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LIGHTWEIGHTING


coatings so materials that don’t play well together (think steel and aluminum) don’t touch. Or it can involve fewer welds or different type of welds that result in a lighter vehicle. “I think everyone is embracing this concept of lightweight- ing,” said Larry Brown, executive director of Lightweight Innovations for Tomorrow (LIFT; Detroit), part of the Obama administration’s National Network for Manufacturing Innova- tion. LIFT is intended to provide companies and universi- ties with the opportunity to collaborate on developing new lightweighting technology.


In July, regulators demonstrated how diffi cult achieving the target will be.


The US Department of Transportation, the US


A worker at a Honda Motor Co. facility in Marysville, OH, completes installation of equipment of an Acura NSX.


Automakers and suppliers, Brown said, “recognize time is short….They’re all driving to lightweighting solutions.” Lightweighting also is driving changes in the ways vehicles


are developed. In North America there traditionally was a divide between designers and manufacturing personnel, said Jay Baron, president and CEO of the Center for Automotive Research (CAR; Ann Arbor, MI). The designers decided how vehicles would look while manufacturing staff fi gured out how to build them. With lightweighting, there are multiple materials, which heat up and expand at different rates. That means more emphasis of designing models “for manufacturability,” Baron said. “I think we have to head in that direction,” he said.


Moving Target The impetus for lightweighting is regulatory pressure to


improve fuel effi ciency and reduce greenhouse gases. Regu- lators, with rules set in 2012, had sought the US vehicle fl eet to average 54.5 mpg (23 km/l) by the 2025 model year.


50 AdvancedManufacturing.org | September 2016 How Recipes Vary


In some cases, lightweighting involves a lighter material such as aluminum becoming the main material.


Environmental Protection Agency and the California Air Resource Board fi led what’s known as a draft Technical Assessment Report (TAR), which covered model years 2022–2025. The regulators said in a statement that automakers “are innovating and bringing new technology to market at a rapid pace.” But inside the actual 1217-page report, the regulators also said the 54.5-mpg target for model year 2025 wasn’t likely to happen under the standards. That fi gure assumed that two-thirds of vehicle sales would be cars and one-third trucks. Consumers, however, continue to buy more trucks than envi- sioned by the regulators. The draft assessment report provided a range of 50 to 52.6 mpg (21.3–22.4 km/l), based on different scenarios for car and truck sales. The 50-mpg fi gure assumes 52% trucks and 48% cars while the 52.6-mpg fi gure assumes a mix of 62% cars and 38% trucks. In the fi rst half of 2016, trucks accounted for almost 58% of US light-vehi- cle deliveries, according to Autodata Corp. The 54.5-mpg fi gure “was our best estimate in 2012 of what manufacturers would, generally, produce for sale in 2025, and what their aver- age compliance obligation would be,” Jose Alberto Ucles, a spokesman for the National Highway Traffi c Safety Adminis- tration, said in an e-mail. “Now that we have updated data… we have a new estimate of what manufacturers might end up building in the future.”


“We’re all looking for the perfect recipe.”


The standards in all cases are more stringent for cars than trucks, which are larger and used to haul goods and supplies. The regulators, in their July statement, said the 2022–2025 standards “can be achieved by relying primarily on advanced gasoline vehicles.”


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