1 Aam Body-Structures

Applications – Car body – Body structures
Table of contents
1 Body structure......................................................................................................................... 2
1.1 Body design concepts ...................................................................................................... 2
1.2 Car body design with aluminium ...................................................................................... 4
1.3 Sheet-intensive aluminium body structures ..................................................................... 6
1.3.1 Early developments ................................................................................................. 6
1.3.2 Joining technology – the key to success ................................................................. 9
1.3.3 Jaguar’s Light Weight Vehicle Technology ...........................................................11
1.4 Aluminium spaceframe structure ................................................................................... 21
1.4.1 The Audi Space Frame technology .......................................................................21
1.4.2 Ferrari – aluminium spaceframe design for niche volume production ..................37
1.4.3 BMW - extrusion-intensive aluminium spaceframe designs .................................44
1.4.4 Mercedes-Benz – aluminium spaceframe design with large castings ..................47
1.4.5 Spyker – all-aluminium niche models based on a spaceframe design .................59
1.5 Cars with an aluminium chassis and a separate body shell .......................................... 60
1.5.1 Lotus platforms for low volume vehicles ...............................................................60
1.5.2 Aston Martin’s aluminium VH platform ..................................................................63
1.5.3 Morgan – a sheet-based aluminium chassis .........................................................66
1.5.4 Chevrolet Corvette ................................................................................................67
1.5.5 Mitsubishi’s i car concept ......................................................................................69
1.5.6 Artega GT ..............................................................................................................70
1.5.7 The BMW LifeDrive concept..................................................................................70
1.6 Mixed-material body structure designs .......................................................................... 71
1.6.1 BMW aluminium front end .....................................................................................71
1.6.2 Audi TT ..................................................................................................................73
1.6.3 Porsche’s aluminium-steel hybrid body shell ........................................................77
1.6.4 Hybrid steel-aluminium body of the Audi A6 (2011) and A7 .................................79
1.6.5 Aluminium hybrid bodyshell of the Mercedes-Benz S class (W222) ....................81
1.6.6 Mixed aluminium/CFC designs .............................................................................83
Version 2013 © European Aluminium Association (auto@eaa.be) 1

1 Body structure
The core element of any car is the body structure. The car body connects all the different
components; it houses the drive train and most importantly carries and protects passengers
and cargo. The body structure needs to be rigid to support weight and stress and to securely
tie together all the components. Furthermore, it must resist and soften the impact of a crash to
safely protect the occupants. In addition, it needs to be as light as possible to optimize fuel
economy and performance. Over the years, various designs have been used and each of
them has its benefits and drawbacks.
1.1 Body design concepts

The oldest structural vehicle design is the body-on-frame concept. The frame typically
consists of two parallel, connected rails (“ladder frame”) which the suspension and power
train are attached to. The rest of the body, or the shell, sits on the frame.
The ladder frame design (left) as exemplified by the Chevrolet Corvette C3 (right)
The body-on-frame concept was used until the early 1960s by nearly all cars in the world. The
original frames were made of wood (commonly ash), but steel ladder frames became
common in the 1930s. Today, the frame design is only employed for light trucks and full-size
SUVs. The frame looks like a ladder, two longitudinal rails connected by several lateral and
cross braces. The longitude members are the main stress member. They deal with the load
and the longitudinal forces caused by acceleration and braking. The lateral and cross
members provide resistance to lateral forces and increase the torsional rigidity.
Frames are used on trucks because of their overall strength and ability to sustain weight. The
disadvantage of the frame design is that it is usually heavy and – since it is a two-dimensional
structure − the torsional body stiffness needs to be improved. Also, the frame tends to take up
a lot of valuable space and forces the centre of gravity to go up. Safety is also compromised
in a body-on-frame vehicle because the rails do not deform under impact; i.e. more impact
energy is passed into the cabin and to the other vehicle.
Most small car models switched to the monocoque construction in the 1960s, but the trend
already started in the 1930s with cars like the Opel Olympia. Today, the monocoque design is
by far the dominating body concept. The Ford Crown Victoria (discontinued in 2011) was the
last passenger car using the body-on-frame concept.
The monocoque design is a construction technique that utilises the external skin to support
some or most of the load (in contrast to the body-on-frame concept where the frame is merely
covered with “cosmetic” body panels). In this case, the integral floor pan serves as the main
structural element to which all the mechanical components are attached. But there are also
“semi-monocoque” variants, e.g. the Volkswagen platform concept which includes a
lightweight, separate chassis made from pressed sheet panels. In this case, both the chassis
as well as the body shell are used to provide the necessary structural strength.

The monocoque construction is a one-piece structure which defines the overall shape of the
car and incorporates the chassis into the body. In fact, the "one-piece" chassis and body are
made by welding many stamped sheet panels together. The monocoque body structure offers
good crash protection as crumple zones can be built into the structure. Another advantage is
space efficiency since the whole structure is actually an outer shell. Obviously, this is very
attractive to mass production cars. But while the monocoque structure is highly suitable for
mass production by robots, high tooling costs hinder its application for small-scale production.
Also the pure monocoque structure is relatively heavy. The rigidity-to-weight ratio is fairly low
as the shell is shaped to benefit space efficiency rather than strength and the pressed sheet
panels are not as stiff as structures made from tubes or other closed sections and/or three-
dimensional components.
Consequently most modern car bodies are not true monocoque designs; instead today’s cars
use a unitary construction which is also known as unibody design. This uses a system of box
sections, bulkheads and tubes to provide most of the strength of the vehicle, to which the
stressed skin adds relatively little strength or stiffness.
Unibody design concept
The unibody design allows a significant weight reduction of the car body and enables a more
compact, yet spacious vehicle configuration. Also safety is increased because energy-
absorbing deformation zones can be engineered into the unibody. The rigidity of the car body
is somewhat compromised because the basic monocoque assembly is made of sheet panels
which are – at least in case of steel designs – generally spot welded, i.e. only locally
connected. However, it is easily possible to increase the stiffness of the unibody by using
continuous joints (e.g. adhesive bonding or laser welding) or by the addition of tubes, closed
sections or other stiffening components. On the other hand, when a vehicle with a unibody
design is involved in a serious crash, it may be more difficult to repair than a full frame
vehicle.
Suspension components, as well as the power train, are directly mounted to the unibody. In
many cases, subframes are used as strong mounting interfaces. Additional important
structural parts are the firewall (located between the passengers and the engine
compartment) and, sometimes, also the wall behind the back seats. This is also the case for
the body panels which serve as the skin of the car and give the vehicle its overall shape and
appearance. Elaborate monocoque design is so sophisticated that windshield and rear
window glass make an important contribution to the designed structural strength of the
automobile too.
For niche applications, there are two additional body design concepts: the tubular space
frame and the backbone chassis. As the ladder chassis is not strong enough for high
performance sports cars and racing applications, motor racing engineers developed a three-
dimensional design. The tubular space frame chassis employs dozens of tubes or other rod-
shaped components, positioned in different directions to provide the required mechanical
strength against forces from anywhere. The result is a very complex welded structure. Since
the mid 60s, many high-end sports cars also adopted the tubular space frame design to

enhance the rigidity / weight ratio. However, many of them actually used space frames only
for the front and rear structure and used a monocoque cabin for cost reasons.
Tubular space frame design of the Mercedes-Benz 300SLR racing car
The backbone chassis is very simple. It consists of a strong tubular backbone (usually with a
rectangular cross section) which connects the front and rear axle and provides nearly all the
mechanical strength. The whole drivetrain, the engine and the suspensions are connected to
both ends of the backbone. The backbone chassis is strong enough for small sports cars, but
not suitable for high performance sports cars. Also it does not provide any protection against
side impact and off-set crash.
.
Backbone chassis of the Lotus Elan
(Photo: Lotus)
1.2 Car body design with aluminium

Steel car bodies have been traditionally fabricated from stamped sheet parts joined by
resistance spot welding. Newer developments included the introduction of the hydroforming
technology and the laser beam welding technique. Together with the market introduction of
new high and ultra high strength steel grades, it was thus possible to improve the stiffness
and crash worthiness and/or reduce the weight of the steel car bodies at no or little additional
cost. Laser welded, continuous joints significantly increase the rigidity of the monocoque body
structure and structural components and subframes manufactured from thin, hydroformed
steel tubes enable further improvements of the body strength and stiffness.
Similar design and manufacturing principles as used for steel body structures can be applied
to realize an all-aluminium car body. However, simple material substitution leads not always
to cost efficient solutions. It is essential to take a holistic approach and to consider the total
system consisting of the construction material, appropriate design concepts and applicable
fabrication methods. Technically and economically promising aluminium car body concepts
are the result of aluminium-oriented design concepts and properly adapted fabrication
technologies. With its different product forms (sheets, extrusions, castings, etc.), aluminium
offers a wide variety of design options. Therefore an appropriate substitution of steel by
aluminium in the body structure enables not only a significant weight reduction, but influences

the cost efficiency too. The selection of the most appropriate product form − depending on the
type of car and the planned production volume – also allows the optimisation of the technical
performance under the given economical and ecological boundary conditions.
The main elements of a self-supporting car body structure (“unibody”) are:
- load-carrying profiles
- stiffening sheets
and the required joining elements (nodes). The profile structure provides the basis for the
required high bending and torsion stiffness of the car body within certain package restrictions.
The basic body frame given by profiles and nodes is further stiffened by the addition of sheets
which are also used to form the overall body enclosure. An additional design requirement is
an excellent crash worthiness of the car body (high energy absorption capability by
deformation without crack initiation and fracture).
A most important advantage of aluminium compared to steel is the additional availability of
extruded, single- or multi-hole profiles with complicated cross sections and thin-walled,
intricately shaped castings with excellent mechanical properties. These components cannot
be only beneficially used for load-carrying and/or stiffening functions, but may also serve as
joining elements. The proper use of extruded (and formed) or die cast products enables the
development of new, innovative structural design solutions and, consequently, significant
weight and cost savings by parts integration and the incorporation of additional functions.
Aluminium sheets show similar denting and bending stiffness as steel sheets when their
thickness is increased by 40 %, i.e. the weight reduction resulting from a material substitution
reaches up to 50 %. In case of the profiles, the substitution of steel by aluminium offers in
particular potential for weight reduction when the profile geometry (cross section) can be
varied, e.g. by changing from an open to a closed profile or by the introduction of multi-
chamber profiles. Furthermore, there is a clear potential for the beneficial application of
extruded aluminium profiles when the profile diameter can be increased.
The decisive factor in the selection of the most effective aluminium body design concept is the
envisaged production volume. High volume production looks for minimum material (part) cost
and low assembly cost, but can afford relatively high capital investments (both in tools and
manufacturing equipment). In contrast, low volume production asks for minimum capital
expenditures whereas component and assembly costs play a less important role.
Cost of different aluminium structural body components (schematic)
The cost relations shown above for ready-to-assemble structural car body parts give only a
rough indication. In practice, the actual cost of aluminium body components will vary
significantly. The shapes of the components, the required geometrical tolerances and
mechanical properties, etc., are most relevant parameters. The cost of extruded aluminium
components differ significantly depending on the necessary additional forming and machining
steps. 3D-bending and hydroforming operations are particular cost-intensive. In case of
structural die castings, a most important cost factor is the (part-specific) tool lifetime.
Furthermore, the assembly costs can show large differences depending on the application-
specific requirements and the geometrical tolerances of the single components. But also the
cost of surface preparation and corrosion protection can be significant. Thus, a detailed
analysis of all the various factors influencing the overall cost will be generally necessary.

Depending on the planned production volume, the various product forms − sheets, extrusions
and structural die castings − can be used in varying proportions for the car body structure.
Mixed material designs, i.e. the combination with other material components (steel,
magnesium, fibre reinforced composites, etc.) add further possibilities. For aluminium-
intensive car body structures, however, only three basic car body design concepts are used
today:
 Extrusion-intensive frame structures (straight and 2D-bent extrusions)
 Spaceframe structures including formed extrusions and large, thin-walled castings
 Sheet-intensive unibody structures.
Aluminium-intensive car body design concepts
1.3 Sheet-intensive aluminium body structures

1.3.1 Early developments
Sheet designs are primarily directed towards higher production volumes because of the high
investments in stamping tools and presses. On the other hand, sheets are a relatively
inexpensive product form. Sheet-intensive body design concept are established and proven
for steel car bodies. They can be also realised with aluminium sheets. The Panhard Z1 model
can be mentioned as a first example. Series production started in 1953 with the use of EN
AW-5754 (AlMg3) alloy sheets.
In the early eighties, several aluminium concept cars were produced, in general just by the
substitution of steel sheets by aluminium alloy sheets in existing car models. As an example,
a Porsche 928 sports car with an all-aluminium body was exhibited 1981 at the IAA Frankfurt.
The aluminium body was a joint development with Alusuisse, it was built using Anticorodal®-
120 (EN AW-6016) alloy sheets (thickness 1.2 mm for the closures, 2.5 mm for the structure).
The weight of the aluminium body was 161 kg, representing a weight reduction of 106 kg
compared to the steel body. Soon afterwards, Audi began to study aluminium intensively
again; in due course, an aluminium body based on the Audi 100 was developed.

Aluminium sheet concept car based on the Audi 100 (1985)
(Photo: Audi)
The first production car with an all-aluminium body was the Honda Acura NSX, introduced in
1989. The Honda Acura NSX, a high performance, two-seater sports car, was assembled by
hand in very small numbers. It featured an all-aluminium monocoque body with a weight of
163 kg, incorporating some extruded aluminium profiles in the frame and the suspension. The
application of aluminium in the body alone saved nearly 200 kg in weight over the steel
equivalent while the aluminium suspension saved an additional 20 kg. The exterior had a
dedicated paint process, including an aircraft type chromate coating designed for chemically
protecting the aluminium bodywork. The body structure utilized high-strength aluminium
alloys and special construction techniques, making it stronger than a comparable steel body,
yet 40 % lighter. A combination of spot and MIG spot welding was used to join the structure
together.
In addition, the NSX-T offered a removable, aluminum roof panel. This panel was designed to
be lightweight, yet durable, and has its own storage compartment under the rear glass hatch.
Honda Acura NSX the first production car with an all-aluminium monocoque body
In the early 1990s, Alcan Aluminum Ltd. partnered with Ford to develop an aluminium-
intensive vehicle. Ford then built a test fleet of 40 vehicles based on the design and
mechanical components of its Taurus volume production midsized sedan. The P2000
features a stamped aluminium unibody similar to a conventional steel body, but it uses
advanced design and fabrication technologies to achieve a stiff and safe structure. The front
shock towers, for example, are aluminium castings, eliminating the need for a heavier,
complex and costly three-piece stamped aluminium assembly. The P2000 also features
epoxy adhesive weld bonding to improve rigidity. The resulting body-in-white has a mass of
182 kg, compared with 398 kg for a conventional steel version. Overall, the P2000 is made of
about 332 kg of aluminium as well as significant amounts of magnesium and plastics,
contributing to a total car weight of about 907 kg (compared to 1505kg of the steel production
Taurus model).

Ford P2000 prototype car (1998) produced using Alcan’s Aluminium Vehicle
Technology
The Ford P2000 was developed as a purpose-designed aluminium-intensive mid-sized sedan

where Ford took full advantage of the primary weight saving from the aluminum body-in-white
structure to reduce the weight of all the vehicle’s secondary systems. The aluminium body-in-
white was built using Al-3%Mg structural sheet material (EN AW-5754, 0 temper). The
construction benefited from the application of Alcan’s Aluminum Vehicle Technology (AVT)
structural bonding system. Structural bonding (combined with resistance spot welding)
significantly increases the stiffness of the body structure, particularly the torsional stiffness.
This enables an increase of the weight saving compared to steel to over 50%, thereby
improving the economics for using aluminium. Compared to spot welded steel, the AVT
system also improves the fatigue endurance and the impact energy absorption capacity. The
AVT system was first used in a production vehicle for the front longitudinal crash energy
management beams for the Jaguar Sport XJ220, a limited production, high performance
sports car produced in the years 1992-1994.
The body structure technology used in the P2000 program was transferred later to the
platform of the prototype hybrid electric vehicle (HEV) Ford Prodigy family sedan. The
Prodigy's total mass was 1083 kg, approximately 454 kg less than an average family sedan.
The AVT structural bonding system (adhesive bonding plus spot welding) was also applied for
the production of the frame of the General Motors EV1 electric vehicle. The GM EV1 was the
first mass-produced sedan purpose-designed for electric propulsion. It was produced and
leased by GM from 1996 to 1999. The car's body panels were made of plastic rather than
aluminium for improved dent resistance. The body-in-white was an adhesively bonded and
resistance spot welded aluminum structure and weighed only 132 kg, a savings of about 40
percent over the steel equivalent. The bonding used an aerospace-grade structural adhesive,
a first for a production vehicle
General Motors EV1 with an AVT body structure
A low-risk test bed for aluminium materials was the Plymouth Prowler (built in 1997 and 1999-
2002). In 2001, the car was branded as a Chrysler vehicle. The Prowler contained more than
400 kg aluminium (including body, chassis frame and suspension parts). The aluminium
chassis frame consisted of 42 extrusions and 8 castings which were joined by automated MIG
welding. The body panels (AlMgSi outers, AlMg inners) were joined by self-piercing rivets and
epoxy adhesive. The rivets hold the panels in place while the epoxy cures in the primer paint
oven. Thixo-casting was used for the production of the control arms in the front and rear
suspension.

Aluminium body components and chassis of the Prowler
(Photos: Plymouth)
1.3.2 Joining technology – the key to success

The realisation of a sheet-intensive (“monocoque” or “unibody”) structure requires a very large
amount of joining. As a consequence, the properties of the joints have a significant effect on
the overall properties of the whole structure including global stiffness, NVH (noise, vibration,
harshness) and crashworthiness. The most important difference between aluminium and steel
designs is the prevailing joining technique. Compared to steel, aluminium alloys show a high
electrical and thermal conductivity and − correspondingly − low electrical resistance. When
the resistance spot welding technique, traditionally used with steel, is applied to aluminium,
the welding current must be significantly higher. Consequently, conventional resistance spot
welding of aluminium proves to be energy-intensive, unreliable and costly (need for special
welding equipment, sheet surface preparation prior to welding, frequent electrode cleaning,
etc.). Proper solutions for these problems have been developed, but resistance spot welding
of aluminium nevertheless require special effort.
A specific problem is the low electrode lifetime. A possible solution is the frequent cleaning of
the electrode surface, e.g. by regular surface machining or brushing (“electrode buffing”).
Successful resistance spot welding of aluminium can be also achieved with the Fronius
DeltaSpot technology. In this case, the robot welding gun is equipped with a process tape
which runs between the electrodes and the sheets being joined. The continuous forwards
movement of the process tape results in an uninterrupted process producing constant quality,
reproducible welding points and ensuring high electrode service life.

Fronius DeltaSpot robot welding gun with a process tape that runs between the sheets
and the electrodes
(Photo: Fronius)
Most important for the break-through of aluminium in car body construction was, however, the
further development of mechanical joining techniques and in particular the application of
clinching and self pierce riveting processes in the assembly plant. Whereas the use of
clinching processes is in practice limited to non-load bearing joints, self-piercing rivets (SPRs)
are also suitable for joining of structural components. The mechanical joining methods are
less energy-intensive than resistance spot welding and can be highly automated.
Furthermore, the resulting SPR joints have better fatigue strength properties than spot-welded
aluminium joints. Self-pierce riveting is also suitable for mixed material joints (as long as both
materials are significantly ductile) and is often combined with adhesive bonding. As an
example, the figure below shows the cross sections of a three layer aluminium/steel joint
(centre) and a joint of two aluminium sheets with an adhesive (right).
Self-pierce riveting of aluminium

(Photos: Böllhoff)
The other important joining technology for aluminium body designs is adhesive bonding. The
properties of joints can be significantly improved by use of heat-cured epoxy adhesives.
Normally adhesive bonds are applied in a linear form. Such joints exhibit excellent stiffness
and fatigue characteristics, but should normally be used in conjunction with spot-welding,
riveting or other mechanical fastening methods in order to improve resistance to peel in large
deformation (i.e. during crash). Also, surface pretreatment is necessary for long-term
durability of adhesively-bonded structural joints.
MIG welding is usually applied for joining of structural aluminium components (extrusions,
castings and thicker sheets (> 2 mm). This is also the case for laser welding although laser
welding can be also used for thinner sheets. These joining techniques are suitable for
situations where there is no access to both sides of the joint or where a continuous joint is
required. In special applications, also friction stir welding can be beneficially applied.

1.3.3 Jaguar’s Light Weight Vehicle Technology
a) Jaguar XJ (X350)
The industrial break-through of the aluminium body in sheet monocoque design took place in
2003 with the Jaguar XJ (X350). It was the first volume-production car to use an all-aluminium
monocoque chassis. Its design and fabrication concept was conceived to be suitable for high
volume production (> 100.000 units per year).
The body structure featured the first industrial use of the rivet-bonded joining technology, with
self-pierce rivets and epoxy structural adhesive joining together the aluminium pressings,
castings and extrusions. The extensive use of aluminium made the new XJ up to 200 kg
lighter than the model it replaced, despite the fact that the new car was longer, taller and
wider than its predecessor, offering improved headroom, legroom and shoulder-room for all
the occupants. In addition to being 40 % lighter than that of the previous XJ, the bodyshell of
the new car was 60 % stiffer, offering valuable improvements in body strength and
driveability.
The application of the AVT system developed by Alcan (later Novelis) with EN AW-6111
sheets for the outer skin, EN AW-5182 inner panels and EN AW-5754 structural sheets
permitted the purposeful exploitation of various cost reduction potentials existing in the entire
processing chain. The weight of the painted body-in-white was 295 kg.
Aluminium body-in-white of the Jaguar XJ (X350)

(Photo : Jaguar)
The X350 body structure consisted of 273 aluminium sheet stampings, 22 extruded
aluminium components and 15 aluminium castings.
Aluminium product forms in the Jaguar XJ (X350)

(Source: Jaguar)

The main joining method is adhesive bonding supported by self piercing rivets offers - as a
result of the continuous joint line - a significant increase of the torsion stiffness of the body.
Joining technologies applied in the Jaguar XJ (X350) body-in-white
b) Jaguar XJ (351)
Jaguar XJ (X351)
(Photo: Jaguar)
Production of the successor model (X351) started end of 2009 with first deliveries being made
in 2010. The current XJ features a lightweight aluminium body with 50% recycled material
content based on the X350 chassis and retaining a large proportion of the earlier floor pan.
The weight saved - an average of 150kg compared to its competitor models - also has
benefits with respect to performance and agility of the car.
Aluminium body of the Jaguar XJ (X351)

(Source: Jaguar)

Aluminium body of the Jaguar XJ (X351)
(Source: Jaguar)
With the new XJ model, Jaguar further developed the Light Weight Vehicle technology.
Compared to the previous model, the part count and the number of self-piercing rivets was
reduced. However, the proportion of the different aluminium product forms was kept constant:
89 % stampings, 4 % castings, 6 % extrusions and 1 % others (by part count). An interesting
new component is the high strength, pre-bent and hydroformed A post/cantrail aluminium
extrusion assembly (alloy EN AW-6082-T6). On the other hand, the aluminium front end in the
X350, a welded assembly of 13 components, was replaced by a single magnesium casting.
Extruded and hydroformed aluminium cant rail

(Photo : Sapa)
Aluminium body of the new XJ model with carry-over parts (right)

(Source: Jaguar)

The most important change from the X350 to the X351 model is the increasing use of higher
strength aluminium alloys of the EN AW-6xxx series. The high-strength EN AW-6111
aluminium sheet alloy is used for the outer skin of the new car including complex parts such
as the complete body side. A new door design concept with a one piece EN AW-5182 inner
panel resulted in a significant weight and cost reduction. An innovative approach has been
taken with the selection of Anticorodal®-300 in the T61 temper for structural parts with lower
formability requirements such as the rear rail reinforcements. The supply of the material in a
not fully age hardened condition increases the final strength of the component, but still offers
the required formability to produce the part. Additional weight reduction was achieved by the
introduction of a magnesium front end carrier and a hot formed steel side impact beam.
Shift of the materials applied in the Jaguar XJ: X350  X351

(Source: Jaguar)
Aluminium castings are used in key areas for components with complex geometries used to
increase the stiffness in high load areas, in particular to enable part integration (i.e. cost
reduction) and to reduce multiplr sheet stack-up issues. High strength aluminium extrusions
are primarily applied to minimize weight and to meet package requirements. The bolt-on
crash boxes are for included for easy repair. Both aluminium extrusions and castings are
joined to other parts by self-pierce riveting.

Cast (left) and extruded (right) aluminium parts in the Jaguar XJ (X351), the yellow
component is a magnesium casting
(Source : Jaguar)
In the new XJ, the concept of the bonded and riveted aluminium monocoque body structure
was further refined. Self-piercing rivets and adhesive bonding are the main joining
technologies. Although the new XJ s larger and fulfils higher requirements, the number of self-
piercing rivets could be reduced by 11 % to 2840 (compared to 5000 spot welds for an
equivalent steel body). On the other hand, the length of the adhesive bonds was increased by
50 % to a total of 154 m. Furthermore, the need for MIG welding was eliminated from the
assembly plant.
Main joining methods: self-piercing rivets (left) and adhesive bonding (right)
(Source : Jaguar)

c) Jaguar XK
Jaguar XK (X150)
(Photo: Jaguar)
In 2006, Jaguar presented the new XK, a high-performance luxury automobile designed for
long-distance driving (grand tourer). It is available both as a two-door coupe and two-door
cabriolet/convertible. The second generation XK has an aluminium monocoque body shell as
introduced by Jaguar with the XJ sedan. However, the XK needed a properly adapted solution
since for a coupe, the package restrictions are more stringent and also a version without a
roof was foreseen.
The new XK takes the Light Weight Vehicle concept a step further with extended use of
lightweight aluminium castings and extrusions as well as the stamped aluminium panels.
There is only a single welded joint in the new XK coupe body, a rather “cosmetic” joint on the
roof. All the other joints in the new XK shell are formed using a combination of riveting and
bonding. The application of the epoxy bonding and riveting techniques produces a very rigid,
but also light chassis. In the coupe version, it is more than 30 % stiffer than last-generation
steel model; in the convertible version, the torsional stiffness is actually increased by 50 %.
With lower weight and higher rigidity, the Light Weight Vehicle body design concept provides
the basis for improved performance, safety, economy, emissions performance and driving
dynamics in the new XK. In the convertible version, the body-in-white weight is just 287 kg
(representing a weight reduction of 19 % compared to the previous steel XK convertible).
An advantage of the Light Weight Vehicle technology is that all the necessary stiffness is in
the structure of the body shell, with very large rectangular-section side sills. The introduction
of additional extrusions and castings facilitates the adaptation to the structural requirements
of a coupe. In the XK, 42 aluminium extrusions are mainly used for the major load paths. As
an example, the whole side sill from the A post to the back of the car is a single aluminium
extrusion with a thickness of 8 to 10 mm. Thus there is no need for the traditional extra
stiffening panels seen on many other convertibles. A major stiffness contribution is also due to
the increased number of structural castings. Castings are specifically used for the mounting
points for the engine, transmission and suspension in order to make those points significantly
stiffer, further reducing transmitted noise and helping to improve suspension dynamics.
Compared to the XJ sedan (X350), the share of castings was increased from 4 to 8 % and
that of extrusions from 7 to 16 % (by part count)

Aluminium monocoque structure of the Jaguar XK
(Source: Jaguar)
Aluminium extrusions (mostly EN AW-6014-T6) in the body of the Jaguar XK

(Source: Jaguar)
The structural castings (various alloys) are produced either by sand casting or high pressure
die casting. For the sheets, the alloys EN AW-6111 and EN AW-5754 are used (as in the XJ
sedan).
Aluminium castings in the body of the Jaguar XK: carry-over parts from the XJ (left)
and new parts (right)
(Source: Jaguar)
Self-piercing rivets and adhesive bonding remain the predominant joining technologies. An
important change is, however, the introduction of a 2K adhesive for heavy gauge joints
(extrusions and castings). For the sheet joints, the same 1K adhesive as used for the XJ
sedan could be used.

XJ sedan (X350) XK coupe XK convertible
Number of parts 241 267 257
(total)
Sheet panels 230 201 195
Extrusions 14 42 40
Castings 11 24 22
Number of joints 3287 2938 2741
(total)
Self-piercing rivets 3185 2620 2620
MIG weld (m) 0.65 0.5 n/a
Blind rivets (EJOT) 102 283 283
Adhesive bonds (m) 116 99 99
(total)
1K epoxy (m) 100 55 55
2K epoxy (m) n/a 33 33
Rubber based (m) 16 11 11
Comparison of the LWV technologies used for the Jaguar XJ and XK models
(Source: Jaguar)
Aluminium product forms in the Jaguar XK

(Source: Jaguar)
d) Range Rover (L405)
With the fourth generation Range Rover (L405) which was presented in September 2012,
Jaguar’s Light Weight Vehicle technology was first applied to a four-wheel sport utility vehicle.
The all-aluminium monocoque body structure is 39 per cent lighter than the steel body in the
outgoing model enabling total vehicle weight savings of up to 420kg. With a total body-in-
white weight of 379 kg, the lightweight aluminium platform delivers significant enhancements
in performance and agility, along with a transformation in fuel economy and CO2 emissions.
The optimised aluminium body structure is designed for maximum occupant protection using
an incredibly strong and stable aluminium safety cell, and provides a very stiff platform for
superior NVH and vehicle dynamics.

New Range Rover with an all-aluminium monocoque body structure
(Source: Land Rover)
The rivet-bonded aluminium body is more than 180 kg lighter than the steel body in the
previous model. It includes aluminium stampings (88 % by part count), aluminium castings (5
%), aluminium extrusions (3 %) and a few other parts (4 %). Compared to the previous steel
body, the part count could be reduced by 29 % to a total of 263 parts. The actual material
breakdown per weight is shown below:
Material breakdown of the Range Rover body

As in the Jaguar XJ, aluminium castings are primarily used for parts with complex geometries
and to increase local stiffness in high load bearing areas. Aluminium extrusions are used in

particular for the bolt-on front crash management system and the roof bow. The front end
support is a magnesium casting; the upper tailgate is a SMC component.
But the Light Weight Vehicle technology has also made important advancements, in particular
with respect to the applied aluminium sheets (exclusively supplied by Novelis). As an
example, the entire vehicle body side is pressed as a single aluminium panel, thus reducing
the amount of joints, eliminating complex assemblies and improving structural integrity. With
approx. 350 x 140 cm, this is clearly one of the largest aluminium outer body stampings.
One piece bodyside, made from Anticorodal®-170 (EN AW-6014)

(Photo: Land Rover)
Other exterior body panels (e.g. the roof) are made from the newly developed high strength
alloy Anticorodal®-600 PX (fits into EN AW-6181A and 6451). This alloy offers the robustness
and quality of finish expected of a Range Rover, but has still a high formability. An automotive
first is the use of Anticorodal®-300 T61 (EN AW-6014) in a number of crash-sensitive areas in
the vehicle, including the longitudinal beam. This high-strength material has been developed
for applications in the crash structure to provide an optimised crash pulse and minimum
intrusion into the safety cell. It allows to down gauge the sheets by 20 % compared to the
earlier alloy EN AW-5754 saving both weight and piece cost.
Applications of the alloy Anticorodal®-300 T61 in the Range Rover


Assembly of the all-aluminium Range Rover
(Photos: Land Rover)
1.4 Aluminium spaceframe structure

The aluminium spaceframe design was first introduced in 1994 with the four-door, luxury
sedan Audi A8. The space frame body structure was developed by Audi in co-operation with
Alcoa. It is a technology perfectly adapted to aluminium as it exploits all the advantages
offered by the different aluminium product forms: Sheets, extrusions and castings. Known as
the Audi Space Frame® (ASF®) concept, the spaceframe construction is primarily suited for
medium production volumes.
In the spaceframe concept, the roles of the various building elements of a self-supporting car
body structure are clearly separated:
- Load-carrying profiles
- Stiffening sheets
- Cast joining elements (nodes).
In principle, the spaceframe creates a high-strength, stiff aluminium framework into which the
larger sheet components are integrated and perform a load-bearing function. From a
production-engineering standpoint, the spaceframe concept is highly flexible. Modifications
can be made easily and cheaply when future model versions are introduced.
The importance of this development can’t be overestimated. Cost-efficient lightweight
construction with aluminium meant reinventing the self-supporting body with a new material
and tailored design geometry!
1.4.1 The Audi Space Frame technology

The Audi Space Frame consists of a skeleton structure largely made up of aluminium extrusions
with closed cross section. The aluminium proiles can be either straight or curved (2D or 3D
bent). If necessary, also multi-hole extrusions with specific cross section designs are applied.
At the highly stressed corners and other joints, the frame is generally connected by complex,
thin-walled aluminium nodes produced by vacuum high pressure die casting. Depending on the
application, also larger, multi-functional castings are used.

Both the extrusion process and the pressure die casting technology are fabrication methods
optimally suited for aluminium. They allow the production of components which can be properly
adapted with respect to shape and wall thickness to meet the locally varying loading conditions.
The space frame body concept exploits the possibility of high part integration (i.e. the potential
reduction of manufacturing and tooling costs) and permits a weight reduction of more than 40%.
Although the production of high quality structural pressure die castings and formed and machined
extruded sections is relatively expensive, considerable total cost savings can be achieved for small
and medium production volumes compared to pure sheet metal body design concepts. But the
spaceframe construction also exhibits a substantial fraction of shaped sheet metal parts. In
particular the sheet components mounted between the frame elements are most important
prerequisites for the overall rigidity of the body structure.
a) Audi A8 (D2)
The Audi A8 (D2) was produced from 1994 until 2002. Its aluminium body had a weight of 249
kg (BIW plus closures), about 200 kg less than a comparable steel body. It consisted of 334
parts (47 extrusions (14 %), 50 castings (15 %) and 237 sheet stampings (71 %)). In
comparison to a steel structure, the number of individual body elements has been drastically
reduced (by about 25 %), saving tools, workspace and cost.
The first generation of the AUDI Space Frame included a high fraction of 2D and 3D bent
extrusions (alloy EN AW-6060). For the outer body panels, the alloy Anticorodal®-120 (EN
AW-6016) was used, for the inner panels EN AW-6009 and for structural panels EN AW-
5182. The applied casting alloy was A356.
®
Audi Space-frame ASF
1st Generation: Audi A8 (D2)
Aluminium spaceframe structure – Audi A8 (D2)
(Photo: Audi)
The production of the aluminium body of the first A8 (D2) model was characterized by a low
degree of automation. Assembly was performed roughly 75 % by hand. The connections to
the cast nodes, realized by MIG welding, were used for tolerance compensation. Another
special feature of the production of the D2 body was the heat treatment of the entire
assembled body at 210 °C for 30 min in the assembly plant (i.e. ahead of the paint process).
The idea behind this step was to secure the necessary body strength by an “ideal” age
hardening of the applied AlMgSi alloys to the T6 temper. But experience showed that a
separate heat treatment of the aluminium body is not necessary; leading to the elimination of
this operation already for the next Audi model with an aluminium spaceframe (A2). The
required strength level can be achieved by the lacquer bake hardening step (about 20 min at
180 °C) which anyway follows the cataphoretic dip process in the paint shop.

Exploded view of Audi A8 (D2) space frame and closures
(Source: Audi)
b) Audi A2
Audi A2 – the second generation of ASF technology

(Source: Alusuisse)
Production of the Audi A2, the first mini car to be produced with an all-aluminium body in high
volumes, began in 1999. Audi's development partner for the A2 body was Algroup Alusuisse
(later Alcan). The weight of the A2 aluminium body was just 153 kg, 43 % less than a
comparable conventional steel body. The total weight of the A2 1.2 TDI version with
lightweight forged aluminium wheels and special tyres which was just 825 kg; it was the
world’s first five-door “three-litre” car (i.e. average fuel consumption 2.99 l/100 km).

Aluminium spaceframe of the Audi A2
(Source: Audi)
The second-generation Audi Space Frame vehicle included 60 % sheet panels, 22 % castings
and 18 % extruded sections (by weight). Designed for higher production volumes than the A8,
it used important refinements and new developments in the areas of tools, casting and joining
processes. The number of individual parts was significantly reduced compared to the A8
(from 334 parts to 225 parts):
- Stampings: 183 (81 %)
- Extrusions: 22 (10 %)
- Castings: 20 (9 %).
This has been achieved by combining various components into larger items, in most cases
sections or multifunctional castings.
Exploded view of the Audi A2

(Source: Audi)
For example, the A2 has a single-piece side wall frame and the B-pillar comprised a single
large casting whereas the B-pillar of the luxury sedan A8 was assembled from eight

components. At the same time, the weight could be reduced from 4.18 kg to 2.3 kg (although
the B pillar of the A2 is slightly longer).
Cast one-piece B pillar of the Audi A2

(Photo: Alusuisse)
The application of a closely controlled vacuum high pressure die casting process (High-Q-
Cast®) ensured that the cast components could be properly welded to the sheets and
extrusions using both by laser and MIG welding. The applied casting alloy was Aural®-2
(AlSi10MgMnFe), the thermal treatment conditions were optimized to achieve high strength
and good ductility while minimizing geometrical distortion of the cast part during quenching.
Assembled structural element consisting of three thin-walled aluminium castings

(Photo: Alusuisse)
The result were crashworthy thin-walled castings of complex shapes which were welded
together using a MIG augmented laser welding technology.
Most of the extruded body components were hydroformed ensuring close geometrical
tolerances of the straight and bent profiles. But the hydroforming process not only offers the
possibility for controlled forming with narrow geometrical tolerances. In addition, piercing,
stamping, length cutting and flange cutting operations could be integrated in the hydroforming
process as shown below for the lateral roof frame. The alloy EN AW-6014 was used for all
extrusions.

Hydroformed lateral roof frame of the Audi A2
(Source: Alusuisse)
The alloy Anticorodal®-120 (EN AW-6016) in the pre-aged state PX was used for the outer
body panels; for the inner and structural panels, the alloy Ecodal®-608 (EN AW-6181A) was
applied.
Three joining processes, including state-of-the-art laser welding, sufficed for the assembly of
the spaceframe structure:
- Self-pierce riveting 1800 rivets
- MIG welding 20 m
- Laser welding 30 m.
The underbody frame was made up of straight extruded sections that were joined directly
together by means of MIG welding, eliminating several of the different cast nodes required in
the A8.
Floor structure of the A2

(Source: Audi)
The degree of automation reached roughly 85 %, a value comparable with conventional

pressed-steel body construction. These measures succeed in limiting the dimensional
tolerances of the structural elements to only ± 0.15 mm on the A2 - a benchmark value within
the Volkswagen Group.
The A2 was considered to be "ahead of its time" in design terms—but the avant-garde styling
did not win favours with customers. Audi was disappointed with the level of sales; the final
production is estimated to be 175000 units.

c) Audi A8 (D3)
Production of the second generation of the Audi A8 (D3) started in 2002. Based on the
experience with the A2, the number of body parts has been reduced and the degree of
automation in the production process was significantly increased compared with the previous
A8. Specific design features include multifunctional large castings, long continuous profiles
and a high proportion of straight extruded sections. Curved profiles are only used where it is
necessary for the outer paneling of the A8 (for instance the side of the roof frame). In contrast
to its predecessor, the new A8 has a continuous space frame which includes the rear
structure. This leads to a reduction of the share of the sheet panels in the space frame from
55 to 37 % (by weight) whereas the share of castings increased to 34 % and that of profiles to
29 %.
The weight of the all-aluminium body of the D3 (body-in-white plus closures) is 277 kg. The
sheet alloys were taken over from the A2 (Anticorodal ®-120 PX (EN AW-6016) for the outer
body panels, Ecodal®-608 (EN AW-6181A) for the inner and structural panels). AlMgSi alloys
similar to EN AW- 6060 were used for the extruded components. If necessary, the extruded
sections were bent on CNC stretching and rolling machines. Where close tolerances (± 0.3
mm) were required, the semi-finished parts were calibrated and shaped by hydroforming (11
different components). In addition, also mechanical calibration was adopted for the first time
for the A8 as a lower-cost technique.
Audi Space Frame of the Audi A8 (D3)

(Source: Audi)
Whereas for the sheet and extruded components, the production techniques proven from the
A2 were used, green sand casting was used for the first time in addition to the familiar
vacuum high pressure die-casting methods. The applied casting alloys were GD-AlSi10Mg,
GD-AlMg3Mn and for the sand castings AlSi7Mg. The multifunctional large castings used in
the D3 represent systematically refined versions of those used in the A2. Special attention
was placed on functional integration and on the reduction of the number of parts.
Audi A8 D2 (1994) D3
(2002)
Sheet panels 237 168
Extrusions 47 53
Castings 50 29
total 334 250
Comparison of the parts count

Explosion view of the body structure of the Audi A8 (D3)
(Source: Audi)
For the series production of the D3 model, the joining techniques applied in the previous A8
(MIG welding and self pierce riveting) as well as the laser welding technique introduced for
the A2 have been further optimized. In addition, laser hybrid welding was used for the first
time, exploiting the advantages of both MIG and laser welding while simultaneously enabling
higher processing speeds. MIG welding was used predominantly for joining individual
extruded sections or die-cast components, and for joining extruded sections to castings.
Laser welding was mainly used for joining large-area panels with the body structure. As
access for welding is only needed from one side, panels can also be joined to hollow extruded
sections or castings. Nd:YAG solid-state lasers with a power output of 4 kW were used. Due
to the specific hot-tearing tendency of the AlMgSi alloy group, all welds in the D3 Audi Space
Frame were made with the addition of filler metal.
D2 (1994) D3 (2002)
Self piercing rivets 1100 2400
Resistance spot welds 500 -
Clinched joints 178 -
MIG welds (m) 70 64
Laser welds (m) - 20
Hybrid welds (m) - 5
Joining techniques for the Audi A8 aluminium spaceframe
The self-piercing rivet technology was used on an extensive scale, both in the body structure
and for the production of the closures. Sheet panels, extruded sections and die-castings of
various alloys needed to be joined together to produce overall material thicknesses ranging
from 2.0 to 6.0 mm. Only three different rivet geometries of the same hardness are used for
around 100 different combinations of materials and material thicknesses with various finishes.
There are also 17 m of structural adhesive bonding.
Inner and outer panels on doors and lids were joined by roller-type hemming and bonding
with the aid of robotically held tools. The advantages of this method are the short
familiarization time, high flexibility and a better quality and appearance of the fold. Pre-
hardening of the adhesive was achieved by means of integral inductive heating.

Aluminium space frame of the Audi A8 (D3)
(Photo: Audi)
d) Lamborghini Gallardo and Gallardo Spyder

Lamborghini, a subsidiary of Audi, presented the first generation Gallardo in 2003. The
Gallardo Spyder with a fully retractable soft top followed in 2006. The Gallardo used an
aluminium space frame, based on aluminium-extruded parts welded to aluminium cast joint
elements. On this structural frame, the exterior aluminium body parts were mounted by
differentiated systems (rivets or screws or welding) depending on the function of the part.
Other external hang-on parts (such as the front and rear aprons, side sill panels and fenders)
were made of thermoplastic material and connected by bolts.
Lamborghini Gallardo
(Source: Audi)
The entire aluminium space frame of the Gallardo was built by ThyssenKrupp Drauz at
Neckarsulm. It only weighs 199 kg or 239 kg for the complete body-in-white (incl. doors and
lids). A most challenging task was the realization of a niche production for an aluminium
space frame. Manual MIG welding was used as the main joining technology. In total, there are
115 m of MIG welds (thereof about 5 m visible welds on outer panels). In order to reduce the
required amount of weld finishing, also adhesive bonding was applied on the outer body shell.

In addition, about 1300 self-piercing rivets, 100 blind rivets and 200 self-cutting screws (“Flow
Drill Screw" system) are used. However, there was neither structural adhesive bonding nor
laser welding.
Aluminium product forms in the Gallardo space frame

(Source: Audi)
The Gallardo aluminium space frame consists of 53 % extrusions (yellow), 37 % sheet panels
(green) and 10 % castings (red). The applied alloys are:
- EN AW-6060 for the extrusions

- AlSi7 for the green sand castings
- En AW-6016 for the outer and EN AW-6181 for the inner panels.
Aluminium body-in-white of the Lamborghini Gallardo

(Source: Lamborghini)

Aluminium spaceframe of the Gallardo (front and rear view)
(Photo: Lamborghini)
e) Audi R8 and Audi R8 Spyder
The Audi R8 is a mid-engine, two-seater sports car which was introduced in 2007. The car
was built in Neckarsulm by quattro GmbH, a subsidiary of Audi. The ASF body of the R8 did
set new standards in the high-performance sports car segment in terms of lightweight quality
– the relationship between size, weight and rigidity. The design of the R8 spaceframe clearly
shows similarities to that of the Lamborghini Gallardo. But the Audi R8's wheelbase is
stretched by 90 mm to provide extra luggage space and the chassis is also considerably taller
to give more headroom.
The Audi Space Frame of the R8 sports car

(Source: Audi)
Weighing only 210 kg, the superstructure of the R8 coupe made extensive use of extruded
aluminium sections which account for 70 % of the total. Vacuum-cast nodes account for 8 %,
and aluminium panels make up the remaining 22 %. A magnesium engine frame provided
added rigidity in the upper section of the rear end.
An interesting part in the Audi R8 was the cover sheet for the tunnel, a tailor-welded blank
produced by friction stir welding. Two Ecodal®-608 (EN AW-6181A) sheets of 1.7 and 2.4 mm

are welded together. The application of the tailor-welded blank reduces the material usage by
20 % and the vehicle weight by about 1 kg.
Tailor-welded aluminium cover panel for the tunnel

(Photo: Riftec)
Plastic is used for the R8’s front fenders and the sill liners. The hood is made of composite
materials; the side blades are optionally available in carbon fibre-reinforced plastic (CFRP).
Spaceframe body structure of the Audi R8

(Source: Audi)
The coupe version was followed in 2009 by the Audi R8 Spyder. In the R8 Spyder (with a
body weight of 218 kg), extruded profiles dominated the mix even more clearly than in the
Coupé, accounting for 75 % by weight. There were in total 155 extrusions with 96 different

cross sections. About 20 % of the extrusions, i.e. all extruded components in the crash load
path, were made from high strength aluminium alloys. An important design requirement was
the maximum utilization of carry-over parts of the R8. The same cast components were used
as in the R8 coupe, although the cast parts connecting the A post to the front end were
slightly modified. Also the sheet panels were essentially carry-over parts.
Aluminium product forms in the Audi R8 Spyder

(Source: Audi)
Audi R8 Spyder: Necessary modifications of the R8 spaceframe

(Source: Audi)
Aluminium space from of the Audi R8 Spyder

(Photo: Audi)
The weight of the spaceframe of the R8 Spyder is 218 kg, the weight of the body-in-white
including the aluminium doors, hood and front fenders 261 kg. There is also a thin aluminium
cover over the luggage compartment. The structure of the open high-performance sports car

integrates the rear side walls and the cover of the storage compartment for the top as load-
bearing CFRP components. The rear bonnet is a SMC component.
Carbon fire reinforced plastic components in the body shell of the R8 Spyder
(Source: Audi)
f) Audi A8 (D4)
The third generation of the Audi A8 (D4) was presented in late 2009. The D4 model continues
Audi's leadership in aluminium car body design and manufacturing. A key achievement was
the increase of the static torsional rigidity by 25 % coupled with a weight reduction compared
to the D3 model leading to an improved fuel consumption, better handling and benchmark-
levels of passive safety. The body of the sedan with the standard wheelbase weighs just 231
kg; the long wheelbase model 10 kg more.
In the development of the D4, the overall target was consistent lightweight design for the
complete body-in-white and structural optimization for highest functionality. Some specific
examples:
- A new door design concept allowed a reduction of the vehicle weight by 11 kg.
- The spare wheel well was made from reinforced plastic with 60 % glass fibres.
- A single-piece plastic/aluminium hybrid solution was chosen for the front end.
- Partially form hardened steel components were integrated into the aluminium body (B
pillar).
Audi A8 (D4): Materials in the Audi Space Frame

(Source: Audi)

Explosion view of the Audi A8 (D4)
(Source: Audi)
The further development of the Audi Space Frame technology has led to a continuous
reduction of the number of parts in the body-in-white: D2: 334 parts D3: 267 parts  D4:
243 parts. The body-in-white of the D4 contains:
- 144 aluminium sheet parts
- 33 steel sheet parts
- 25 aluminium castings
- 30 aluminium extrusions.
On the other hand, the number of the applied aluminium alloys increased (as well as their
yield strength level):
- D2: 7 alloys 100 – 200 MPa
- D3: 10 alloys 120 – 240 MPa
- D4: 13 alloys 120 – 280 MPa.
Also the amount of joining required for the production of the body structure could be reduced.
Moreover thermal joining was reduced in favour of cold joining techniques. As an example,
the newly introduced “Flow Drill Screws” replace nearly 40 m MIG welding. The joining
techniques applied in the production of the D4 are:
- 1847 Self-piercing rivets
- 25 m MIG welding
- 6m Laser welding
- 632 Self-cutting screws (“Flow Drill Screws”)
- 202 Spot welds
- 44 m Structural bonding.

Aluminium spaceframe of the Audi A8 (D4)
(Source: Audi)
Other new developments include the introduction of new aluminium alloys. The substitution of
a conventional AlMgSi car body sheet alloy in the body structure by the high strength Novelis
Fusion AS250 material with a 20 % higher yield level reduced the vehicle by approx. 6.5 kg.
Applications of Novelis Fusion AS250 in the D4 model

(Source: Audi)
Also the trend towards large, multi-functional structural aluminium castings was followed up.
The rear longitudinal beam includes a large casting (length 1.45 m) is a high pressure die
casting using the alloy Castasil®-37 (AlSi9MnMoZr) which offers very high elongation in as-
cast state.

Die-cast multi-functional sill/longitudinal member connecting element
(Source: Audi)
1.4.2 Ferrari – aluminium spaceframe design for niche volume

production
The F360 Modena was the first Ferrari road car to feature a full aluminium body. The F360
model was a 2-seater mid-engine sports car built from 1999 to 2004. Ferrari partnered with
Alcoa to produce an entirely new all aluminum space-frame structure that was 40% stiffer
than the predecessor F355 which had utilized steel. The design was 100 kg (28%) lighter
despite a 10% increase in overall dimensions resulting in greater comfort and storage space
as well as a better weight to power ratio.
Aluminium spaceframe of the Ferrari F360 Modena

(Photo: Alcoa)
The chassis was constructed from aluminium extrusions with varying cross-sections, welded
together via cast aluminium nodes. This construction provided 40% greater rigidity. Twelve
sand castings are incorporated in the lower part of the chassis, including the four suspension
mountings. The shock absorber towers are CNC machined after assembly to ensure that the
mounting points for the suspension components are drilled with absolute precision. The upper
chassis structural assemblies are vacuum high pressure die cast to reduce their thickness.
The aluminium alloy body panels are riveted to the chassis frame.
The F360 Modena was replaced by the F430 (produced from 2004 to 2009). Much of the
extruded spaceframe of the F360 was carried over. Nevertheless, the stiffness and crash
performance of the spaceframe could be significantly improved, amongst others by the
implementation of a floor panel made from an ultra-high strength aluminium sheet.

Aluminium spaceframe of the Ferrari F430; red parts changed compared to F360
(Source: Alcoa)
The spaceframe of the Ferrari F430 without bumpers, IP carrier and radiator support consists
of 167 parts (65 extrusions, 12 castings and 90 sheet parts). The total weight is 165.4 kg:
- Extrusion 76.3 kg
- Castings 52.5 kg
- Sheet parts 27.5 kg
- Others 9.1 kg.
Aluminium product forms in the spaceframe of the Ferrari F430

(Source: Alcoa)
The Spider is 70kg heavier than the hard-top, due to a reinforced windscreen to protect
occupants in the event of a rollover, internal strengthening of the doors to guard against side
impacts and the electric motors which power the hood.
The F430 was followed by the Ferrari 458 Italia, presented in 2009. Like its predecessor, the
458 Italia has a mid-engine. The aluminium spaceframe body, however, has been
redesigned.

Aluminium spaceframe and body shell of the Ferrari 458 Italia
(Photo: Ferrari)
The introduction of new high strength alloys for both extrusions and sheet component enabled
an increase of the mechanical design parameters by 80 % compared to the F430
spaceframe.
High strength alloys for extruded and sheet components

(Source: Ferrari)
Five different aluminium extrusion alloys are used (with yield strength of up to 320 MPa),
allowing a reduction of the minimum thickness of the extrusions to 1.6 mm. Also the thickness
of the inner structural sheet panels was reduced on average by 25 % compared to the F430.
Three different sheet alloys are used; the thickness of the thinnest structural panels is just 0.9
mm. For the body shell, the alloys Anticorodal®-170 and Anticorodal®-600 are used (thickness
0.9 to 1.1 mm).

CASTING
C65K T7 air
quench
C611 T5
EXTRUSION
6082 T6
6005 T6
6260 T6
6063 T6
H0682 T6
SHEET
6181A T6
6082 T6
6022 T6
Aluminium product forms and alloys in the Ferrari 548 Italia spaceframe
(Source: Ferrari)
For the large and medium cast components, produced by vacuum high pressure die casting
and gravity casting, three different alloys are used.
Location of the cast aluminium components in the Ferrari 548 Italia spaceframe
(Source: Ferrari)
Additional innovative approaches were taken for the improvement of individual parts. An
example is the torque box, the diagonal reinforcement across the front of the foot well, behind
the front wheels. It is a single, heat-formed component of the alloy EN AW-6082 with a wall
thickness that varies between 3 and 6 mm. The finished part weighs 1.75 kg, which is 25 %
lighter than the torque box on the F430. The engine cover is produced by superplastic forming
(using a special quality AlMg alloy). The inner door frame on the 458 is a single, high
pressure die casting (replacing an assembly of six stamped sheet and extruded parts used for
the F430 inner door frame).
The Ferrari 458 is constructed using 70 m of welds and 8 m of adhesive bonding. Ferrari
employs CMT (cold metal transfer) MIG welding, a lower-temperature form of MIG welding
that causes less heat distortion than conventional MIG welding. In the recent past, all the
welding was done by hand, but now it is 40% automatic, performed by robots.
Concurrent with the change from the F360 to the F430 model, the aluminium spaceframe
design was also introduced into the second Ferrari model range, the sports cars with a 12-
cylinder front engine.

Ferrari 612 Scaglietti
(Source: Ferrari)
The Ferrari 612 Scaglietti, a large two door 2+2 coupe produced between 2004 and 2010,
was the second Ferrari all-aluminium vehicle. As on the F360 Modena, the structure consists
of straight aluminium extrusions (38 %) connected by castings (34 %) which acts as joints.
But the spaceframe design has been further developed in cooperation with Alcoa. In addition
to the castings at the joints, there are also large castings at the front and rear to carry the
suspension. Sheet aluminium (28 %) reinforces the structure. The structural aluminum panels
are riveted in position, and the body shell aluminium panels added.
The all-aluminium construction cuts the car weight by 40 % and simultaneously increases the
overall structural rigidity (rigidity-weight ratio) by 60 %. In addition to this, the 612 Scaglietti's
near-perfect weight distribution (46 % front and 54 % rear) means that it offers both the high
performance driving of a mid-engine car and the roomy versatility of a front-engine layout.
Aluminium body shell of the Ferrari 612 Scaglietti

(Source: Ferrari)
Spaceframe of the Ferrari 612 Scaglietti with large cast parts

(Source: Ferrari)

The chassis of the 612 Scaglietti also formed the basis of the 599 GTB Fiorano which was
released in 2006. The 599 GTB Fiorano replaced the 550/575 Maranello and offered more
interior space and power than its predecessors. As the 575 was the last Ferrari to use a steel
chassis, it also completed Ferrari's change to all-aluminium models in the larger volume
range. The aluminium lightweight design makes the 599's chassis 100 kg lighter than the 575
despite being 250 mm longer.
599 GTB Fiorano with its aluminium spaceframe

(Source: Alcoa)
Aluminium product forms in the Ferrari 599 GTB Fiorano spaceframe

(Source: Alcoa)
A similar design concept was used for the aluminium spaceframe of the Ferrari California, a
two-door 2+2 hard top convertible released in 2008.

Aluminium spaceframe of the Ferrari California
(Source: Ferrari)
A thorough mid-life update in 2012 focused on the aluminium spaceframe of the California.
Based on the experience collected in the production of the 548 Italia, weight saving of 30 kg
could be achieved with no loss of rigidity by careful analysis of the entire structure and the
use of 12 newly developed alloys instead of the 8 alloys previously used.
The 599 GTB Fiorano was replaced for the 2013 model year by the F12berlinetta (also
referred to as F12 Berlinetta). Using the improved spaceframe concept of the 458 Italia, an
all-new spaceframe chassis and body shell based on the use of 12 different kinds of
aluminium alloys and the application of new assembly and joining techniques was developed.
Aluminium spaceframe of the Ferrari F12berlinetta

(Photo: Ferrari)
The result was a 20 % increase in structural rigidity while reducing the body weight by 50 kg
compared to the 599 GTB Fiorano. The new chassis also meets all future safety norms
(including side intrusion and roof roll-over protection).

Although Ferrari employs the carbon fibre reinforced plastic (CFRP) technology for
manufacturing its formula 1 race cars and also extreme performance models F50 and Enzo, it
believes that aluminium is better suited at production volumes of about 30 cars per day, at
least for the foreseeable future. However, Ferrari anticipates that it will do more adhesive
bonding than fusion welding in the assembly plant.
1.4.3 BMW - extrusion-intensive aluminium spaceframe designs

Extrusion-intensive spaceframe design concepts are specifically adapted for low volume
production because of the relatively low cost of the extrusion tools and the high design
flexibility.
a) BMW Z8
A spaceframe design concept specifically adapted for low volume production was developed
for the BMW Z8 (E52) roadster in cooperation with Hydro Aluminium. The Z8 was produced
from 1999 to 2003. The space frame was made of extruded aluminium beams and panels,
which reduce the body weight by 30 % compared with steel. The weight of the spaceframe
structure was 230 kg, the total mass of the body-in-white 275 kg.
BMW Z8 roadster (produced from 1999 to 2003)

(Source: BMW)
The aluminium spaceframe structure included about 68 % extruded components and 32 %

sheet panels (plus some steel rivets). Only straight and 2D-bent extruded beams were used.
In case of the sheet panels, care was taken to choose simple shapes. In many cases, only
folding of the sheets was necessary. 290 sheet parts, 86 straight and 24 bent extrusions and
aluminium panels were joined by MIG welding and adhesive bonding plus riveting. The
spaceframe was manually assembled using 57 m MIG welds and 890 self-piercing rivets.

Aluminium spaceframe of the BMW Z8
(Source: BMW)
The stiffness of the central frame, made from properly designed hollow aluminium extrusions,
allowed the application of much lower side sills than normally used for a roadster. The pairs of
the unique aluminium Y arms that connect the front and rear sections provided much of the
torsional rigidity. They also ensured an excellent crash performance. The front and rear arms
were designed to crumple, absorbing energy and transferring forces to the sturdy centre floor
pan.
Frame base structure of the BMW Z8

(Source: BMW)
Depending on the specific application, the extrusion alloys EN AW-6060, 6063 and 6082 were
used for the frame structure. For the structural sheets, the non-age hardening alloys EN AW-
5754 and 5182 were chosen. In case of the closures, the alloy EN AW-6016 was used for the
outer panels, for the inner panels EN AW-5754 or 5182.

Spaceframe of the BMW Z8 roadster (side view)
(Source: BMW)
b) Rolls Royce Phantom

A similar aluminium body design concept was chosen for the Rolls Royce Phantom. The Rolls
Royce Phantom is a saloon automobile made Rolls-Royce Motor cars, a BMW subsidiary.
Launched in 2003, it is the first model introduced during the BMW era.
The Phantom’s aluminium space frame is the largest of its kind ever built for automotive use.
Made up of 248 extruded aluminium profiles and 278 sheet parts, it combines low weight with
extreme strength. The complexity of the design was kept to a minimum; it contains neither 3D
bent extrusions nor cast parts and as little as possible stamped panels. The whole body shell
weighs just 550 kg yet has a torsional rigidity of more than 40,000 Nm/degree – making it at
least twice as stiff as any previous Rolls-Royce.
Extrusion-intensive spaceframe of the Rolls Royce Phantom

(Source: Rolls Royce)
For the extrusions, the alloys EN AW-6060, 6063 and 6082 in T5 or T7 were selected. The
aluminium outer panels are EN AW-6016, the structural panels EN AW-5182 and 5454.

Aluminium product forms in spaceframe of the Phantom
(Source: Rolls Royce)
Produced at BMW’s Dingolfing plant, each frame has 120 m of welds at about 1800 separate
locations, every one completed by hand. There are also 725 self-piercing rivets, 30 clinch
points, 30 resistance spot welds, and about 90 blind rivets. The application of adhesive
bonding was, however, avoided. State-of-the-art measuring equipment and CNC machining
ensures that the entire body is constructed to within a plus / minus tolerance of just 0.1mm.
Most exterior panels are aluminium, except the front wings (SMC) and the boot lid (steel).
Some outer aluminium panels (e.g. the A and B pillar) are produced by superplastic forming in
order to realize the required angular corners of the door opening. The door frames are built
from sheet panels and Magsimal®-59 (AlMg5Si2Mn) castings.
The aluminium spaceframe was also used for the Phantom Drophead Coupe (launched in
2007) and the Phantom Coupe (SOP 2008). For the second generation Phantom, the
spaceframe (SOP 2012) has been further reinforced with the addition of brace bars.
Aluminium spaceframe of the Rolls Royce Phantom

(Photo: Rolls Royce)
1.4.4 Mercedes-Benz – aluminium spaceframe design with large

castings
The first car with an aluminium chassis and body of Mercedes-Benz was presented in 2009.
Developed by Mercedes-AMG GmbH, a wholly owned subsidiary of Daimler AG, the SLS
AMG all-aluminium body was produced by Magna-Steyr. The coupe version was followed in
2010 by the roadster and the in 2012 by the Mercedes-Benz SL (R231).

a) Mercedes-Benz SLS AMG and SLS AMG Roadster
The Mercedes-Benz SLS AMG is a front mid-engine, rear wheel driven coupe. Its newly
developed body shell comprises an aluminium spaceframe combining intelligent lightweight
design with outstanding strength and rigidity. The aluminium spaceframe with a weight of only
241 kg consists of cast aluminium components, extruded aluminium sections and aluminium
sheet panels. Cast components are used at the nodal points where large forces must be
transferred or where different functions must be integrated. Extruded aluminium sections
connect the nodal points to a sturdy structure. The large cross-sections of these aluminium
sections ensure high resistance torque. The resulting body structure ensures a high torsional
rigidity and meets all the requirements in terms of passive safety. Maximum occupant safety
requires the use of ultra-high-strength, heat-formed steel in the A pillars.
Aluminium spaceframe of the Mercedes-Benz SLS AMG

(Photo: Daimler)
Material forms in the Mercedes-Benz SLS AMG spaceframe

(Source: Daimler)
The aluminium spaceframe carries an equally lightweight outer skin: the bonnet, wings, doors
and the side walls and roof are made of aluminium, while the front and rear aprons, side skirts
and boot lid are of glass fibre reinforced plastic. The boot lid accommodates also the various
aerial systems. The application of the superplastic forming technology for the gullwing doors
made it possible to dispense with multi-part components, saving weight and simplifying the
production process.

Cast components have the advantage of specific redirection of forces and allow a variation of
the local wall thicknesses according to the encountered loads. Thus it is possible to
incorporate areas of greater rigidity where required, for example at the chassis connections,
or where large components such as the doors or dashboard are attached. The roof side
member is an example; it carries the structural loads between the front and rear of the roof
frame and also bears the hinges for the gullwing doors. Lightweight design by topology
optimisation also helps to lower the vehicle's centre of gravity.
Cast aluminium parts in the Mercedes-Benz SLS AMG spaceframe

(Source: Daimler)
Other prominent features of the lightweight construction are the transverse reinforcing struts
at the front and rear axles, which are integrated into the body shell structure. The sections
connect the side members precisely where the highest forces act upon the body shell under
dynamic cornering.
The SLS aluminium spaceframe consists of 16 cast parts, 146 extruded components and 197
sheet panels. The applied joining techniques include adhesive bonding, 975 self-piercing
rivets, 581 self-threading screws (Flow Drill Screws) and 70.0 m CMT(Cold Metal Transfer)
MIG welds.
Low centre of gravity – a key design priority

(Photo: Daimler)
The entire vehicle concept has been adjusted for the lowest possible centre of gravity. This
applies both to the low connection of the powertrain and axles, as well as to the arrangement
of body shell structure which has been kept as low as possible. Another design target was
optimum occupant protection in all crash situations, including roll-over. This was achieved by
directing the crash load paths around the strong and extremely rigid passenger cell.

Crash load paths for front and side impact
(Source: Daimler)
Since the roadster variant was already taken into consideration during the conceptual phase
of the SLS AMG coupe, the weight of the body shell of the roadster (243 kg) is only 2 kg
higher than that of the coupe version. Owing to the omission of a fixed roof and gullwing
doors, it was necessary to design the side sills more robustly, i.e. side sills with greater wall
thicknesses and chambers were chosen. In addition, the open-top SLS AMG has a reinforcing
cross-member behind the seats which supports the fixed roll-over protection system.
In order to achieve handling dynamics identical to those of the coupe version despite the lack
of a fixed roof, the roadster has two features designed to increase the rigidity of the body
shell: the cross-member carrying the dashboard has additional supporting struts at the
windscreen frame and at the centre tunnel, and a strut mounting stay between the soft top
and the fuel tank makes the rear axle even more rigid. The side members of the front and rear
modules in both SLS AMG models are identical.
Aluminium spaceframe of the Mercedes-Benz SLS AMG roadster

(Photo: Daimler)
The result is a slight variation of the different materials compared to the coupe: 50 % of the
weight-optimised aluminium spaceframe is made of aluminium sections, 26 % of sheet
aluminium, 18 % of cast aluminium and 6 % of steel. Maximum occupant safety is ensured by
the use of ultra-high-strength, heat-formed steel in the A pillars. No changes were necessary
with respect to the outer skin: the bonnet, wings, doors and side walls are of aluminium, while
the front and rear aprons, side sill panels and boot lid are of glass fibre reinforced plastic. The
three-layered fabric soft top of the SLS AMG Roadster is a weight-optimised, combined
magnesium / steel / aluminium construction which ensures a low centre of gravity and still
ensures the necessary stability for high speeds.

Aluminium spaceframe (side view)
(Photo: Daimler)
Crash load paths in the roadster variant for front and side impact
(Source: Daimler)
The new SLS AMG roadster also meets high passive safety standards. The specified
lightweight construction and outstanding crash characteristics were designed to be in line with
the car’s low centre of gravity and the best possible distribution of load paths around the
occupants – this applies to front, rear-end and lateral collisions, as well as to roof impacts.
During a frontal collision, for example, the continuous side member extends from the front
cross-member to the side skirt, and directs the impact energy into the extremely rigid
structure of the door sill. As a result the passenger compartment remains undistorted during
the usual frontal impact tests. One typical characteristic of the SLS is the front-mid-engine
layout of the drive unit. This positioning behind the front axle provides a large deformation
zone in front of the engine. This in turn allows a firewall of reduced weight, as it is required to
absorb far less energy during a frontal crash than in a vehicle with a conventionally positioned
engine.
Mercedes-Benz also offers an electric drivetrain in the upcoming SLS AMG E-Cell
supercar. Power for the E-Cell will be provided by four electric motors. The E-Cell employs a
permanent all-wheel drive system which is powered by a 400-volt battery made up of 12
modules of 72 lithium-ion polymer cells. The battery is housed in within the carbon fibre
transmission tunnel, which is structurally integrated into the E-Cell’s aluminium body shell.

Aluminium body shell of the Mercedes-Benz SLS AMG E-Cell
(Source: Daimler)
b) Mercedes-Benz SL (R231)
The new SL class model (R231) was formally launched in January 2012. It is the first series
production, all-aluminium car of Mercedes-Benz. Its aluminium body structure weighs 257 kg,
about 110 kg (or 24 %) less than it would using the steel body technology from the
predecessor (R230). Also the number of parts which have to be assembled in the body shop
could be significantly reduced from 496 (R230) to 339 (R231). At the same time, it was
possible to increase the torsional rigidity by more than 20 % over the already very rigid
preceding model. The “intelligent lightweight construction” is characterized by the use of
components optimised for their specific tasks. Diverse processes are used to produce
different kinds of aluminium components depending on their specific application: cast parts
made by chill casting or vacuum die-casting, extruded aluminium sections or aluminium
panels of different thicknesses.
The body-in-white of the SL (R231) is made from 89% aluminium, 8% steel and 3% shared
between SMC (for the boot lid) and magnesium (for the tank cover). The A pillars and the roof
frame are of steel sheet metal incorporating high-strength steel tubing. For these elements,
steel proved to be the optimum solution to provide the required survival space for occupants
in the event of the vehicle overturning with minimum reduction of the field of vision.
Aluminium body-in-white of the Mercedes-Benz SL (R231)

(Photo: Daimler)

The material product mix in the body structure of the SL model is dominated by aluminium
castings. The cast-intensive approach offers significant cost advantages by component
integration, but it also ensures a rigid design and package advantages.
Number of parts Weight

Al sheet panels 75 18 %
Al extruded sections 28 29 %
Al castings 33 45 %
Steel 16 8%
total 152 257 kg
Material product mix in the body structure
(Source: Mercedes-Benz)
Material forms in the Mercedes-Benz SL (R231) body structure

The SL body structure includes several innovative details:

− The longitudinal members in the vehicle front end are extruded aluminium profiles
subsequently formed using the high-pressure hydroforming (IHU) technology. This
enables the creation of highly complex components, permitting optimum use of the limited
installation space.
− The door sills (longitudinal members) consist of 1.7 m long, seven-chamber extruded
aluminium sections. Proper design of the cross section provides the required rigidity in the
lateral sectors and sufficient energy absorption capacity in the event of a collision with a
minimum component weight.
− The tunnel is made of an aluminium tailored welded blank of varying thickness. By using
a tailored welded blank, it is possible to closely adapt the local sheet thickness to the
forces exerted on the component under various loading conditions.

Tunnel made of aluminium tailored welded blank (joined by friction stir welding)
(Photo: Novelis)
− The front wall (upper firewall) is at present the largest aluminium cast component made in
large series. The aluminium casting integrates six individual components into a single
part.
Upper firewall – a large vacuum high pressure die casting

(Photo: Daimler)
− The main floorpan is a three-layer, shaped panel made from thin, hollow extruded
sections, which guarantees highest rigidity. The floorpan is welded together by friction stir
welding.
Main floorpan – thin extruded aluminium sections joined by friction stir welding
(Photo: RIFTEC)

− The rear sector floor frame structure is closed by floor sheet metal panels and the boot
tub made by vacuum high pressure die casting.
− The cast aluminium central member connects the front end with the rear sector floor. The
mounting points for the drive shaft, the transmission cross beam, the transmission tunnel
braces and the seat bolting points on the tunnel side are all integrated into a single
element. The wall thicknesses and rib distribution are designed according to the specific
load requirements.
− The rear sector floor is a MIG welded frame with a hollow cast longitudinal member as its
central element. The low pressure permanent mould casting technique with sand cores is
employed in the SL for the very first time in automotive body construction. The applied
casting method and alloy (AlSi7Mg) ensure high strength with good ductility in the as-cast
state and allow the realization of thick-walled areas without shrinkage cavity.
− A trunk floor panel made from “GreenAlu”, i.e. a sheet blank produced from a rolling ingot
with a recycled content in excess of 90 %.
Aluminium floor structure of the of the Mercedes-Benz SL (R 231)

(Photo: Martinrea Honsel)
The assembly of the body-in-white is a highly automated (>95 %) and includes wide range of
joining methods:
Joining technique Number of
joints or
length of
seal
Resistance spot welds 135
MIG welding 59.8 m
Friction stir welding 8.1 m
Adhesive bonding 76.2 m
Self-piercing rivets 1235
Clinch spots 213
Screws (incl. self-threading 152
screws)
Tacks (ImpAcT) 14
Assembly of the R231 body-in-white (incl. supplied body components)

Most interesting is the replacement of some Flow Drill Screws (self-threading screws) by the
“ImpAcT” (or RIVTAC® tack-setting) joining method. The tack-setting technique uses a nail-
like auxiliary joining part which is accelerated to high speed and driven into the parts to be

joined. There is no need for pre-punching; the pointed tack just displaces the material. A
necessary condition is that the joining parts are sufficiently stiff in order to sustain the
penetration impulse of the tack without major deformation.
Joining technique Body Hang-on

structure (%) parts (%)
Resistance spot welds 2 -
MIG welding 51 -
Friction stir welding 7 -
Adhesive bonding 19 56
Self-piercing rivets 17 28
Clinch spots - 16
Screws (incl. self-threading 3 -
screws)
Tacks (ImpAcT) 1 -
Joining processes used for the body structure and for hang-on parts
The high complexity of the assembly operation is the most remarkable difference compared to
the fabrication of a conventional steel body-in-white. In case of the predecessor (R230),
resistance spot welding was the dominating joining method (88 %), followed by adhesive
bonding (7 %), self-piercing riveting (2 %) and others (3 %).
Material forms used for the hang-on parts

(Source: Daimler)
A range of materials are also used for the hang-on parts. The preceding SL model (R230)
already had an aluminium bonnet, aluminium doors and aluminium boot lid. In the R231, the
bonnet, doors and fenders are again aluminium. The doors are fashioned from a combination
of sheet metal, extruded sections and cast metal parts, joined by diverse methods: riveting,
bonding and hemming. Even the upper door hinges consist of aluminium (the lower hinges
are made of steel). The “intelligent” material mix in the SL Body is completed by the boot lid, a
hybrid design with an SMC (sheet moulding compound) outer and a steel inner panel. Both
materials have virtually identical thermal expansion coefficients and complement each other
very well. The interior steel construction ensures maximum rigidity with minimum use of
space, while the plastic paneling allows the full integration of the various aerials.

Number Weight
of parts
Al sheet panels 35 57 %
Al extruded 14 10 %
sections
Al castings 2 5%
Steel 6 19 %
SMC 5 9%
total 62 62 kg
Materials used for the hang-on parts
(Source: Daimler)
Lightweight material solutions have been chosen also in other areas. The front module is a
combination of an aluminium profile (for the bumper beam), aluminium sheet panels and
glass fibre reinforced plastic. The rear bumper beam and crash boxes are aluminium
extrusions. Die-cast magnesium components are used for the vario-roof structure as well as
for the tank cover. The dashboard mount consists of an extruded and hydroformed aluminium
tube with magnesium struts and moulded-on polymer brackets.
The new SL is also unique among the roadsters in terms of NVH comfort (noise, vibration,
harshness). One contributing factor is a very rigid connection between the front section and
rear floor. The higher sound emission and radiation level of aluminium compared to steel is
compensated by means of a consistent sound insulation concept with targeted adaptation of
the sound damping materials to each problem zone.
Aluminium body-in-white
(Photo: Daimler)
The new Mercedes-Benz SL sets new safety standards for roadsters. The chosen design
concept ensures a very low centre of gravity. Furthermore, the aluminium body shell offers
excellent preconditions for a highly stable and rigid occupant cell as well as for precisely
defined deformation zones. The extruded sections, cast nodes and a double-thickness floor
plate form a sturdy passenger compartment. The tail end and front are designed in such a
way that they can absorb high forces through deformation, thus considerably reducing the
strain on the occupants in a crash in accordance with the principle of the crumple zone. The

crash boxes behind the bumper trim and an exchangeable front module ensure that the
damage sustained during a front impact at up to 15 km/h is limited.
A-pillars in a steel/aluminium material mix and two roll-over bars protect the passenger
compartment in case of an overturn. Normally the two roll-over bars are completely recessed,
but two preloaded pressure springs per cartridge ensure that the roll-over protection shoots to
the support position in fractions of a second. Two aluminium sections in each door together
with the very rigid side sills provide the greatest possible survival space in the event of a side
collision.
Crash load paths in the SL roadster for front and side impact
(Source: Daimler)
The new SL class roadster uses the latest technology in the area of pedestrian protection. A
sensor system is able to register an impact with a pedestrian and ensures that the bonnet is
immediately raised by 85 mm in the rear, creating additional space between the bonnet and
hard components in the engine compartment. Also the deformation properties of the bonnet
have been designed to meet the requirements concerning pedestrian protection. It was
optimized in terms of form and materials, contributing towards the outstanding pedestrian
protection. The SL’s “soft nose” also provides a large impact area, whilst the foam density and
geometry in the front bumper have been optimized for reduced loads during leg impact with
the pedestrian.

Aluminium bonnet design optimized for pedestrian protection
(Photo: Daimler)
1.4.5 Spyker – all-aluminium niche models based on a spaceframe

design
Since the year 2000, Spyker produces exclusive mid-engine sports cars in very small
numbers (< 100 per year) with an all-aluminium lightweight riveted body. The Spyker models
feature an aluminium spaceframe chassis with an integrated roll cage and hand-beaten
aluminium body panels. The chassis of the C8 is built from extruded aluminium box sections
and folded aluminium sheets which are manually welded together.
Designed from the outset to be a roadster, the chassis stiffness shows little difference with or
without the roof. The high rigidity of the chosen design and a pair of very strong and thick A
pillars mean that the car does not need a windscreen header rail. Another specialty are the
"butterfly" doors which swing upward and outward around a single hinge to open. As a result
of the lightweight construction, the C8 model (with a V8 engine) weighs only 1250 kg.
The spaceframe of the Spyker C8 Aileron (presented in 2009) is a development of the original
space frame. Modern finite element and numerical optimization methods have allowed an
increase of the torsional rigidity by 40% without adding any weight. Also the dimensions have
been changed; the wheelbase was increased by 10 cm for improved road handling and more
cockpit space.
Aluminium body concept used by Spyker

(Source: Spyker)

1.5 Cars with an aluminium chassis and a separate body shell
Apart from the aluminium sheet unibody (or monocoque) design and the aluminium
spaceframe, there are also novel aluminium-based lightweight body architectures which offer
unprecedented design flexibility, in particular for small volume production (niche models). One
possibility is the combination of an aluminium chassis with a separate body shell. The
separate body shell can be produced from aluminium, but also other materials (preferably
glass or carbon fibre reinforced plastics).
Efficient low volume production concepts are characterized by functional modularity and low
investment needs in terms of manufacturing equipment as well as tools. Preferred aluminium
components are straight or 2D bent extrusions, simple sheet parts (e.g. produced by bending
and folding or shaped using forming technologies with low tool costs, e.g. superplastic
forming), sand castings, etc. The structural components are MIG welded or joined with
mechanical fasteners, sometimes combined with adhesive bonding.
1.5.1 Lotus platforms for low volume vehicles

With the development of the Elise, Lotus pioneered a new way of designing cars. The
aluminum-tub chassis of the Elise was actually the first part of the Lotus “Versatile Vehicle
Architecture (VVA)”. The same basic chassis has been later advanced for larger vehicles.
a) Lotus Elise
The Lotus Elise is a rear-wheel drive roadster with two seats and a mid-engine which was
released in 1996. The car has a hand-finished fibreglass body shell atop an extruded
aluminium chassis that provides a rigid platform for the suspension, while keeping weight and
production costs to a minimum. The aluminium chassis was developed together with Hydro
Aluminium.
Aluminium chassis of the Lotus small car platform (Elise)

(Photo: Lotus)
The aluminium chassis of the Elise (total weight 68 kg) is an extrusion-intensive design with
only about 10 % sheets (by weight). It consists of 63 straight and 2 bent extrusions as well as
5 sheet panels.
The aluminium components are joined by adhesive bonding, supported by more than 130
self-tapping screws. Adhesive bonding eliminates the distortion that may come with welding.
The applied adhesive is a single-part, heat-cured epoxy paste (XB 5315) from Ciba Polymers.
Each joint is reinforced by EJOT self-tapping steel screws to prevent the onset of peel during
a crash. The assembled chassis is then loaded to an oven where adhesive curing takes place
at 200 °C (curing time about 40 min).

The applied extrusion alloy is EN AW-6063, the sheet alloy EN AW-3105. The durability of the
adhesive bonds is ensured by a proper surface pre-treatment (anodization) of the extrusions.
Both the design of the extrusions and the design of the chassis are specially adapted to the
bonding process. Many of the extrusions link to the neighbouring extrusion with a tongue-in-
groove joint. Also, where parts have to come together, the design ensures wide flat areas for
the bonded joint. Furthermore, the outlines of the extrusions feature small ridges along all
mating surfaces to control the gap width to prevent that the adhesive is squeezed out.
The aluminium chassis is completed with a steel roll-over bar. The body shell is made of
composite body panels with detachable front and rear clamshells.
Chassis of the Lotus Elise

(Photo: Lotus)
Over the years, the aluminium tub chassis has changed only in detail. The Elise's structure,
which includes a composite energy-absorbing front crash structure, is tough enough to meet
all crash standards.
The modular aluminium chassis of the Elise (“Lotus small car platform”) has been also used
for various Lotus models (e.g. Exige, Europa S, 2eleven) and for third party vehicles (e.g.
Opel Speedster (VX220), Tesla Roadster or Melkus RS2000). Also the Zytek Lotus Elise, a
sports car with an electric drivetrain produced from 1989 to 2003, used this aluminium
chassis.
Lotus small volume (Elise) platform

(Photo: Lotus)
b) Lotus Evora
The “Versatile Vehicle Architecture (VVA)” approach has been designed to be applicable to
low and mid-volume applications by utilising low capital investment manufacturing processes.
It progresses the Lotus technology from the Elise family of vehicles, using bonded extrusions

and folded panels, allowing its application for a range of vehicles up to a vehicle weight of
1,900 kg.
The Lotus Evora was launched in 2009. It is a 2+2 rear mid engine, rear wheel driven sports
car. The modular design of the aluminium chassis offers improved manufacturability and
easier repair.
Lotus Evora with an extrusion-intensive aluminium chassis

(Photo: Lotus)
The front subframe and the tub module are bonded and riveted (using self-piercing and blind
rivets), For the front subframe, extrusions with 8 different cross-sections are used, the tub
module includes extrusions with 20 different cross-sections. The extrusion alloy is EN AW-
6060; the sheet alloy is EN AW-5754. The seat belt anchorage frame and the rear subframe
are made of steel. However, the rear subframe could also be welded extrusions.
Extrusion-intensive aluminium chassis of the Lotus Evora

(Photo: Lotus)
The VVA architecture has been designed so that it can be stretched in width, length and
height. The strength and stiffness of the low volume VVA chassis can be modified by varying
the wall thickness of the extrusions, without altering the exterior dimensions. Front and mid
engine installations have been considered, as well as hybrid and electric vehicle (EV)
applications.

The VVA chassis uses advanced assembly techniques, including adhesive bonding, self-
piercing rivets and flow-drill screws for its construction. The self-piercing rivets and the flow-
drill screws (used for single-sided access on closed sections) hold the structure together
during the bonding cure cycle, and prevent adhesive joint peeling in the event of a crash. The
heat-cured high strength structural adhesive is the main joining medium. Used in combination
with the mechanical fasteners, it produces a strong, durable joint and a lightweight shell with
exceptional torsional stiffness.
Versatile Vehicle Architecture: Evora platform

(Photo: Lotus)
The separate front subframe enables its replacement in the event of accident damage when
suffering a frontal impact or when the suspension mounting points become damaged. Also
the front bumper beam can be separately replaced if required after a minor frontal impact.
The centre section essentially determines the global vehicle torsional stiffness. At the rear,
the separate steel rear subframe with detachable bumper facilitates crash repair as at the
front. During vehicle assembly, the engine transaxle and rear suspension and exhaust system
are all assembled to the rear subframe before this completed module is offered up to the
aluminium centre section. The rear subframe can be also fabricated from welded aluminium
extrusions.
1.5.2 Aston Martin’s aluminium VH platform

Lotus’ influence extends to Aston, for whom the company consulted in the development of its
Vanquish model, manufactured from 2001 to 2004. Aston Martin employed basically the same
chassis technology as that used in the Lotus Elise, i.e. an extrusion-intensive aluminium tub
chassis.
The main body structure of the Aston Martin Vanquish, a two door 2+2 coupe, included a
combination of extruded aluminium sections and folded aluminium panels which were
adhesively bonded and riveted. The aluminium tub was then bonded to a central carbon fibre
reinforced plastic transmission tunnel. Carbon fibre A pillars, an all-aluminium suspension and
aluminium body panels served to keep weight down. The stiff aluminium/carbon composite
construction chassis was completed with a composite front and rear crash structure and
superplastically formed aluminium as well as composite outer panels.

Aluminium chassis and carbon transmission tunnel joined by a structural, hot curing
adhesive (left) and aluminium front structure (right)
(Source: Aston Martin)
The finished aluminium chassis had a weight of 145 kg, it consisted of 40 straight extrusions
with a total weight of 100 kg and 40 sheet panels (total weight 45 kg). 176 rivets and 76 self-
threading screws were used for assembly.
Aluminium/composite chassis of the Aston Martin Vanquish V12

The aluminium chassis of the original Aston Martin Vanquish evolved into the VH (for
vertical/horizontal) platform that would go on to underpin all future Aston Martins (except for
the One-77 which uses carbon architecture and the Cygnet). At the time it was not considered
to be a VH platform, but in retrospect it should be treated as one.
The Aston Martin 2+2 DB9 coupe (released in 2004) featured the first official all-aluminium
VH platform with an aluminium/composite body. The outer body panels are not structural, i.e.
the VH platform allows for inexpensive restyling of future models.

Aston Martin DB9
Drawing on the experience and technology pioneered in the Vanquish, the DB9's frame is
made entirely from aluminium. Die-cast, extruded and stamped aluminium components are
adhesively bonded, supplemented by mechanical fixing using self-piercing rivets. Despite
being 25 percent lighter than the steel body shell of the preceding DB7, the DB9 structure has
more than double the torsional rigidity.
The adhesive is applied by a robot; computer controlled hot-air curing ensures high bonding
accuracy and repeatability. The aluminium frame is the skeleton to which all the mechanical
components are either directly or indirectly mounted. The body panels are then fitted to the
frame, again using adhesives. The bonnet, roof and rear wings are aluminium. The front
wings and boot lid are composite. Cast aluminium is used in the windscreen surround.
Magnesium is used in the steering column assembly and inner door frames. The driveshaft is
made from carbon fibre reinforced plastic.
Top view of the aluminium chassis of the Aston Martin DB 9

(Photo: Aston Martin)
The bonded aluminium chassis of the VH platform was also used for the Aston Martin V8
Vantage and its variants as well as the Aston Martin DBS presented in 2007. The DBS
became the first production Aston Martin to make extensive use of carbon fibre reinforced
plastic body panels. Carbon fibre panels are used for the boot enclosure, boot lid, door
opening surrounds, front wings and bonnet, resulting in a weight reduction of 30 kg over the
conventionally used aluminium panels without any reduction in strength.

Aston Martin’s all-aluminium VH platform with an aluminium/composite body
The third VH chassis is used in the Aston Martin Rapide. It differs from the first two
generations as it is longer to accommodate the longer four door body. The Aston Martin
Rapide is a four-door, high-performance sport saloon which was introduced in early 2010.
The Rapide shows the same extruded, bonded, and riveted aluminum chassis construction as
the earlier DB9 models, although it is larger than any model previously adapted from the VH
architecture.
Body structure of the Aston Martin Rapide

The new Aston Martin Vanquish (2012 - ), the fourth generation of the VH platform, uses even
more carbon fibre in its design than previous VH chassis.
1.5.3 Morgan – a sheet-based aluminium chassis
The Morgan Aero 8 sports car (2001 – 2010) was the first Morgan vehicle with an aluminium
chassis and frame as opposed to traditional Morgan vehicles that had an aluminium skinned
wooden body shell on a steel ladder frame chassis.
Manual fabrication of small production volumes led Morgan to look for a design with minimum
tooling cost. Consequently, Morgan developed an aluminium chassis structure built mainly
from flat aluminium sheets, but reinforced by extrusions for cross members and longitudinal
members. The stiff, lightweight chassis consists of 32 aluminium alloy panels which are
adhesively bonded and riveted. The aluminium alloy sheets are especially surface pre-treated
and then bonded with Gurrit Essex adhesive (a technology developed by Alcan). For riveting,
self-piercing Boellhoff rivets are used. An ash frame is then mounted on the aluminium
chassis which carries the aluminum body panels.
The Aero 8’s unique construction consisting of an aluminium chassis, combined with the
traditional Morgan ash wood body shell and superplastically formed aluminium outer panels
make it a very strong, but also very light open top car. The same design concept is also used
in Morgan’s current car models (e.g. Morgan Plus 8).

Aluminium chassis of the Morgan Aero 8
(Photo: Morgan)
Morgan Plus 8 with an aluminium chassis and aluminium outer panels on a wood
frame
(Photo: Morgan)
1.5.4 Chevrolet Corvette
In the Corvette Z06 (start of production 2006), the steel frame of the conventional C6 was
substituted by an almost identical aluminium spaceframe, thereby reducing the mass by over
30 %. The spaceframe engineered by Dana Corporation, was completed with glass fibre
reinforced plastic body panels.
The spaceframe, consisting of 90 aluminium components (21 extrusions, 8 castings, and 61
sheet stampings), also leads to a reduction in the overall number of parts used. The one-
piece, hydroformed perimeter frame with cast suspension nodes is made from a 4.8 m long,
extruded EN AW-6063 tube (weight 24 kg). The standard C5/C6 steel frame is 3 mm thick
and weighs 228 kg, while the Z06 aluminium frame is 4 mm thick and weighs only 178 kg, but
shows a 50 % higher bending and torsional stiffness. The EN AW-6063 frame rail is heat
treated to the T7 temper; because of the resulting excellent combination of strength and
elongation provide outstanding crashworthiness.
EN AW-6063 alloy extrusions are also used for the bumper reinforcements, the A pillar, and
the roof reinforcement bar. In addition, there is an EN AW-6061 T6 extruded seatback beam.

Stamped aluminium panels are used for the B pillar assembly and the construction of the floor
and tunnel (made from annealed 4 mm thick EN AW-5745 sheets). A356 aluminium castings
are used for the front and rear suspension-mounting locations.
The Z06 aluminium structure is held together by MIG and laser welds as well as self-piercing
rivets. Laser welding is used specifically in the tunnel area, there are in total 14 m of laser
welds (which equates to nearly one-third of the frame’s welds). 236 self-piercing rivets are
used for assembling some stamped pieces together, for example the B pillar.
Aluminium spaceframe of the Corvette Z06

(Photo: General Motors)
Early 2013, General Motors unveiled the Chevrolet Corvette Stingray C7 with its multi-
component, all-aluminium chassis, which 45 kg lighter and 57 % stiffer than the current C6
Corvette’s hydroformed steel rail-based frame.
The aluminium chassis/passenger cell structure includes 10 castings, 38 extrusions, 76

stampings, and three hydroformed parts. The body structure of the C7, whether coupe or
convertible, is basically an open-air design that has no roof structure to add extra support.
Apart from the lighter weight, the increased stiffness and the improved crash worthiness were
therefore the main factors to change from steel to aluminium.
In addition to the new aluminium structure, the C7 Corvette also uses an increased amount of
carbon fibre reinforced plastics in the exterior body panels. Carbon fibre reinforced plastic
panels are used selectively in the largely non-load bearing skin panels, the bonnet and the
removable roof panel for the coupe, along with interior trim panels.

Aluminium spaceframe of the Corvette Stingray C7
The chassis is composed of two perimeter main frame rails, an enclosed box beam-like
“tunnel” structure, and a cockpit assembly. Whereas the previous C6 Corvette featured
hydroformed steel-tube main frame rails with a constant 2 mm wall thickness, the C7’s
chassis employs rails composed of five customized aluminium segments with thicknesses
ranging from 2 to 11 mm.
The Corvette’s chassis assembly features part interfaces that were made using various
joining methods including conventional MIG welding, a patented spot-welding method
developed by GM as well as screw-bolts reinforced with adhesives. Resistance spot welding
of aluminium with a newly developed multi-ring electrode eliminates the need to use self-
piercing rivets.
Aluminium spaceframe of the Corvette Stingray C7

The aluminium extrusions in the front crush zone are made of a high strength EN AW-7xxx
(AlZnMg) alloy and are designed to folds like an accordion to absorb the impact energy. The
hollow cast node at the suspension-cradle interface is composed of a high-strength aluminium
casting alloy (A356). Next come a hydroformed aluminium tube centre section, followed by
another hollow cast A356 node and the rear crash management system made from EN AW-
6xxx (AlMgSi) alloys. In the middle of the frame structure is an aluminium box beam-like
assembly with a high stiffness shear wall structure that is strengthened with four thin walled,
vacuum die-cast plate reinforcements.
1.5.5 Mitsubishi’s i car concept

The Mitsubishi i model is a super-mini car, first released in 2006. It is the first four-door
automobile since the 1960’s with the engine behind the passengers, in an attempt to improve
safety and interior space without enlarging the overall exterior. A lightweight aluminium space
frame structure and the rear-engine layout allowed the incorporation of a large front
deformation zone in order to meet current safety legislation requirements without
compromising interior space.

The basic framework of the original body concept consists of aluminium extrusions and
aluminium die-castings, the floor and roof panels are formed from aluminium sheet
stampings. Aluminium extrusions are used for the side members and cross members of the
underbody and the roof side rails (which include the A pillars) and roof bows of the upper
body. Vacuum-high pressure die castings are applied for the B and C pillars as well as for
some connecting nodes. Aluminium stampings are used for the floor, dash panel, roof and
rear quarter panels.
Some aluminium hang-on parts were later substituted by plastic panels. The Mitsubishi i-
MiEV (MiEV: Mitsubishi innovative Electric Vehicle), a five-door hatchback electric car which
is produced since 2009, and derivative models use a hybrid approach with a plastic roof and
other hang-on parts. Aluminium is used for the rear suspension and rear body. Such a
concept reduces the weight around the rear axle where the powertrain and EV system
components are installed and thereby achieves an ideal 50:50 front/rear weight distribution.
The aluminium spaceframe with its optimum layout of structural members, including front-side
and cross members efficiently absorbs crash energy in the event of front-end or side collision.
In a collision from the rear, the EV components under the back seat and rear floor serve as a
barrier to ensure the integrity of the passenger compartment. Thus excellent occupant
protection in collisions from any direction is ensured, even when colliding with a vehicle of
different height or weight.
1.5.6 Artega GT
The Artega GT was a rear wheel driven two-seat sports car with a mid engine. The first
prototype was presented in 2007. The Artega GT had an aluminium space frame and a
carbon fibre reinforced body which led to a light curb weight of approximately 1,100 kg. The
roof and the engine rear module were designed as a tubular space frame made of high-
tensile stainless steel. On September 30, 2012 the production of the Artega GT was halted,
there are no plans to resume production.
Artega GT, a sports car with an aluminium space frame complemented with stainless
steel tubes and carbon fibre reinforced hang-on parts
(Source: Artega)
1.5.7 The BMW LifeDrive concept

Designing a fully electric vehicle offers the chance to completely rethink vehicle
architecture. The LifeDrive concept developed by BMW is a revolutionary body concept
specially designed for alternative drivetrains. It consists of two horizontally separated,
independent modules. The Drive Module, an aluminum chassis, forms the solid basis of the
vehicle. It combines the battery and drive system, plus a range of structural and basic crash
components into a single lightweight, high-strength module. The key to the LifeDrive
architecture concept is the integration of the battery into the vehicle structure resulting in a

low centre of gravity. The Life Module is a high-strength and extremely lightweight passenger
cell made from carbon fibre reinforced plastic.
Design concept of the BMW i cars: BMW i3 (left) and BMW i8 (right)
(Source: BMW)
1.6 Mixed-material body structure designs
The described body design concepts open the possibility to realise a range of mixed
constructions whereby not only the applied aluminium product forms can be varied, but also
different materials or material combinations can be used. An alternative lightweight body-in-
white concept to the all-aluminium design calls for applications of aluminium together with
high and ultra-high strength steels, magnesium and plastics or composites, where applicable.
The principle idea is to use the "optimum" material for the appropriate functions: driving
performance, safety and fuel efficiency. The additional goal is to achieve an overall cost
efficient light-weight design.
Specific technical solutions associated with such multi-material designs must be addressed in
the areas of joining and finishing (coating) as well as in the control of different thermal
expansion and protection against galvanic corrosion.
A forward-looking mixed-material concept was realised first by BMW for the 5xx (E60) series
combining an aluminium front structure with a steel passenger cell. The advantage of such a
design is – apart from the weight reduction – an optimized axle load distribution. With the new
AUDI TT (8J), another hybrid body structure was realised where an aluminium space frame
for the front section and the passenger cabin was combined with a rear section designed in
high strength steels. Similar lightweight design concepts with a steel body structure and
aluminium components − preferentially in the front − were further developed in various new
car models.
Apart from lightweighting with aluminium, also lightweight components made from other
materials (in particular fibre reinforced composites) can be applied similarly.
1.6.1 BMW aluminium front end
In 2003, BMW presented with the 5 and 6 series models the first car bodies with a lightweight
aluminium front end. The front end consists almost entirely of aluminum while the transition to
steel occurs in the front bulkhead area. The "weight-reduced aluminium front end" (GRAV)
not only offers a significant weight reduction compared to the preceding model, but is also a
significant factor in attaining the ideal 50/50 axle load distribution.
Consequently, the material composition of the body of the 5 series sedan was:
− 18 % aluminium alloys (including the front-end substructure, bonnet and front
fenders)
− 20 % deep drawing steels
− 42 % high strength steels
− 20 % advanced high strength steels.
For the 6 series cars, which also included aluminium doors, the aluminium share increased to
26 %.

With the introduction of the new BMW 5 and 6 series cars in 2010, however, the aluminium
front end was dropped and BMW returned to a complete steel body.
BMW 5 series (E60) with an aluminium front end

(Source: BMW)
The “weight-reduced front end” includes in total 101 parts (aluminium and steel stampings,
aluminium extrusions, aluminium high pressure die castings and a hydroformed aluminium
tube). There are 86 aluminium and 15 steel parts. The respective weight share is:
- Aluminium 29.4 kg and
- Steel 16.4 kg.
Different aluminium alloys have been used for the fabrication of the front end:
Sheet stampings: EN AW-5042 (AlMg3.5Mn), EN AW-5182, EN AW-6008

(T4),
Welded tube: EN AW-5042,
Extrusions: EN AW-6060 (T5), EN AW-6082 (T6)
Castings: Magsimal-59™ (~ EN AC-51400DF)
Impact extrusion: EN AW-6082.
The front longitudinal beam is an EN AW-6060 extrusion combined with an EN AW-6008

sheet panel on the outside. An extruded profile (alloy EN AW-6082) closes the front end and
serves as the transition plate to the front crash management system. The suspension strut
dome is a high pressure die casting. The starting product for the cross beam under the front
window is a longitudinally seam welded tube (wall thickness 1.4, diameter 95 mm) made of
AlMg3.5Mn which is bent and hydroformed in two steps with an intermediate anneal for
improved formability. All the aluminium parts are conversion coated before assembly.

Aluminium product forms
(Source: BMW)
The following joining methods are employed in the assembly of the front end:
− Self piercing rivets: 598 rivets
− Resistance spot welding: 140 spots
− MIG welding: 3.1 m
− Laser welding: 1.7 m
− Stud welding: 48 bolts
− Adhesive joints: 15.8 m total (6.7 m aluminium / steel).
Adhesive bonding (using the epoxy adhesive Betamate 1480) is always combined with self-
piercing rivets. For corrosion protection, the self-piercing rivets are ALMAC coated and the
joints are PVC sealed. This approach also ensures the corrosion resistance of the
aluminium/steel joints where the adhesive acts as an isolating layer. A specific challenge was
the MIG welding of the thin aluminium components. For this reason, Nd-YAG laser welding
(with AlMg4.5Mn filler metal) was used for a weld on the hydroformed cross beam.
Adhesive bonds in the aluminium front structure (left) and the aluminium/steel joint
(right)
(Source: BMW)
Special care must be also taken with respect to electrically conducting connections, e.g. with
respect to grounding. Also an aluminum body section offers reduced shielding against
external electromagnetic radiation, making it necessary for separate shielding of the wiring
harnesses and electronic control units. But riveted and bonded aluminium components do not
always provide a guaranteed circuit to ground. This results in the need to connect individual
front end components with small EMC safety weld seams.
1.6.2 Audi TT
The second generation of the Audi TT (8J), which is available as a 2+2 coupe or a two-seater
roadster, was revealed in 2006. It features a hybrid aluminium and steel construction. The
front end, the floor and the superstructure are made of aluminium, with deep drawn steel

being used for the doors and the trunk lid. The rear section of the floor assembly, the tail
panel and the bulkhead of the Roadster are made of high-strength steel. This material mix
provides for an optimal distribution of axle loads and thus improved dynamic handling.
Hybrid aluminium and steel body structure of the Audi TT

(Source: Audi)
In the new Audi TT, steel sheet parts are used for the first time in the Audi Space Frame
design concept together with aluminium castings, aluminium extruded sections and aluminium
sheet stampings. The use of steel sheets in the rear body section improves specifically the
vehicle weight distribution. Compared to the previous model with its steel body, the curb
weight nevertheless decreased by 20 to 90 kg; depending on the model. At the same time,
the new TT has grown in size and the static torsional rigidity was increased by 50 % in the
coupe (100 % in the roadster).
Hang-on parts of the Audi TT

(Source: Audi)
The weight of the body is 206 kg for the coupe (or 277 kg including attachments such as
doors and lids) and 251 kg for the roadster. The weight advantage over a comparable all-steel
body shell is approx. 100 kg. The material mix is dominated by aluminium, which accounts for
69 % of the coupe’s weight and 58 % of the weight of the roadster. In the coupe, the
aluminium fraction comprises 63 kg (31 %) of panels, 45 kg (22 %) of castings and 32 kg (16
%) of extruded sections.

Material product forms in the Audi TT coupe
(Source: Audi)
The aluminium/steel hybrid body structure also ensures a low centre of gravity. Furthermore,
the crash performance of the body shell is enhanced by means of load-bearing structures at
the front end, sides and rear end.
Low centre of gravity

(Source: Audi)
Special have to be taken with regard to the strength and corrosion protection of the joints
between the aluminium and steel body parts. Thermal joining processes can be ruled out
because it is not possible to make a joint which has the requisite structural and dynamic
strength and will not result in contact corrosion.
A safe, durable joint between aluminium and steel parts is ensured by non-thermal joining
using self-piercing rivets and screws in combination with adhesive bonding. The following
anti-corrosion measures have been taken:
 Coating of all steel screws and fasteners such as self-piercing rivets

 Galvanising of all steel sheet parts
 Insulation of the mating materials by the applied adhesive layer
 Sealing of aluminium-steel joints either with PVC or coated with wax preservative
after the cataphoretic dip coating process.

Joining the aluminium and steel body parts
(Source: Audi)
A variety of joining processes are used in the fabrication of the body of the Audi TT. A
principal joining technique is self-piercing riveting (using semi-tubular rivets). It is used for
joining aluminium body parts and for joining aluminium to steel body parts. Self piercing rivets
with two different diameters and lengths are used. Also self-threading screws (Flow Drill
Screws) are used for both aluminium/aluminium and aluminium/steel joints.
A new mechanical joining technology first used in the Audi TT is solid self-piercing riveting
(Kerb-Konus rivets). In contrast to the semi-tubular rivets, solid rivets are punched through
both sheets. In the Audi TT, 48 aluminium and 48 coated stainless steel solid rivets are used.
Unlike steel rivets, aluminium solid rivets can be mechanically reworked. Aluminium solid
rivets are used in the C post drip moulding area, while coated stainless steel rivets are used
in the region of the roof frame.
Technology Process Quantity

Mechanical Self-piercing rivets 1606 pieces
joining
Flow drill screwing 229 pieces
Solid punch riveting (Kerb- 96 pieces
Konus)
Clinching 172 pieces
Thermal MIG welding 21.5 m
joining
Laser welding 5.3 m
Resistance spot welding 1287 spots
MAG welding 0.8 m
Stud welding 241 pieces
Bonding Adhesive bonding 97.2 m
Joining technologies applied in the Audi TT

(Source: Audi)
Clinching is used on attachments such as doors and lids. Several clinched joints are also
located in the area of the B pillar and rear wheel arch. In this area, aluminium sheets as well

as steel and aluminium sheets are clinched together. MIG welding is principally used for joints
between aluminium castings and extruded sections, but also some sheet parts. For the
assembly of steel parts, the usual techniques of resistance spot welding and, to a lesser
extent, metal active gas welding (MAG welding) are applied.
Laser welding has been used for welding aluminium sheet parts onto castings or extruded
parts before. But as a first in the Audi TT, also the invisible joint in the roof area is joined by
laser welding. The joint between the roof frame and roof panel is reworked and surface
finished automatically in the production line using a brushing process. Consistent laser
welding of aluminium parts requires a perfectly clean surface of the parts to be welded. This is
ensured either by washing the components followed by chemical pickling or by the application
of a new laser cleaning process where a controlled laser beam running ahead of the welding
beam removes all residues from the surface.
In certain areas, adhesive bonding is used supplementary to clinched and punch riveted
joints, flow drill screw connections as well as resistance spot welds in order to improve joint
strength. Adhesive bonding is also used for strengthening of seam joints, e.g. in the rear
wheel arch. In other areas of the body, adhesive beads are used for sealing and insulation
between aluminium and steel sheets, as well as for noise reduction.
The application of all these measures allowed an increase of the degree of automation in the
body shop from 30 % for the preceding TT model to approx. 98 % for the new Audi TT.
1.6.3 Porsche’s aluminium-steel hybrid body shell

With the new 911 Carrera coupe and cabriolet (type 991), Porsche introduced in 2012 a
completely redesigned lightweight aluminium-steel body construction. The underlying idea of
this design is the use of the right material in the right place. The extensive use of aluminium to
reduce the vehicle’s weight is balanced with elements of steel of varying degrees of strength
for a more rigid body and optimum occupant protection. Parts that are especially important for
passive safety, such as the inner roof frame and the B pillar, have been made in ultra high-
strength, boron-alloyed steels. A continuous side impact support strut made of square ultra
high strength steel is fitted between the B pillars. Also the side panels have been
reinforced with high-strength components, like the door sills and door reinforcement
beams. The new modular roof design also provides advantages in terms of weight. For the
series model without a sliding roof, the steel outer skin of the roof has been replaced with
aluminium.
Material use in the Porsche 911 Carrera

(Source: Porsche)
The new aluminium-intensive body construction leads to a weight reduction of the new model
of up to 45 kg compared to previous generations. Up to 45 kg less total weight than the

previous generation, however, means a total weight reduction of 98 kg in the basic vehicle
design. Increased safety requirements, a longer wheelbase, fuel consumption reduction
measures and a more powerful engine first led to a weight increase of around 58 kg in
comparison to the previous models. In addition, the reinforced aluminium-steel body shows
an increase in dynamic torsional stiffness of up to 25 % compared with that of the previous
model
Aluminium is used for about 45 % of the body shell, including the floor, roof, doors, engine
compartment lid and all structural and exterior sheet panels forward of the windshield. Apart
from the passenger cell, steel is limited mainly to the piece that forms the rear quarter-panels
and door frames, a complex single part that requires seven separate stamping steps.
Magnesium is used for cockpit and centre console support beam and, in the cabriolet models,
the bonnet shell elements.
With a weight of 1,470 kg, the cabriolet is 60 kg lighter than the predecessor. Another
interesting fact is the weight difference between the cabriolet and the coupe. The
cabriolet is only 70 kg heavier than the coupe, compared with the usual weight difference
of around 100 kg. The cabriolet has a folding fabric roof with a predominantly cast
magnesium frame; aluminium is only used for a few hood frame links.
The chassis of the third generation Boxster (981), presented in 2012, is also an aluminium-
steel hybrid construction, similar to that of the 911. Aluminium comprises of 46 % of the whole
body-in-white. Aluminium parts include outer panels like the front bonnet, engine lid and doors
as well as structural components like the floor pan, bulkheads, door frames, and the frame for
mounting rollover hoops and nearly the whole front and rear structures. High-strength steel
and boron steel are used mainly around the survival cell to provide the necessary crash
protection with minimum space requirement. The dash support and the frames of soft roof are
made of magnesium. Overall, torsional rigidity has been increased by 40 % from the
preceding model, while kerb weight has been cut by 25 to 35 kg.
Material forms in the Porsche Boxter (981)

(Source: Porsche)
Both vehicles use a mix of materials, but aluminium is the main structural material. For
convertibles aluminium or fibre reinforced plastics are a good choice of body material since
the only connection between the front and rear sections of the car are the central tunnel and
sills. Thus materials with inherently better stiffness for a given weight offset the need to use
more material than in a body shell with a fixed roof.
Also the body of the new Cayman is an entirely new development based on the mixed
aluminium-steel body-in-white of the Boxster. Around 44% of the new Cayman body-in-white
consists of aluminium, including the front body, floor and rear body, the doors and the front

and rear boot-lids, reducing the structure's weight by 47kg. At the same time, the car's static
torsional rigidity has been boosted by 40 %.
Material forms in the Porsche Cayman

(Source: Porsche)
The new vehicle benefits from the use of die-cast aluminium, sheet aluminium, magnesium
and high-strength steels and now weighs 1,320 kg, compared to the previous generation's
1,330 kg, Some of the weight reduction has been offset by a larger glass surface area and
larger wheels.
1.6.4 Hybrid steel-aluminium body of the Audi A6 (2011) and A7
The bodies of the new Audi A6 (C7) and the A7 Sportback show a hybrid steel-aluminum
construction which weighs roughly 15 % less than a comparable all-steel body. They are
made up of more than 20 % aluminium, making them roughly 30 kg lighter than that of the
previous A6 model.

Hybrid steel-aluminium body as used for the Audi A6 (C7) and A7 Sportback
(Source: Audi)
The hybrid concept provides the basis for systematic lightweight construction. The aluminium
components are largely concentrated in the front end, i.e. specifically improving the axle load
distribution. The crossbar in the engine compartment and the cross-members behind the front
and rear bumpers are extruded aluminium sections. The front strut domes are aluminium
castings. Also the control arms, pivot bearings and wheel carriers include aluminium
components to reduce weight. The integral subframe behind the instrument panel, the rear
shelf, the bulkhead to the trunk, the cross-member in the trunk, the front fenders, the doors,
the bonnet and the trunk lid are made of aluminium panels.
The passenger compartment of both the A6 and the A7 Sportback includes components
made of hot-shaped steel. They can be found in the transition from the front section of the car
to the passenger cell, in the A-pillars and the roof arch, as reinforcements for the centre
tunnel and the side sills, at the transition of the side sills to the rear section of the car, as
cross-bracings in the floor panel and as B-pillars. In many zones, such as the bulkhead cross-
connection, Audi uses tailored blanks. In some areas, the steel components in the body
already follow the ASF (Audi Space Frame) principle. Thus the A6 and the A7 Sportback
represent a gradual transition from the monocoque design to a new multi-material space
frame.

Hybrid Steel-aluminium body structure of the Audi A7 Sportback
(Source: Audi)
1.6.5 Aluminium hybrid bodyshell of the Mercedes-Benz S class

(W222)
Mercedes-Benz describes the body of the 2013 S class model (W222) as a third-generation
aluminium hybrid bodyshell. The body consists of 50% aluminium in combination with high-
and ultra-high strength steels. A lightweight design concept by material and geometrical
optimisation coupled with a highly complex joining technology (specifically the application of
additional mechanical joining technologies) allows the new S class model to further raise the
bar in the demanding luxury saloon segment – without adding weight. The lightweight index,
the torsional stiffness in relation to weight and vehicle size, has been improved by 50%
compared to the predecessor model. A further design goal was a better NVH performance
than the already very good preceding model.
Aluminium hybrid bodyshell of the Mercedes-Benz S class (W222)

(Source: Daimler)

The entire outer skin of the S class model, including the roof and the front section of the body,
consists of aluminium. In the case of detachable body parts such as the wings, bonnet and
boot lid, the use of aluminium adopted for the previous model series was continued. A new
development is, however, the lightweight aluminium front section which also greatly enhances
crash and NVH performance. Cast aluminium and extruded aluminium sections are used in
addition to sheet aluminium. Die-cast aluminium was chosen for the shock absorber strut
bracket because of its good integration properties. In this way, it was possible to connect the
front module without additional holders. In order to improve the safety system as a whole, a
cross-functional load path was conceived. Additional support is provided by the aluminium
struts running in X-direction from the shock absorber strut bracket to the cowl. Supplemented
by a multi-piece framework, these struts also help to suppress the Y-movement of the side
members. This design allowed the incorporation of a new load path into the limited package
installation space in the front section. The forces are applied to the bodyshell structure in the
three-piece cowl, which has been configured as a cast aluminium component in the centre
section. The casting allows a functionally perfect connection with distinct advantages in terms
of weight and installation space. The firewall area is a sheet steel design which also allowed
the integration of the complex hybrid joint between the aluminium front section and the steel
cell.
In addition to the front section, the integral carriers are also made of aluminium. As well as
acting as a component carrier for numerous components (i.e. the complete cooling module in
addition to the engine, steering, torsion bar and front axle), the integral carrier is a central
component of the front-end structure when it comes to performing crash and NVH functions.
The integral carrier's side members also form the third crash load path in the front section. In
order to meet these multiple requirements, a complex aluminium mix comprising die
castings/permanent mould castings, extruded sections and sheet metal parts was also
required here.
The side members have been designed as combined aluminium extruded sections/castings to
optimise crash performance, rigidity and component integration. The protrusions of the
extruded aluminium sections of the side members required for package reasons have been
designed to also have a positive effect on folding behaviour in the event of a crash. The side
members are connected to the steel passenger cell by means of cast aluminium components
that allow a very rigid connection and integration of the integral carrier connection.
The aluminium roof is another key area for lightweight design as reducing weight here has a
positive effect on the vehicle's centre of gravity and on NVH characteristics. A major
challenge here was integrating the roof into a steel structure. This was achieved by
implementing an efficient and simple assembly solution in the bodyshop, which involves the
roof being fixed to the bodyshell structure using shackles with defined spacing for the purpose
of production in the factory.
Crash load paths in the Mercedes-Benz S class (W222) body structure

(Source: Daimler)
The safety passenger cell is made using an extremely high percentage of high-strength steel,
including roll-formed boron steel in critical load path areas. The rear panel and cockpit cross-
member are designed as hybrid metal/plastic constructions.In addition to this, structural

foams sections are used in the A/B/C-pillars to increase bodyshell rigidity and ensure high
NVH performance.
In order to reduce the loads exerted on a pedestrian if their head hits the bonnet of the
vehicle, the deformation space between the bonnet and the components beneath it has been
optimised. This was achieved in part by appropriate positioning of components such as
control units or fluid reservoirs in the engine compartment. Furthermore, the S class model
features an active aluminium bonnet with a homogenously reinforced inside face. In the event
of a collision with a pedestrian, sophisticated sensors combined with intelligent algorithms
trigger pyrotechnic actuators in the area of the bonnet hinges which raise the bonnet by
around 80 mm.
1.6.6 Mixed aluminium/CFC designs

Carbon fibre reinforced plastics (CFRP) can be used to build the chassis or the frame of a
vehicle instead of the usual choice of metals. However, a chassis can also be only partly
made of carbon fibre composites. In this case, the other part is usually aluminium and both
parts are bolted together.
Several supercars use a carbon fibre tub around the passenger compartment with the rest of
the chassis extending forward and rearward of the tub made of aluminium.
As an example, the Lexus LFA utilises a hybrid carbon/alloy chassis, with its carbon fibre
central structure bonded to aluminium subframes at the front and rear.
CFRP cabin and aluminium frame of the Lexus LFA (2010)

(Source: Lexus)
Another example is the Mercedes-Benz SLR McLaren (199), a super sports car which was
produced by McLaren between 2004 and 2009. A sand cast aluminium engine carrier
separates the front impact zones from the CFRP passenger compartment.

Body structure of the Mercedes-Benz SLR McLaren
(Source: Daimler)
Most interesting is also the Audi Crosslane concept which was presented at the Paris auto
show in 2012 with its multi-material space frame. Extruded aluminium profiles form a stiff,
closed structure around the passenger compartment. Aluminium sections underneath the
bonnet connect the aluminium frame around the grille, which has also a structural function,
with the safety cell. The front and rear crash management systems are made of carbon fibre
reinforced composites, other carbon fibre reinforced composites within the passenger
compartment such as the interior sill beams, firewall, tunnel and floor cross beams are also
part of the supporting structure. Planar glass fibre reinforced plastic panels complete the car
body structure.
Audi Crosslane 2+2 coupe concept

(Source: Audi)

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Applications – Car body – Body structures

Version 2013 © European Aluminium Association (auto@eaa.be) 1

1.1 Body design concepts

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Unibody design concept

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Tubular space frame design of the Mercedes-Benz 300SLR racing car

1.2 Car body design with aluminium

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Cost of different aluminium structural body components (schematic)

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Aluminium-intensive car body design concepts

1.3 Sheet-intensive aluminium body structures

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The Ford P2000 was developed as a purpose-designed aluminium-intensive mid-sized sedan

General Motors EV1 with an AVT body structure

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1.3.2 Joining technology – the key to success

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Self-pierce riveting of aluminium

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Aluminium body-in-white of the Jaguar XJ (X350)

Aluminium product forms in the Jaguar XJ (X350)

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Joining technologies applied in the Jaguar XJ (X350) body-in-white

Aluminium body of the Jaguar XJ (X351)

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Extruded and hydroformed aluminium cant rail

Aluminium body of the new XJ model with carry-over parts (right)

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Shift of the materials applied in the Jaguar XJ: X350  X351

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Aluminium extrusions (mostly EN AW-6014-T6) in the body of the Jaguar XK

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Aluminium product forms in the Jaguar XK

d) Range Rover (L405)

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Material breakdown of the Range Rover body

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One piece bodyside, made from Anticorodal®-170 (EN AW-6014)

Applications of the alloy Anticorodal®-300 T61 in the Range Rover

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1.4 Aluminium spaceframe structure

1.4.1 The Audi Space Frame technology

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Audi A2 – the second generation of ASF technology

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Exploded view of the Audi A2

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Cast one-piece B pillar of the Audi A2

Assembled structural element consisting of three thin-walled aluminium castings

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Floor structure of the A2

The degree of automation reached roughly 85 %, a value comparable with conventional

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