{"id":11861,"date":"2023-10-05T17:52:43","date_gmt":"2023-10-05T16:52:43","guid":{"rendered":"https:\/\/www.autocar.co.uk\/car-news\/business-manufacturing\/electric-shift-prompts-radical-rethink-car-manufacturing"},"modified":"2023-10-05T17:52:43","modified_gmt":"2023-10-05T16:52:43","slug":"electric-shift-prompts-radical-rethink-on-car-manufacturing","status":"publish","type":"post","link":"https:\/\/gamefootballmobileanimeiphone.com\/index.php\/2023\/10\/05\/electric-shift-prompts-radical-rethink-on-car-manufacturing\/","title":{"rendered":"Electric shift prompts radical rethink on car manufacturing"},"content":{"rendered":"

\"stellantis<\/a><\/p>\n

\n Car makers are reviewing every aspect of production to counter the productivity of the Chinese and the cost-effectiveness of Tesla<\/p><\/blockquote>\n

Car makers look to factories to bring down the high price of EVs; new innovations include ‘gigacasting’<\/p>\n

\n

The industry shift from combustion to electric power has prompted a radical rethink about how the cars themselves are actually built at volume, with a focus on efficiency and cost-saving.\u00a0<\/p>\n

\u201cEVs changed everything,\u201d said Joerg Reger, managing director of Swiss giant ABB\u2019s automotive robotics division, which supplies manufacturing robots globally.<\/p>\n

\u201cTwo years ago, all the focus was all about optimising the final assembly. But then EVs came and now everybody is looking here to fix the big problems instead of looking at fine-tuning.\u201d<\/p>\n

The factory has become a key focal point for cost saving among car companies to bring down the high price of EVs. It\u2019s also one the car makers can directly control, as opposed to batteries, for which the cost is largely set by a combination of raw material prices and suppliers.<\/p>\n

Car makers are reviewing every aspect of their production to counter the productivity of the Chinese and the cost-effectiveness of Tesla<\/a>.<\/p>\n

\u201cThe key to growing EV sales is to make EVs more affordable in the west,\u201d Neil Beveridge, analyst at the bank Bernstein, wrote in a report on Chinese EV manufacturing. \u201cOne way would be to import more low-cost electric vehicles from China, but this is political suicide for countries with a substantial legacy auto industry. The other way is to lower manufacturing costs.\u201d<\/p>\n

Car makers globally are grasping the scale of the problem.<\/p>\n

\u201cThe automotive industry is now entering an era of transformation, a change in the game where survival is at stake,\u201d said Kazuaki Shingo, head of production at Toyota.<\/p>\n

Shingo was speaking at a recent demonstration of production innovation at the company, many of which follow Tesla\u2019s lead.<\/p>\n

Tesla\u2019s relentless focus on bringing down the cost of building its cars has allowed it to reduce the sticker price of the Model 3 and Model Y, driving sales and forcing traditional car makers to follow suit, whether or not they have the same margin head room to match the pricing.<\/p>\n

Tesla outlined its expertise earlier this year in a deep-dive investor day, in which it bragged of the cost saving it has achieved.<\/p>\n

Chief financial officer Zach Kirkhorn told the audience in Texas that the company had taken 30% of the cost out of building the Model 3 since 2018. \u201cCost reduction is deeply ingrained in our culture,\u201d he said.<\/p>\n

\"\"<\/p>\n

Innovations include using \u2018gigacasting\u2019 to mould large portions of the underbody to replace dozens of metal pieces.<\/p>\n

Tesla has also rigorously simplified the specification of its cars, removing anything it thinks the customer can do without, including in the most recent-generation cars steering-wheel stalks and parking sensors.<\/p>\n

Tesla\u2019s next-generation cars, which are\u00a0due to enter production in 2025, will be 50% cheaper to build than current Model 3 and Model Y, Kirkhorn claimed.<\/p>\n

One way it will do that is via a new method of manufacturing that Tesla calls \u2018unboxing\u2019.<\/p>\n

\u201cFord first invented this assembly line in 1922, and it’s really hard to make a change after a hundred years,\u201d head of vehicle engineering Lars Moravy said.<\/p>\n

Tesla wants in future to assemble the car in modules, rather than welding body parts together and then assembling the car by inserting the rest of it into its metal skeleton, which Moravy argues\u00a0is tricky and time-consuming.<\/p>\n

So, for example, the interior will be assembled and then inserted between the sides of the car. Tesla claims this will give it 40% more \u2018operator density\u2019.<\/p>\n

“That means we can get more people or robots working on the car at the same time,\u201d Moravy said.<\/p>\n

The long, often snaking assembly line of traditional factories can be considerably shortened, shrinking the size of new factories and cutting investment, Tesla claims.<\/p>\n

Tesla\u2019s innovations have struck a chord at Toyota, the granddaddy of the modern automotive production system. But progress stops for no one.<\/p>\n

The Japanese company showcased a range of innovations to speed up EV manufacturing at a recent event held in Japan, with Shingo saying: \u201cI’m willing to break the production-department status quo.”\u00a0<\/p>\n

One innovation is a similar concept to Tesla\u2019s unboxing in that the car is split into three modules \u2013 front, middle and rear – that are easier for factory operatives to work on.<\/p>\n

Echoing Tesla, Toyota said the shift \u201cimproves work efficiency and productivity and reduces processes compared to work conventionally performed with people inside the frame\u201d.<\/p>\n

Toyota also said it was ready to embrace gigacasting\u00a0and spoke of speeding up the process to swap out moulds from 24 hours to around 20 minutes.<\/p>\n

Other innovations include increasing the automation within logistics by moving cars within the factory site using something it called vehicle logistics robots.<\/p>\n

Toyota<\/a> said it would partly solve what it said was a \u201cchronic shortage of labour\u201d within logistics due to stricter regulations on driver working hours.\u00a0<\/p>\n

Meanwhile, Toyota also plans to do away with the traditional conveyor by having EVs drive themselves to the next station \u2013\u00a0once they\u2019ve reached the required state of completeness, of course.\u00a0<\/p>\n

\"\"<\/p>\n

Breaking the inflexibility of the traditional conveyor-belt system is going to be key in future, particularly when car makers are looking to save costs by running multiple models with different drivetrains down the same line.<\/p>\n

\u201cThe biggest challenge our customers face is managing a broad range of variants,\u201d said Reger. \u201cEverybody has to be very, very flexible. This includes the production lines.\u201d<\/p>\n

ABB\u2019s solution for the body shop \u2013 where the shell is put together and traditionally the most automated part of vehicle production \u2013 is to build standardised but flexible robot \u2018cells\u2019 that can quickly change from glueing to sealing and to spot-welding. Mobile robots bring parts and take away completed sections.\u00a0<\/p>\n

This kind of flexibility is key when alternating between combustion engines or electric drivetrains in mixed plants. \u201cIt\u2019s super difficult for the car manufacturer to estimate numbers for particularly electric cars. Some months they have good sales. The next month is down,\u201d said Reger.<\/p>\n

But more robots isn\u2019t always the answer. It doesn\u2019t necessarily hold that increasing automation decreases costs. In a country with lower labour costs, it takes longer to realise the savings of the investment.<\/p>\n

For Volkswagen<\/a>, Tesla\u2019s unboxed process appears to run counter to the American company\u2019s stated aim of simplification.<\/p>\n

\u201cI\u2019m not a fan of Unboxed,\u201d said Christian Wollmer, head of production at Volkswagen. \u201cFor me, it\u2019s a signal they want to increase the number of variants. We want to go the other way.\u201d<\/p>\n

Volkswagen<\/span> is looking at cutting range complexity across all models but particularly for the new range of small EVs headed by the ID 2 as it tries to hit its \u20ac25,000 price target.<\/p>\n

\u201c[The] Polo today has 110 million different combinations. That\u2019s crazy,\u201d Wollmer said.<\/p>\n

Multiple combinations lead to assembly operators taking longer to pick out individual parts for different variants, increasing the so-called \u2018takt time\u2019 (the time spent at each assembly line station).\u00a0\u00a0<\/p>\n

Production speed is everything when it comes to reducing manufacturing costs \u2013\u00a0assuming, of course, there\u2019s a ready market for all the cars spilling efficiently out of your factory gate.\u00a0<\/p>\n<\/div>\n\n

Commercials Cooperation Advertisements:<\/b><\/h2>\r\n


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Car makers are reviewing every aspect of production to counter the productivity of the Chinese and the cost-effectiveness of Tesla<\/p>\n

Car makers look to factories to bring down the high price of EVs; new innovations include ‘gigacasting’<\/p>\n

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