MPG 2.7 MPG
3
Improvement
770
350
2.5
300
660
250
550
2
200
440 1.5
150
330
1
220
100
110 0.5
50
0 0
Steel (baseline) High Strength Aluminum Steel (baseline- High Strength Aluminum
Steel Intensive Intensive 30 mpg) Steel Intensive Intensive
Source: ika - University of Aachen and the European Aluminium Source: Aluminum Association calculated based on ika mass
Association (EAA) reduction data; assumes 23% secondary weight savings
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12. Key Findings – Aachen Study
• Strength not limiting factor for steel to aluminum conversion of
most components
• Weight reduction potential (BIW and closures):
- Advanced High-strength steel (YS up to 1,200 MPa) = ~11% ( 88 Lbs)
- Aluminum AIV (YS up to 400 MPa) = ~40% (300 Lbs)
- EU SLC (MMV) ~ 30% (220 Lbs)
Full study available at EAA website:
http://www.eaa.net/en/applications/automotive/studies/
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13. EU Super Light Car (SLC) BIW
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14. Summary: Automotive Aluminum 2025
• Weight reduction critical to achieving 2025 objectives
• Significant gains achievable (1.5 – 4.0 MPG @ 50 MPG)
AHSS
MMV Optimization – steel, AHSS, Aluminum
Aluminum (AIV) – Aluminum, AHSS
• There will be a BIW Mix
Steel – price critical market segment: MAXIMUM downsizing
MMV (body) – size-cost optimization: MODERATE downsizing
AIV (body) – size critical market segment: LIMITED downsizing
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15. For more information or to download a copy of
this presentation, visit us online at:
www.aluminumintransportation.org
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16. 16

17. Achieve 47-62 MPG by 2025
Forecast: Deploy all available technologies
Fleet Gain
• Engine Hybrid, diesel, electric, friction, VVT, … 50%
• Vehicle Transmission, tires, aero, brakes, … 25%
• Weight 25%
• Downsize fleet 10%
Average 6 inches shorter
• Advanced Steel (BIW) 10% (w/major downsizing)
• Aluminum in MMV – AHSS 3% (w/minor downsizing)
Components, closures, BIW(MMV)
• AIV (5% of fleet) 2% (no downsizing)
Preserve size, content, capacity
EV range, battery cost
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18. Weight Reduction vs. Fuel Economy
Conventional Vehicles: Gas, Diesel
% Fuel Economy Improvement
Resize Engines
10% Mass = 6.5 % MPG
Base Engines
% Weight Reduction
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19. Weight Reduction vs. Energy Consumption
Electric Vehicles: EV, HEV, PHEV
10% Mass = 6% Energy Consumption
1.3 KWh/100 Mi per 100 Kg
Vehicle Mass (Kg)
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