If you still believe that car bodies are only made of steel and glass, you're missing out on a big transformation in the automotive industry. Today, car manufacturers are increasingly using advanced materials to build safer, lighter, and more efficient vehicles. From new composites and lightweight alloys to innovative types of impact-resistant glass, the materials used in modern cars have come a long way from the traditional ones.
The use of these new materials not only helps reduce vehicle weight and production costs but also improves fuel efficiency and enhances safety. In Canada, several companies are leading the charge in developing and implementing these cutting-edge materials. One such example is an injection molding company based in Bolton, Ontario, which recently introduced a casting molding machine for composite materials. This technology replaces the older method of using premixed balls and offers a more cost-effective solution. It allows producers to use longer fibers, resulting in stronger and more durable components.
Another exciting development is the use of nanocomposites—materials that replace traditional glass fibers with fine particles of clay or carbon. These nanocomposites offer greater strength and a better appearance, and they’re just beginning to be integrated into car manufacturing. Meanwhile, magnesium, a lightweight metal, is being used extensively in automotive parts. On average, North American cars now contain about 4.08 kg of magnesium per vehicle. A Canadian company called Huskits has developed a new magnesium injection molding system that produces more precise parts than previous methods.
Although composites and light metals are gaining traction, steel remains a crucial material in car production. Four years ago, a new type of steel called Advanced High-Strength Steel (AHSS) started being used in vehicles. General Motors, for instance, began incorporating this “multi-phase†steel into Chevrolet models, making up 12% of the body’s weight. AHSS offers high strength, easier shaping, better crash performance, and consistent weight. It can absorb more energy during collisions, especially when placed at the front of the car.
Looking ahead, the next generation of steel, known as TRIP (Transformation Induced Plasticity), is under development. It promises even better strength and formability. Meanwhile, DuPont’s research center in Kingston, Ontario, is exploring ways to blend aramid fibers with rubber to enhance strength without sacrificing elasticity. This hybrid rubber is set to be used in tires and belts, and DuPont’s Kingston facility is the only one producing it.
Car glass is also evolving. Modern windshields often use a “sandwich structure†with two layers of glass. However, DuPont is working on anti-fragmentation glass that combines a layer of glass with two plastic layers. The plastic is positioned inside the car, so if the outer glass breaks, there are no dangerous shards inside. This new glass is 30–40% lighter and 25% cheaper than current options, making it a game-changer for the industry.
With all these innovations, the future of car manufacturing looks brighter and more sustainable than ever before.
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