General Motors, the company that ran a campaign criticizing Ford for moving away from steel on its F-Series, is expected to implement carbon fiber in the beds of large pickup trucks within two years. Hopefully, the wait gives consumers time to forget some rather negative ads that bemoaned the use of aluminum for its high repair costs and chance of deformation in an impact.

Carbon fiber is ridiculously strong and should hold up in any side-by-side impact test against aluminum. That is, until you start considering price. Carbon fiber costs substantially more to manufacture, form, and fix than either steel or aluminum. That’s probably why GM plans to limit its usage to only highest trim levels, at least until it can figure out a way to keep production costs down.  (Read More…)

Crains Cleveland reports that NASA will be offering some 38 technologies developed for its space program to the auto industry at a trade show next week at the Glenn Research Center. With 100 OEMs and suppliers attending, the event will bring materials and technologies chosen for their usefulness in automotive applications to an industry that is anxious to develop solutions for upcoming fuel economy standards. And hopefully bring some licensing fees to an agency that is anxious to find private sources of income. In the words of NASA’s Paul Bartolotta

NASA is open for business. We’re opening our safe, so to speak

So, what’s on offer?

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Light-weight materials such as carbon-fiber, aluminum and magnesium are widely touted as key components of the drive towards greater fuel economy. Which explains why the automotive steel supplier industry is suddenly calling for an end to tailpipe emissions testing and a switch to the more holistic life cycle analysis testing. According to a press release from WorldAutoSteel, an industry group, the production of steel alternatives can create up to 20 times the carbon emissions of steel.

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As automakers face slowly diminishing returns in their attempts to make internal combustion engines more efficient (while facing huge challenges in electric, hydrogen and other alt-fuel drivetrains), they are looking ever more closely at alternative materials to improve efficiency (and, to a lesser extent, driving pleasure) through weight-savings. Perhaps the biggest emerging trend in this area, especially at the higher end of the market, is in the use of carbon fiber, which is being actively pursued by automakers like BMW, Toyota, Lamborghini and Daimler. But, as WardsAuto points out, there’s another material that’s trying to earn a place in the lightweight cars of tomorrow: polycarbonate plastics.

Polycarbonate windows weigh half as much as glass, and because they are made with injection molding they can come in shapes that can’t be imagined with glass.

However, the material is more expensive. To get auto makers to convert, Sabic and its main material competitor, Bayer MaterialScience, have to sell the idea of integrating other parts into the plastic mold that makes the window.

For example, says Umamaheswara, “on a liftgate, a lot of features can be integrated, and if the manufacturer is short of room in the factory, it can be delivered as a module.”

A modular liftgate could include the window, cladding for the D-pillar, a roof spoiler, the high-mounted rear brake light, a rear wiper foot, handles and logos. When all those processing costs are included, he says, polycarbonate is competitive with glass and metal.

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