Presentation at CAMX 2015 by Dhruv Raina, Corporate Sustainability Leader, and Michael Hiltunen of CSP, about a study on a decklid part that includes strategies for material light weighting and its impact on the environment.

2. Vehicle Light Weighting – A Greener
Compos ite S olution for Clas s A B ody
Panels
Dallas Convention Center | Dallas, Texas, USA
Dhruv Raina
Senior Manager, Product &
Supply Chain Sustainability
Owens Corning
Michael Hiltunen
Director of Materials Science
Continental Structural Plastics

3. B ackground
• OEMs pursuing lightweight technologies to meet CAFE standards
• Automakers want a lightweight material option that does not
compromise on cost, design advantages
• CSP’s TCA Ultra Lite™ offers weight savings of > 35% over
standard density Class A composites
– Low density material exhibits no significant reduction in mechanical properties or
paint/bond adhesion
– Provides exceptional styling capability for complex surfaces and parts consolidation
CSP’s Ultra Lite technology competes favorably against aluminum in both
cost and weight

4. B enefits of TCA Ultra Lite
As light as aluminum
40% lighter than steel
10% weight savings =
Upto 8% increase in fuel efficiency
or
Up to 10% range increase in EV

5. TCA Ultra Lite Goals
• Maintain advantages of TCA® technology
• Achieve a specific gravity of 1.2
• Utilize hollow glass microspheres with CSP’s proprietary sizing
treatment
• Maximize mechanical properties
• Pass OEM paint adhesion specs
• Survive E-coat conditions
• Achieve Class A surface
All the benefits of TCA with the performance of high performing metals

6. Tough Clas s A (TCA)
B ackground
• TCA was developed to provide a more robust resin matrix to
eliminate paint pop related defects
• TCA has been running consistently since 2002 and has afforded
excellent paintability and surface smoothness
Painted surface comparable to metal
Paint
Pop
250
150
50
-50
C/1000

7. E ffects of Glas s Micros pheres
• Hollow glass microspheres replace traditional heavier fillers
• High crush strengths are needed to survive compounding and
processing
• Introduction of hollow glass microspheres can provide a significant
reduction in density, but can have adverse effects on:
Viscosity, Mechanical properties, Paint adhesion, Surface smoothness

8. K ey E nabling Technology
Treated Glas s Micros pheres
• CSP developed a proprietary treatment technology for
microspheres which allows chemical bonding to the resin matrix
Treated glass microspheres enable better bonding

9. K ey E nabling Technology
Treated Glas s Micros pheres
• The CSP patented treatment for glass microspheres yields
significant increases in mechanical properties over untreated
microspheres
Mechanicals
20-25% ↑

10. K ey E nabling Technology
Treated Glas s Micros pheres
• The CSP patented treatment for glass
microspheres used in TCA Ultra Lite
provide:
– Similar strength properties when compared
to standard density composites: Important
because outer body panel thickness is driven more by
composite strength than modulus
– Minimal reduction in modulus properties
from standard density composites
– Ability to make running changes from
standard density composites while keeping
the same part thicknesses for substantial
weight savings

11. K ey E nabling Technology
Treated Glas s Micros pheres
• The patented treated glass microspheres in TCA Ultra Lite provide:
– Improved paint adhesion – especially after humidity or water exposure
– Improved adhesive strength of bonded assemblies
Untreated GBs Treated GBs

12. K ey E nabling Technology
Improved E -coat Capability
• CSP composite body panels are required to survive E-coat
conditions in multiple OEM facilities
– Maximum temperatures can approach 210°C
– Typical ramp rates can approach 15°C/min.
• Extensive testing is conducted to ensure the composite is
capable of surviving OEM paint processes
– Lab development and testing
• Thermal analysis instruments
• Infrared (IR) oven bake simulation
– Plant production validation
• Dimensions through simulated bake cycles

13. K ey E nabling Technology
Improved E -coat Capability
• E-coat simulation in CSP Lab Infrared Oven
– Oven temperature profile exactly mimics OEM conditions
– Evaluation of lab plaques and production molded parts
204°C (400°F)

14. K ey E nabling Technology
Improved E -coat Capability
• Higher numbers are better Denotes Target

15. K ey E nabling Technology
Improved Material R obus tnes s
• Alternate thickening technology yields superior stability
– Viscosity build plateaus at the ideal molding viscosity and
remains there for months
– Stable viscosity build provides consistent surface smoothness
over time

16. TCA Ultra Lite and C7 Corvette
Cas e s tudy
• TCA History on Corvette
• TCA (1.9 SpG) introduced on C6
• TCA Lite (1.6 SpG) introduced on C6 (running change) and launched on
C7 – weight reduction of 15% (>15 lbs.)
• TCA Ultra Lite (1.2 SpG) introduced as running change on C7
• C7 Corvette first to market with TCA Ultra Lite
• Significant weight savings over TCA Lite – 19% (> 20 lbs.)
• All composite body panels (outer and inner) have been converted with no
change in material thickness
Convertible (22.9 lbs. Savings 19% Overall)
• Mid Density: 120.5 lbs.
• Ultra Lite: 97.6 lbs.
Coupe (20.1 lbs. Savings 19% Overall)
• Mid Density: 105.0 lbs.
• Ultra Lite: 84.9 lbs.

17. TCA Ultra Lite and C7 Corvette
Weight S avings
Coupe Hatch Assembly:
Weight Savings vs. Current Material
4.34 lbs.
Door Assemblies: RH, LH
Weight Savings vs. Current Material
4.98 lbs.
LT4 Fender Assemblies: RH, LH
Weight Savings vs. Current Material
3.43 lbs.
Convertible Decklid Assembly:
Weight Savings vs. Current Material
2.77 lbs.
LT1 , LT4 Coupe Quarter Panel
Asy’s: RH, LH Launch LT1
Weight Savings vs. Current Material
3.68 lbs.
LT1, LT4 Convertible Quarter
Panel Asy’s: RH, LH Launch LT4
Weight Savings vs. Current Material
1.95 lbs.

18. TCA Ultra Lite and C7 Corvette
Weight S avings
Coupe Roof Bow Assembly:
Weight Savings vs. Current Material
0.47 lbs.
LT4 Door Surround Assemblies:
RH, LH LT1 & LT4 Launch
Weight Savings vs. Current Material
2.82 lbs.
Convertible Tonneau Assembly:
Weight Savings vs. Current Material
2.75 lbs.

19. TCA Ultra Lite K ey Advantages
• Competitive with aluminum on weight, surface quality and cost
• Exhibits no significant reduction in mechanical properties or
paint/bond adhesion vs. traditional composites
• Proven compatibility with OEM E-coat and paint ovens
• Dimensional stability and no concern for elastic deformation
• Dent resistance (possible to say in pics than words?)
• Ability to vary thickness to meet local strength requirements
• Corrosion, flame and heat resistance
• Minimal thermal expansion compared to thermoplastics
• Exceptional styling capability for complex surfaces and parts
consolidation
• Designed for high-volume applications

20. 14.6 lbs . @ 2 ft/s ec
TCA Ultra Lite
Aluminum Aluminum
20 Gauge
Steel

21. What’s next?
• Continue to reduce vehicle part weights by:
• Further reducing the density of the composite
• Increasing the mechanical properties of the composite
through:
– Improved adhesion of the fiber reinforcement to the polymer matrix
• Allow for thinner wall thickness of the molded part
• Enable lower fiber content in the composite to reach same mechanical properties –
would also yield a reduction in density
• Additional toughening of the polymer matrix
• Improve the carbon footprint associated with a composite

22. R egulations , the key driver
for light-weighting
CO2 emis s ions regulations
• Solid lines : historical
performance
• Dashed lines : enacted
targets
• Dotted lines : proposed
targets
US 2025: 103
Canada 2025: 103
Mexico 2016: 153
EU 2021: 95
Japan 2020: 105
China 2020: 117
S. Korea 2015: 153
India 2021: 113
Brazil 2017: 146
60
80
100
120
140
160
180
200
220
240
2000 2005 2010 2015 2020 2025
GramsoftailpipeCO2emissionper
kilometer
US
Canada
Mexico
EU
Japan
China
S. Korea
India
Brazil

23. Life Cycle Analys is
• Goal: Steel, Aluminum and Tough Class A
(TCA) Ultra Lite
• Functional Unit: Car Decklid
 Steel – 27 lbs
 TCA Ultra Lite – 15.86 lbs
 Aluminum – 13.88 lbs

24. Life Cycle Analys is
Raw
Materials
Manufacturing
Processing
Decklid
Manufacture
Vehicle Use
Recycling/
Disposal
Energy Consumption
Global Warming Potential

25. E nergy cons umption
(Megajoule)
Lighter weight of Al = Less
energy, use phase
0
1000
2000
3000
4000
5000
Steel Aluminum TCA Ultra
Lite
Production
Use

26. Global Warming Potential
(CO2 emis s ions , kg)
0
100
200
300
400
Steel Aluminum TCA Ultra Lite
Production
Use
Recyclability reduces Al footprint

27. E xample 1:
LCA of Aus tralian automotive door s kins
Puri, Compston, Pantano (2009), Life cycle assessment
of Australian automotive door skins, International Journal
of Life Cycle Assess (2009) 14:420–428
Energy Consumption (MJ) GWP (CO2 emissions, kg)
0
100
200
300
400
500
600
Steel Aluminum GFPP
Use Production
0
1000
2000
3000
4000
5000
6000
7000
Steel Aluminum GFPP
Use Production

28. E xample 2: LCA-bas ed s election for a s us tainable
lightweight body-in-white des ign
Energy Consumption (MJ) GWP (CO2 emissions, kg)
0
10
20
30
40
50
60
70
Aluminum Composite
Use Production
0
200
400
600
800
1000
1200
Aluminum Composite
Use Production
Mayyas et. al. (2012), Life cycle assessment-
based selection for a sustainable lightweight
body-in-white design, Energy 39 (2012) 412-
425

29. Conclus ions
• Energy consumption
Manufacturing phase < Use phase
• Material weight matters
• End of life options