Journal of Materials Processing Technology 117 (2001) 276±281

Research for a ``new age of magnesium'' in the automotive industry

H. Friedrich*, S. Schumann
Volkswagen AG, K-EFF, Letter Box 1777, D-38436 Wolfsburg, Germany

Abstract

Motivation for (more) magnesium in the automotive industry Ð research strategies for bringing about a ``new age of magnesium'' by
means of the vehicle modules drive train, interior, body and chassis Ð use of realised and potential future magnesium components,
differentiated according to the time frame and conceivable likelihood of realisation Ð R&D activities for the implementation of the
predicted use of magnesium illustrated by example components and projects. # 2001 Elsevier Science B.V. All rights reserved.

Keywords: Mg alloys; Mg components; Mg sheet; Mg extrusions; Material properties

1. Introduction AS41 and AZ81 and made up of roughly 20 kg of the

The automobile industry made a voluntary commitment
to reduce fuel consumption by 25% in comparison with 1990
levels by the year 2005 [1]. At the same time, this will
substantially reduce CO2 emissions and conserve ®nite oil
reserves. The seriousness of that voluntary commitment is
underlined by the development and launch of mass-pro-
duced vehicles capable of fuel consumption of only 3 l/
100 km, such as Volkswagen's 3l-Lupo and the Audi A2 [2].
The technologies that have been used to achieve the 3 l/
100 km ®gure will in the future also bring about a reduction
in fuel consumption for all new vehicles.
The motivation for lightweight construction, we will
remember, was based in simple terms on its relation to
resistance to movement. Apart from air resistance, a vehi-
cle's performance and fuel consumption is also affected by
rolling resistance and acceleration, both of which are depen-
dent on mass, and where uphill gradients are involved, there
is also the force of gravity to overcome, which, again, is
relative to vehicle mass. In terms of the MVEG driving
cycle, the mass-dependent component of fuel consumption
is around 60%. If engine and gearbox performance are
appropriately adapted, a 10% reduction in weight can be
assumed to bring about a drop in the consumption of roughly
5%.
The ®rst ``magnesium age'' at Volkswagen started after
the Second World War with the Beetle and reached a peak in
1971 with an annual production volume of 42,000 t. In those
days, air-cooled engines and gearboxes were the main
components that were produced using the Mg alloys
* 2
Corresponding author.
vehicle weight.
Again Volkswagen recognised the strategic signi®cance
of Mg in motor vehicle construction some years ago. As a
result, a joint venture with an Israeli company1 for the
production of Mg and Mg alloys was established. The
speci®c demands of the automotive industry with regard
to the development of alloys and process technology as well
as acquisition of engineering and design data were not best
served by the magnesium industry. This situation encour-
aged the establishment of a research institute2 as part of the
joint venture which now has various scientists looking into
magnesium technologies.
The research strategy at Volkswagen is aimed at the
technical design of the entire material production/properties
process chain, design and methods of construction and
application in automotive component production. There
are potential uses, initially in niche-market vehicles (e.g.
super-economy, 3 l/100 km vehicles) and at a later stage in
other classes of vehicle, some of which are already in place
and are generating demand for research on an enormous
variety of semi-®nished products. The ``second magnesium
age'' will be characterised by much more than just cast
housings (Fig. 1).
2. Actual and potential uses of magnesium in
motor vehicles
The present and future use of Mg in motor vehicles
depends on numerous technical and economic factors
1
DSM: Dead Sea Magnesium, Sdom, Israel.
MRI: Magnesium Research Institute, Beer Sheva, Israel.

0924-0136/01/$ ± see front matter # 2001 Elsevier Science B.V. All rights reserved.
PII: S 0 9 2 4 - 0 1 3 6 ( 0 1 ) 0 0 7 8 0 - 4
 H. Friedrich, S. Schumann / Journal of Materials Processing Technology 117 (2001) 276±281
Fig. 1. Research strategy magnesium.
among which the cost is certainly of fundamental signi®-
cance. How might the use of Mg in motor vehicles develop?
What are the basic requirements? And what R&D efforts are
required? This paper aims to tackle those questions by
examining them in more detail with the aid of example
components and projects, and provide answers to them.
The starting point was an analysis which details for each
of the four vehicle modules drive train, interior, body and
chassis, magnesium components already in use or theoreti-
cally capable of introduction, differentiated according to the
time frame and conceivable likelihood of realisation.
The main areas of magnesium use at present are the drive
train and the vehicle interior. In the short term (<5 years) the
number of those applications will increase further, concei-
vably to double the present ®gure, and the ®rst uses of
magnesium in body components can be expected. The
magnesium components already in use together with those
that are capable of introduction in the short term suggest that
a total weight of at least 60 kg magnesium in a vehicle is
entirely realistic. In these cases, it is not so much the
technical but rather the economic aspects that are the limit-
ing factors. Including medium term (>5 years) and long term
(>10 years) body and chassis applications even more than
100 kg of magnesium seems conceivable in a vehicle [4].
2.1. Drive train
The B80 gearbox housing made of AZ91 which was
introduced by VW/Audi in 1996 marked the renaissance
of magnesium as a material for such applications. Fig. 2
shows the future product range. An automatic transmission
housing is also due to go into mass production in the near
future. The weight saving compared with an aluminium
housing is around 20±25%.
277
The greater tendency of AZ91-hp towards creep and
contact corrosion and its lower elevated temperature
strength compared with AlSi9Cu3 was tackled by design
strategies. On the other hand, as a high-purity alloy, AZ91-
hp can be used without chromating or wax coating. Where
high-performance gearboxes and engine crankcases are
under consideration, temperatures over 1308C must be
capable of being reliably withstood. This was one of the
reasons why a comprehensive research project was initiated.
The objective was to produce an alloy with the following
properties pro®le compared with conventional alloys:
 Room-temperature characteristics at least as good as
AZ91.
 Elevated temperature strength above 1208C better than
AZ91.
 Minimum creep rate better than AE42.
 Castability similar to AZ91.
 Corrosion resistance similar to AZ91.
 Cost similar to AZ91.
The starting point was an alloy matrix of around 40 alloys
(based on the Mg±Al(±Zn) alloy system with the addition of
various elements) which appeared on the basis of metallur-
gical and metal-working considerations to offer the best
potential and were processed by direct squeeze casting. The
®ve most promising alloy variants were selected on the basis
of a series of exhaustive tests and then used in die-casting
processes under simulated full production conditions
(Fig. 3). The speci®cally targeted optimisation of the mate-
rials is particularly evident with regard to the creep resis-
tance. Under a load of 85 MPa at 1358C (this stress
combination was chosen as representative of the loads to
which a gearbox housing is subjected in operating condi-
tions), the new alloys demonstrate a secondary creep rate
278 H. Friedrich, S. Schumann / Journal of Materials Processing Technology 117 (2001) 276±281

Fig. 2. Magnesium gearbox housings.

that is up to one power of ten lower than the corresponding
values for the conventional alloys AZ91 and AE42.
Additional material tests also reveal an evenly balanced
properties pro®le for the projected area of application. As
the characteristics of test rods in terms of their casting
properties and susceptibility to hot cracking do not neces-
sarily transfer directly real components, their potential as
replacements for Al and Mg alloys currently used is being
further investigated by the manufacture of mass production
components and more tests.
2.2. Interior
As there are no special corrosion resistance requirements
in this area, this is the section of the vehicle where many
manufacturers have the most magnesium components in use
at present. The alloy AM50/60 which has a elongation to
fracture of 8±10% is particularly popular. Safety-related
components such as seats will soon be added to the list
of interior components if optimised casting methods and
suitably adapted component design and alloys succeed in

Fig. 3. Alloy development: creep behaviour of new die casting alloys.

 H. Friedrich, S. Schumann / Journal of Materials Processing Technology 117 (2001) 276±281
guaranteeing high component strength and ductility. A
general increase in the number of applications requires
minimisation of costs by process optimisation, e.g. through
the utilisation of the casting and workability advantages and
the application of lightweight design expertise.
2.3. Chassis
Because of the demanding safety requirements placed on
chassis components, the use of magnesium in this area
represents a great challenge. In particular, the question of
durability/resistance to fatigue under vibrational stress in
corrosive conditions requires a considerable amount of
additional research and development. Neither squeeze cast-
ing nor the experiments with the thixocasting process have
yet produced considerable improvements with regard to
fatigue resistance compared with optimised die-casting.
For that reason, future applications for magnesium in this
area are more likely to be a long term development. New
casting methods such as Rheo-casting, optimised wrought
alloys and forged components could offer the prospect of
improvements in this area.
2.4. Body
2.4.1. Cast components
In addition to the familiar instrument panel crosscar
beam, complex thin-walled magnesium castings will be
seen more frequently in body manufacture in future. Topics
that require particular attention in this area are energy
absorption, surface quality and costs. An example in this
regard is the hybrid boot lid of the 3l-Lupo. Concept
comparisons between Al, plastic or Al/Mg versions pro-
duced the following solution: integral Mg die-casting on the
inside, sheet Al on the outside with Al lock reinforcing.
Fig. 4. Research demonstrator: Mg-lightweight door.
279
The development aims were as follows: high level of
integration, weight minimisation, and satisfaction of
requirements with regard to stiffness, crash safety and sur-
face quality.
The Al outer panel is welded and, for reasons of strength
and insulation, simultaneously lock-jointed with the inner
section and the two components bonded along the ¯ange
using an epoxy resin adhesive. As this die-cast component is
used in a visible area, it requires great efforts in the area of
casting production and painting. So far, the requirements
have only been satisfactorily met by applying an additional
powder-coating layer.
A direct weight comparison for the Lupo boot lid reveals
the following ®gures: steel (10.5 kg); aluminium (8.5 kg);
magnesium±aluminium boot lid for 3l-Lupo (5.4 kg).
Door interior components are attractive candidates for
Mg. To illuminate the topic of energy absorption, we will
quote some crash test results obtained with a Mg/Al demon-
strator for a two-door car (Polo). The Mg/Al door is a hybrid
door consisting of a magnesium inner section and an Al
outer panel together with inner-cavity reinforcing and side
impact bar made of Al extrusions. The inner Mg-part and
outer Al-panel were joined together by welding and bonding
(weight saving compared to steel approx. 50%). Quasi-static
and dynamic tests (side impact, frontal impact) were used,
among other things, to verify crash simulation calculations
obtained from the PamCrash1 code. Important insights
were gained which will be of use in subsequent projects
and in identifying the additional R&D work necessary. Fig. 4
shows the results of the quasi-static longitudinal compres-
sion test in which a ram applies a quasi-static force in a
forward direction via the B pillar. The difference in beha-
viour as compared with the steel door is very clear, the
door offers a higher stiffness, has a slightly lower energy
absorption capacity but in the ®nal analysis the overall
280 H. Friedrich, S. Schumann / Journal of Materials Processing Technology 117 (2001) 276±281
Fig. 5. Side crash test.
characteristics are positive as only about the ®rst 60 mm of
ram travel are relevant.
Side crash (Fig. 5): Although the sill area of the Mg die-
cast component did not provide satisfactory ductility, the
assessment of the door assembly as a whole in the crash test
(speed 50 km/h) was satisfactory. The Mg/Al door was not
pushed in over the sill and by comparison revealed more
evenly distributed deformation than the steel door. The doors
remained closed in a crash and the crash test dummy results
were also satisfactory.
Frontal crash (Fig. 6): For the AMS frontal crash test, the
speed of impact was 55 km/h. The rigid barrier offset was
50% of the vehicle width. The doors opened easily after the
crash, the door was neither fractured nor kinked and the
crash test dummy results were satisfactory. However, in
order to fully utilise the potential of Mg for lightweight
body applications, magnesium sheet and magnesium extru-
sions must be made use of in the future.
2.4.2. Magnesium sheet technology
The full potential of magnesium for lightweight construc-
tion is brought to bear above all in situations involving sheet
metal components with a large surface area and thin walls
which are subject primarily to bending stresses and thus
need to satisfy requirements for ¯exural/buckling stiffness,
i.e. the panels of body components (doors, boot, bonnet). In
such areas, weight savings of around 50% compared with
Fig. 6. Offset frontal crash test.
steel and 20% compared with aluminium can be achieved
depending on stress pro®les relevant to practical applica-
tions. Customary Mg sheets are not capable at present for
meeting the corrosion resistance and surface ®nish require-
ments placed on vehicle-body outer skin components. For
that reason, current research activities are concentrating
initially on the design and testing of sheet metal components
for the vehicle interior. In the medium term, production and
corrosion resistance strategies for exterior applications need
to be developed.
2.4.3. Magnesium extrusion technology
A comparison of mass-requirement characteristics (cri-
teria for the choice of material based on load requirements)
shows that in comparison with steel and aluminium, mag-
nesium offers the potential for reducing component mass,
particularly with regard to requirements for strength (tensile
and bending stress). For stiffness requirements, weight
advantage is only achievable with regard to bending stress
[3]. In the particular case of tubular magnesium extrusions,
weight advantages are obtainable, particularly where the
manufacturing technology allows very thin walls to be
produced and the component cross-section can be corre-
spondingly enlarged. Taking those parameters into account,
areas of application such as window frames, seat frames and
chassis members are conceivable. The fundamental advan-
tage of the use of magnesium extrusions consists of its better
mechanical properties in comparison with cast components.
Thus, extrusions made of the alloy AZ31 achieves elonga-
tion to fracture of up to 15%. Under dynamic axial stress, the
energy absorption capabilities are lower than aluminium due
to the hexagonal atomic structure. With dynamic transverse
and diagonal loadings, the difference is much less marked.
Research initiatives in the area of ``new Mg wrought alloys''
reveal the potential for improved energy absorption cap-
abilities on the part of such Mg alloys. Thus, the folding
characteristics of Mg alloys with modi®ed lattice structures
was found to be similar to comparable aluminium extrusions
with ultimately higher speci®c energy absorption ®gures
(Fig. 7).
3. Joining techniques
Questions relating to joining techniques are under exam-
ination on prototype structures. One of the key areas of focus
is the development of automatic welding processes. One of
the decisive factors with regard to the potential future
applications for Mg extrusions will be the transferability
of established forming processes for steel and aluminium.
Mg extrusions/Mg sheets and pore-free magnesium cast-
ings can be joined using the processes commonly applied in
the car manufacturing business (automated MIG/TIG weld-
ing and Nd:YAG laser welding). Our own investigations
have shown that the processes and equipment familiar from
aluminium welding will have to be modi®ed (regulation of
 H. Friedrich, S. Schumann / Journal of Materials Processing Technology 117 (2001) 276±281
Fig. 7. Mg extrusion technology.
current, protection gases). Due to the low cost of the
processes, investigations are primarily concerned with join-
ing methods such as:
 welding of light metals;
 riveting and/or bonding of various combinations of mate-
rials.
Although the corrosion resistance of high-purity Mg
alloys such as AZ91-hp is better than that of AlSi9Cu3,
design and/or coating technology concepts for the preven-
tion of contact corrosion are required.
4. Outlook
Lightweight design using magnesium is in competition
with lightweight design using aluminium, plastics and steel.
It is our aim to establish the use of magnesium in volume
production cars, wherever it makes technical sense and is
economically viable. Admittedly, limited-series and niche-
market vehicles will initially be used to introduce new
technologies.
The projected increase in the use of Mg in the medium
term and the considerable jump to a ®gure of 90±120 kg (by
the introduction of body applications among others) and
above can only become reality by a rigorous process of
bringing together the entire chain of production from semi-
®nished product manufacture (e.g. castings, Mg sheet, Mg
extrusions) to ®nished component in an overall R&D strat-
egy, and if the end users Ð the vehicle manufacturers or their
suppliers Ð co-operate closely with the semi-®nished pro-
duct manufacturers. As the overall Mg process chain is not
comparable with the structure of the Al industry (in terms of
both R&D capacity and number of companies), for instance,
there should also be greater co-operation at an international
level (R&D) in order to expand the volume of engineering
data available.
Only by adopting an integrated approach to construc-
tion methods (design), materials (properties) and processes
281
(production), can lightweight construction in magnesium be
achieved at competitive prices. While recognising that there
is still some way to go before that integrated approach is
achieved, we still view it as the key to greater use of Mg in
motor vehicles.
The essential prerequisites for this type of development in
view of the high price of magnesium even in the medium
term are the following:
 greater use of in-house recycling (cost reduction);
 secondary material market;
 adaptation of existing casting and forming techniques and
development of new ones;
 development of new magnesium alloys with improved
property profile;
 magnesium-compatible design (integrated approach);
 incorporation in a multi-material design concept;
 expansion of the knowledge base (data base).
The strategy regarding the use of Mg in motor vehicles
with the aim of bringing about a ``second magnesium age'' is
based on the applications for cast components. But Mg
components also in the body, Mg sheets and Mg extrusions
applications will appear and lead to greater use of Mg as part
of a multi-material design concept.
References
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Fahrzeugkonzept in der Kompaktwagenklasse, Conference Paper on
Technologien um das 3l-Auto, Brunswick, Germany, November 16±
18, 1999.
[2] M. Dick, Die 3l-Lupo-technologien fuÈr den minimalen Verbrauch,
Conference Paper on Technologien um das 3l-Auto, Brunswick,
Germany, November 16±18, 1999.
[3] S. Schumann, H. Friedrich, The use of Mg in cars Ð today and in
future, Conference Paper on Mg Alloys and their Applications,
Wolfsburg, Germany, April 28±30, 1998.
[4] H. Friedrich, S. Schumann, The second age of magnesium, Conference
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Technology, Sdom, Israel, February 2000.