Today, more than 40 years after Mr. McGuire uttered these words, engineered plastics are fast
becoming the future for two industries—chemical and automotive—as environmental concerns
are increasingly affecting both. Even in emerging countries, legislative bodies are hammering
out laws aimed at reducing man-made emissions that threaten the environment. Add to this
the lingering effects of the global economic crisis and the result is a profound change in global
manufacturing.
Figure 11
Plastics will account for
for 18
18percent
percentof
ofaverage
averagevehicle
vehicleweight
weightby
by2020,
2020,u
p from 14 percent
in 2000
up from 14 percent in 2000
Others
50%
25%
The main reason for the trend, of course, is that lightweight vehicles are more fuel efficient.
Ironically, another fuel-efficiency trend—electric power trains—results in heavier cars. While
standard engines account for about 12 percent of a car’s total weight, electric power trains
account for 20 percent due to the extra-heavy battery.
To preserve optimum fuel efficiency, automakers are using materials that are more lightweight—
plastics and polymer-based components. We project that over the next decade, plastics will
account for 18 percent of the average vehicle’s weight, up from 14 percent in 2000 (see figure 1).
More than a hundred types and grades of plastic, categorized by performance requirements
such as appearance, rigidity, resistance, weight, and cost, are used in the average vehicle.
For instance, polypropylene (PP) is used in dashboards, wheel covers, and some engine parts;
polyurethane (PUR) is employed in seats; polyethylene (PE) in carpets; and polyamide (PA)
in parts that need to be heat- and chemical-resistant. Mass-volume plastics—acrylonitrile
butadiene styrene (ABS), PP, PUR, and nylon—account for 70 percent of the plastics used in a
car, while composites and higher-end plastics account for the rest.
Importantly, plastic consumption patterns vary by region, sometimes even from one automotive
original equipment manufacturer to another. European manufacturers use more plastics than
those in North America and Japan. The latter have been slow to switch to petroleum-based
plastics and are less familiar with high-grade plastics, and so continue to use more steel.
• More competition from steel. Steel is still cheaper than plastics and benefits from innova-
tions—in either product (for example, dual grades, tailored blanks) or process (for example,
laser-welding)—that have improved its performance and reduced its weight.
• Price volatility. As prices are based on oil costs, they change quickly.
• Regular shortages. A relatively small number of global plants supplies all industries
(especially for intermediates production).
• Recyclability. Here, steel has the edge again, largely because the numerous different types
and grades of plastics are difficult to recycle.
Examples: Example:
lactic acid, ethanol polylactic acid
Oil chemistry Polymer production from molecules extracted from plants (oil)
An additional concern for bioplastics makers is that in Europe, new regulations require a large
proportion of vehicle materials to be recyclable by 2015. A European Union directive requires
95 percent of an end-of-life vehicle to be valorized and 85 percent of that to be recycled. This
means 60 percent of a vehicle’s plastics have to be recycled. We expect to see similar legis-
lation being introduced in other regions of the world in the foreseeable future (see figure 3).
The problem is that while recycled plastics are environmentally friendlier and less costly than
non-recyclable ones, they are less pure and do not perform as well. Thus, recycled products
might enrich the portfolio, but cannot always be used as a substitute for virgin resins.
Near-term
plastics ?
Fully Non-
biodegradable
In attempting to resolve this dilemma, there is a third option: composites that combine the
advantage of steel and plastics. These fiber-reinforced plastics represent a credible alternative
to steel both in terms of material characteristics and cost competitiveness (see figure 4). Fiber-
reinforced plastics are now being used to make structural and non-structural components such
as seat structures, bumpers, hoods, and fuel tanks.
Joining Forces
To become more plastics-oriented, the automotive industry and the chemical industry are
likely to join forces in a value chain that includes peripheral companies such as plastic-injection
companies and automotive suppliers. This integrated value chain will have two goals: first,
improving plastic’s performance standards to better meet consumer needs and comply with
government regulations; and second, developing innovative ways to reach sometimes contra-
dictory objectives of sustainability.
Improving performance
Manufacturing Faster to assemble, as fewer parts are required, which cuts manufacturing costs
and complexity, and often speeds up the design process and new model launch
Damage resistance Ding and dent superior to that of aluminum and steel panels
Corrosion resistance Better corrosion resistance than most materials in any application,
automotive or otherwise
Design More versatile—molding offers geometric details, shape complexity, and a depth-of-
draw range unavailable with metal stamping; in some cases, it is impossible to
manufacture a vehicle part with other materials
reducing costs and vehicle weight. This latter point, reducing vehicle weight, is accomplished
via suppression of sub-assemblies; for example, new thin seats are the result of merging foam,
fabric, and structure.
Increasing sustainability
Aside from the obvious and vital objective of reducing vehicle weight, other green areas include
assessing the trade-offs between bio-based and petroleum-based plastics, the recyclability of a
vehicle (and biodegradability of its components), and the extent to which production processes
are energy efficient. Automotive applications are in general “investments” with respect to the
use of carbon. Unlike dispersive applications of chemicals, such as shampoo, or short life-
cycle applications, such as plastic bags, the trade-off between bio and petroleum-based is
less compelling. Quite the reverse, recycling appears to be the one mid-term challenge to be
confronted worldwide. This implies not only developing recyclable materials with sufficient
performance but also introducing recyclable automotive parts.
24,000
10,000
2,000 1,000 700
1,500 1,200 1,000
4,000 3,500 3,000
0
1,253 kg 1,000 kg 800 kg Average vehicle weight
Again, meeting both performance and sustainability challenges will require substantial collabo-
ration throughout the complex automotive-plastics value chain—including the creation of a
downstream recyclability industry.
Plastic Power
The bottom line is that to remain competitive and prosperous, the automotive industry has to
develop affordable vehicles that comply with increasingly stringent environmental regulations,
and the chemical industry has to become more involved in the auto industry. The key for both
industries lies in one word: Plastics.
Authors
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please email: insight@atkearney.com.
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