![\"\"](\"https:\/\/cdn.ihsmarkit.com\/www\/images\/1123\/giga1.png\")
<\/p>\nGigacasting is all the rage
\nin automotive manufacturing circles. And while Tesla has
\nmainstreamed the term \u2014 involving enormous, high-pressure
\naluminum die casting machines that punch out vehicle chassis and
\nbodies-in-white \u2014 the technology has largely caught on in
\nmainland China. Now other automakers, including Toyota, are eyeing
\nthe process.<\/p>\n
The rising adoption of
\naluminum gigacasting modules and structural parts is primarily
\ndriven by the need to prevent the continuous increase in vehicle
\nweight, enhance fuel efficiency, and accommodate the growing demand
\nfor battery electric vehicles. Done correctly, gigacasting can
\ntheoretically slash per-unit manufacturing costs by eliminating the
\nwelding of dozens of body parts by casting one single module. But
\nmuch of the conversation ignores fundamental roadblocks in
\nimplementing the technology.<\/p>\n
These massive gigacastings
\n(also known as megacastings) carry huge initial startup costs, may
\nhave distortion issues in the metal, alter collision-repair
\ncapabilities, and require extensive end-of-line inspection
\nscanning. And that is only after ordering a custom-built gargantuan
\npiece of equipment, moving it into place, and figuring out how to
\nefficiently work the temperamental processes.<\/p>\n
So why are established
\nindustry automakers and suppliers still chasing these big dreams
\nthat come with massive headwinds? Do casting experts have enough
\ntechnical solutions to known operational problems? And looking
\ndownstream into the vehicle use-case, can ADAS systems prevent
\nenough crashes to make up for these unrepairable castings?<\/p>\n
Simple answer: It's not
\nabout the components, it's about the assembly plant. And it's not
\nabout material and methodology changes to the underbelly of
\nvehicles, but the creative processes themselves which are under
\ntransformation. And it's not about the exact factory
\nimplementation, but how an entirely new workflow can be enabled for
\nimproved productivity.<\/p>\n
When looking at market
\nshare of advanced steels, stampers of those components, and
\nconversion rates in adoption scenarios, S&P Global Mobility
\nforecasts 15% to 20% of traditional body-in-white (BIW) stampings
\nin 2030 may be at risk from these gigacastings. Underbody
\ncomponents typically comprise about 50% of a vehicle's BIW shell,
\nand this soft underbelly is the target of gigacasting's focus.<\/p>\n
Expertise within suppliers,
\nfactory designs, and vehicle configurations are all changing. As a
\nresult, the era of transportation is approaching a disruption to
\nthe auto industry's backbone: the assembly line.<\/p>\n
The assembly line process
\nas we know it stood for 110 years as the uncontested champion of
\nhigh-volume manufacturing. Components could be sub-assembled
\noffline, lasers might scan each part for dimensional accuracy, and
\na bolt might even hold all the measurement data from rigorous
\ntesting of a powertrain. But the assembly line itself evolved to
\nabsorb these improvements. No revolution to assembly efficiency
\nstood to threaten the linear model \u2014 until now. Robotics,
\nautomation, industry 4.0, and blockchain all have impacts on the
\nefficiency, cadence, and support networks of modern assembly
\nplants.<\/p>\n
OEMs are looking towards
\ngigacasting not as a component piece, but as a change to how their
\nentire world functions. The reconfiguration of the dance played
\nbehind factory walls will forever change economies within
\nautomotive. Whether corner castings or single piece, whether
\ngigacast or gigapress, a change to how vehicles come together is
\nupon the industry. Nodal construction will replace linear,
\nbottlenecks will arise and dissolve, and something altogether new
\nwill be born.<\/p>\n
<\/p>\n
Source: S&P Global
\nMobility<\/p>\n
©2023 S&P Global
\nMobility<\/p>\n
Gigacasting and The rise of aluminum According to S&P Global Doing this will empower A recent major shift toward Unlike Tesla's gigacasting In the mainland Chinese The growing popularity of A costly The cost-benefit analysis To streamline the Based on our previous For a specific example, A schematic of a Tesla Image source: Tesla<\/p>\n However, Tesla opted not to As such, we assert that Roadblocks to How can OEMs and suppliers The production of a There also are issues with Which then begs the The application of press However, Tesla raised the Chinese OEMs are now While megacasting the body Nevertheless, S&P Suppliers and OEMs should FOR MORE ON VEHICLE FEATURES AND TECHNOLOGY THE LOOMING EV SUPPLIER AUTOMOTIVE PLANNING AND COMPONENT FORECAST CHINA AND GIGACASTING MEGACASTING AND THE \u7acb\u523b\u8a3b\u518a\u53ca\u5831\u540d\u96fb\u8166\u88dc\u7fd2\u8ab2\u7a0b\u5427! <\/a> www.ITSec.vip<\/a> www.Sraa.com.hk<\/a>
\nmainland China<\/strong><\/p>\n
\ngigacasting in mainland China's automotive sector, especially for
\nnew energy vehicles (NEVs), is driven by weight reduction and
\nefficiency needs. Deciding between outsourced supply chains and
\nin-house production raises sustainability and cost concerns.<\/p>\n
\nMobility, production of electric light vehicles in mainland China
\nis expected to reach a total of 19 million units annually by 2030
\n\u2014 firmly establishing the country as a global leader in the EV
\nsector. Now, China looks to exert a substantial influence in
\ngigacasting globally.<\/p>\n
\nmainland China EV manufacturers to adopt more aluminum material for
\ncar-body fabrication and enhance its affordability. Consequently,
\nit can stimulate further growth within the EV market throughout the
\nregion.<\/p>\n
\naluminum gigacasting modules and structural parts has been seen
\nwith NIO's ET5 and Geely's Zeekr 009 \u2014 both featuring
\nsingle-piece aluminum gigacasting rear floors. Meanwhile, Xpeng's
\nG6 featured not only an aluminum megacasted single-piece front
\ncompartment, inclusive of front shock towers and side members, but
\nalso a single-piece rear floor. These two modules were separately
\ncast using two sets of LK Group's 7,000-ton press force megacasting
\nmachines.<\/p>\n
\nproduction model – characterized by an in-house approach involving
\nsubstantial greenfield investments in gigacasting facilities
\nadjacent to the final assembly workshop \u2014 these automakers
\noutsourced gigacasting to tier 1 suppliers, sparking new
\ncollaborations. This shift holds the promise of reaping benefits by
\ndistributing responsibility between OEMs and tier 1 suppliers to
\njointly develop technology while also mitigating the risks
\nassociated with substantial upfront investments and potential
\nsensitive patent infringements. That said, challenges like machine
\navailability and technical disputes remain, which could snarl
\nfuture collaborations.<\/p>\n
\nmodel, behind the scenes, extensive preparations integrate these
\nsubstantial outsourced modules from gigacasting into the body
\nassembly line. Over the last several months, several collaborations
\nwere announced \u2014 including partnerships between Seres and
\nWencan, Human Horizon EV and Tuopu, and Li Auto with an undisclosed
\ntier 1 supplier, among others.<\/p>\n
\nthe outsourced approach to gigacasting is also evident, as it
\nallows automakers to bypass the substantial upfront investments
\nrequired to construct their own gigacasting facilities.<\/p>\n
\ngamble?<\/strong><\/p>\n
\nof gigacasting should be based on achieving a good-enough
\nfirst-pass yield rate and maintaining a sufficient, yet not
\nexcessive, number of orders for the same part. When comparing
\ngigacasting to conventional steel stamping or aluminum-stitching,
\nS&P Global Mobility nonetheless assesses the unit price for a
\nsingle-piece, gigacasted aluminum rear floor to be valid.<\/p>\n
\nproduction chain and enhance production efficiency, tier 1
\ngigacasting suppliers have the potential to consolidate orders from
\noriginal equipment manufacturers (OEMs), thereby avoiding redundant
\ninvestments in gigacasting machinery. However, the downtime to
\nswitch tooling on a gigacasting machine, which often weighs several
\ntons, can range from hours to days \u2014 inevitably reducing the
\nutilization rate and productivity.<\/p>\n
\nanalysis of a typical 6,000T press force megacasting machine for
\nrear floor module fabrication, its maximum annual capacity is
\nestimated at 100,000 to 150,000 pieces, with cycle time of 120 to
\n150 seconds per piece, operating 16-20 hours a day for up to 300
\nworking days a year, assuming a 90% yield rate. Frequent tooling
\nchanges for different parts on the same gigacasting machine would
\nfurther reduce these output figures.<\/p>\n
\nTesla's Gigafactory in Shanghai Lingang is equipped with three or
\nfour sets of IDRA's gigapress units, specifically dedicated to
\ncasting the one-piece rear floor for the Model Y. The maximum
\nproduction capacity for this model is estimated to reach up to
\n600,000 units per year, considering the scale of the gigapress
\nunits.<\/p>\n![\"\"](\"https:\/\/cdn.ihsmarkit.com\/www\/images\/1123\/giga2.png\")
<\/p>\n
\nModel 3 (left) and Model Y body-in-white, comparing traditional vs.
\ngigacast assembly. The Model 3 comprises 171 metal pieces, whereas
\nthe new gigacast Model Y rear structure requires just two pieces of
\nmetal and 1,600 fewer welds.<\/p>\n
\nutilize gigapress technology for the all-new Model 3s produced in
\nChina, which was unveiled in August. Contrary to previous reports,
\nthis model did not feature a one-piece aluminum rear floor, nor did
\nit incorporate a larger single-piece gigacasted underbody.<\/p>\n
\nonly a substantial number of gigacasting machines can effectively
\nsustain the outsourced gigacasting supply chain. Why is that?
\nConsidering the maximum output volume is restricted to 150,000
\npieces per year, it is evident that the existing capacity cannot
\nsupport an additional program for Model 3 volumes. The mega-casting
\nstands are fully occupied, and there are no available land
\nresources or plans for further investment to expand the in-house
\ncapacity at Tesla's Lingang plant, at least as of now.<\/p>\n
\ngigacasting<\/strong><\/p>\n
\nintegrate gigacasting technology with traditional body shop
\nprocesses? As Elon Musk has noted, it's more complicated to make
\nthe 'machine that makes the machine' than the end product
\nitself.<\/p>\n
\ngigacasting machine entails an investment of several months,
\ndedicated to both manufacturing and meticulous fine tuning, until
\nthe machine achieves a level of reliability and stability suitable
\nfor consistent output. These processes are undeniably
\nlabor-intensive and demand a substantial infusion of specialized
\nknowledge. Currently, there exists a handful of companies,
\n(including LK Group, Buhler, Yizumi, Haitan and UBE), capable of
\nmanufacturing the gigacasting machine. Consequently, the newfound
\ncapacity for gigacasting falls short of meeting the escalating
\ndemand for electrified vehicles.<\/p>\n
\nproduction management on the plant floors. Megacasted single piece
\nmachines present an opportunity for OEMs to significantly reduce
\nthe presence of machines, robots, and manual labor in their
\ntraditional car body plants. However, the implementation of two
\ndistinct manufacturing systems \u2014 the traditional body shop
\nemploying stamping and welding processes, and the gigacast model
\nfeaturing fewer machining processes but necessitating new conveyor
\nsystems to handle substantial material volumes \u2014 represents a
\npragmatic compromise at the current juncture.<\/p>\n
\nquestion of how to profitably renovate or rebuild existing
\nproduction lines to incorporate outsourced gigacasting components.
\nSuch methods remain unproven and, as of now, unjustified. While
\ncapable of fabricating a portion of the underbody structural
\ncomponents, gigacasting does not preclude the necessity for all
\nstamping and welding processes in the body shop.<\/p>\n
\nforce in megacasting machines has given rise to considerable
\ndebate. Normal high-pressure die-casting of aluminum typically
\ninvolves press forces of less than 4,000 metric tons.<\/p>\n
\nante with its groundbreaking innovation in 2019 to use gigacasting
\nto fabricate the rear floor section of the Model Y \u2014 using
\nbetween 6,000 and 9,000 metric tons of force. Tesla also is
\nreportedly close to being able to die cast nearly all of the
\nunderbody of an electric vehicle in one piece.<\/p>\n
\ndiligently striving to replicate Tesla's success with gigacasting
\nmachines featuring increasingly higher press forces; there are
\nreports of even more formidable 12,000 and 16,000 metric ton
\nmachines.<\/p>\n
\nsection may not yield immediate profitability, there is a
\ncollective determination within the industry to remain committed
\nuntil the revolutionary future arrives. While the use of
\nmegacasting to produce body parts may require a long-term path to
\nprofitable operation, the industry is committed to developing this
\ntechnology because it has the potential to rethink traditional
\nsupply chains and production.<\/p>\n
\nGlobal Mobility sees numerous obstacles ahead, including challenges
\nrelated to the quantity of gigacasting machines, new issues arising
\nin plant floor management, the need to explore alternative
\ntechnical solutions and more.<\/p>\n
\nconsider these impediments when evaluating the strategic horizon
\naligned with these casting questions.<\/p>\n
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