Many Americans mistakenly believe that Henry Ford invented the modern automobile, but he did not. He also did not create the assembly line or mass production. Ford’s true genius was in improving existing processes & applying them to the manufacturing of automobiles to make them affordable for the average person.
He aimed to create cars that were cheaper, lighter, and more reliable. Ford had a marketing talent, effectively promoting his products with a flair for persuasive communication.
While he wasn’t a groundbreaking inventor, he fundamentally transformed American society by making cars accessible. His technical knowledge came from self-teaching and trial-and-error experimentation.
Unlike some contemporaries, he knew when to delegate tasks and abandon financial backers who didn’t share his vision. Ultimately, Ford’s formidable business acumen and innovative vision drove his success in the automotive industry.
History of Automobile Manufacturing
Exactly who invented the motor car is to a great extent lost in the mists of history. Many engineers in different countries were working on the same general lines in the middle of the nineteenth century deriving inspiration from the early steam buses and coaches. They all felt the need for a more compact and convenient prime mover to get into a horseless age.
Etienne Lenoir in Belgium demonstrated a self-propelled vehicle driven by a type of atmospheric engine in 1860. Though the engine was hopelessly inefficient, it did have the merit of quick starting, and unlike steam vehicles, did not need frequent and large doses of water.
This engine interested Nicholas Otto, a young German, as he observed its lack of punch and reasoned that more power could be obtained by compressing the charge before feeding it into the cylinder. Otto did this with great success and the idea was an essential step towards the true four-stroke engine.
Around 1872, Otto was helped and encouraged to develop the four-stroke system by Gottfried Daimler and Wilhelm Maybach, who joined Otto’s company (by then called Gasmotoren-Fabrik Deutz). Otto perfected the true four-stroke cycle and it was this power unit that opened the way to the motor age.
Another pioneer in the area, Karl Benz had worked with Daimler at one time in their careers for the same locomotive works in Karlsruhe.
Karl Benz is credited with being the first to make a gasoline-engine car for people to buy; a car conceived as an entity and not just a carriage with an engine replacing the horse.
This first car was built and was running by late 1885 with a water-cooled, single-cylinder engine that developed about 0.8 hp at 400 rpm- fast for an engine of the day.
A simple handle arrangement steered two front wheels and his subsequent models were four-wheeled. Daimler concentrated on four-stroke engines after setting up his own company. However, manufacturing techniques followed by the early automakers were similar to those used in other engineering industries.
A large number of car companies evolved from bicycle manufacturers. (By the time the first cars appeared the bicycle was accepted as a valuable means of personal transport.) Companies like Peugeot in France and Humber and Riley in Britain switched to powered tricycles and quadricycles.
The earliest cars were painstakingly constructed by skilled and usually gifted engineers in very modest workshops, often little more than back-street garages.
General-purpose machines and the techniques that were very largely developed in the horse-drawn era were used. As volume increased, batch production got underway from a one-off system.
A common system was for the cars to be constructed through the middle of the workshop, but the lines were static and the workers and the parts moved to the cars.
The machines were grouped according to type-grinding machines in one area of the factory, drilling machines in another, and brazing equipment in yet another. All the work in process had to be dragged and pushed from one group of machines to the other. It was Ford who installed his equipment in the order in which it was needed in the manufacturing process.
A grinding machine was placed next to a drilling machine that was placed next to the brazing equipment. Ford was able to greatly reduce the amount of work in progress and increase the speed of the production process.
The parts and components still had to be pushed and dragged from one operation to the next, but the distance was reduced.
The assembly was pretty much done in one spot. All parts and components were assembled on benches. Each person was generally assigned to assemble a component one at a time. Ransom Olds developed ‘stage’ manufacture in the US.
In 1903 Ransom E. Olds introduced his curved dash motor car which was the first automobile to go on for “mass” production. Olds built 4000 cars in 1903 and went up to 6500 cars by 1905 – an astronomical figure for the time.
The American journal, AUTOMOBILE, in 1904 wrote: “The motors are passed, step by step, down the assembly bench towards the testing department in the next room, a new piece being added at each move with clockwork regularity.” El Whitney, the inventor of the cotton gin, showed the practicability of interchangeable parts in the late 18th Century.
In 1908, Henry Leland who set up the Cadillac Car Company, proved the inherent advantages of interchangeable parts. He took three Cadillacs to England to participate in the prestigious Dewar Trophy. To win this trophy, the three Cadillacs were disassembled, the parts were jumbled together, then reassembled to form three new cars which were then run at top speed for 500 miles without a problem.
At a time when all other cars had to be hand-fitted together, this was an astonishing accomplishment. Henry Ford is credited with the next logical step for mass production by installing moving conveyor lines, breaking down the operations to the simplest elements, and bringing the parts to the line. Henry Ford got the idea of moving a line from a strange place.
In a Chicago meatpacking plant, one day he had been impressed with the efficiency gained by moving the carcasses from one worker to another of a moving overhead trolley. Time was saved by bringing the work to the person, instead of the other way around, and because each butcher specialized in one operation, he could do his cutting work much faster and more expertly.
Standardization In Automobile Manufacturing & New Age Turbulence:
As new technologies emerged – such as cloud computing, big data analytics, and advanced robotics or cobotics – the automotive industry found itself at a pivotal moment. With a pressing demand for increased productivity and efficiency, manufacturers recognized the need to minimize human intervention to maintain a competitive edge.
This realization led to a rapid embrace of sophisticated technologies like artificial intelligence (AI), the Internet of Things (IoT), the Industrial Internet of Things (IIoT), and 3D printing. These innovations were fundamentally transforming the manufacturing landscape by lowering production costs, accelerating operational speed, and reducing errors.
Given that productivity is crucial to the success of automotive manufacturing, companies have made substantial investments in these technologies.
Among the various emerging IT-enabled technologies, 3D printing deserves particular attention in automotive manufacturing due to its potential to revolutionize parts production and prototyping.
This innovative approach enables rapid and cost-effective development of components, allowing manufacturers to respond swiftly to changing market demands. Additionally, several non-IT-related manufacturing technologies are gaining traction, emphasizing core manufacturing practices that drive efficiency.
The application of new-age composite materials stands out for its ability to produce lighter and stronger parts, enhancing vehicle performance and fuel efficiency.
As these technologies evolve, automotive engineers are increasingly considering the revival of electric vehicles (EVs), which had been overshadowed after their initial prominence from the early 1900s to the 1930s.
Simultaneously, the evolution of cell technology has been a critical driver of advancements in EVs. Initially, the market was dominated by lead-acid batteries, which shifted dramatically to lithium-ion batteries in the late 20th century, as they offered higher energy density, were lighter in weight compared to all other batteries, and had longer lifespans.
This shift allowed manufacturers to develop EVs with significantly improved range and efficiency, making them more appealing to consumers. Over the years, advancements in battery management systems and charging infrastructure have further enhanced the viability of EVs, addressing concerns about range anxiety and charging times.
As research progresses into solid-state batteries and alternative chemistries, the potential for even greater energy density, safety, and sustainability is on the horizon.
This ongoing evolution not only supports the growing demand for cleaner transportation but also plays a pivotal role in reducing reliance on fossil fuels, positioning electric vehicles as key components in the transition toward a more sustainable future.
Other notable advancements, that Tesla brought in EV manufacturing, include “unibody casting of body shells”, which streamlines production by creating the vehicle’s body as a single piece, improving structural integrity while simplifying manufacturing processes. Furthermore, the innovative “skateboard” chassis design for future EVs positions the battery and drivetrain in a flat, skateboard-like structure, allowing for more versatile and innovative vehicle designs.
Lastly, the integration of Advanced Driver Assistance Systems (ADAS) not only enhances vehicle safety but also necessitates new manufacturing processes to accommodate the sophisticated technologies involved.
Together, these advancements, two of which are being covered below, represent a new frontier in automotive manufacturing, underscoring the industry’s commitment to innovation and adaptability in an ever-evolving landscape.
3D Printing/ Manufacturing:
Despite being invented in 1980, 3D printing and manufacturing technology has only recently (as of 2020) reached a significant milestone. While it may not completely revolutionize the manufacturing industry shortly, predictions indicate that in the next decade
The growth of 3D automotive printing is expected to be significant in the coming years.
As of recent forecasts, the market is projected to expand at a compound annual growth rate (CAGR) of around 20-25% through the next several years & its market is expected to value at about US$ 186.4 billion by 2033 end. This growth is driven by several factors:
- Customization: 3D printing allows for highly customized parts, meeting specific design needs and preferences.
- Cost Efficiency: It reduces waste and lowers production costs, especially for small batches or complex geometries.
- Rapid Prototyping: Automotive manufacturers can quickly prototype and test new designs, speeding up the development process.
- Supply Chain Resilience: 3D printing can localize production, reducing reliance on global supply chains.
- Sustainability: It supports eco-friendly practices by minimizing material waste and enabling the use of recycled materials.
This adoption of 3D printing in the automotive sector will continue to grow, transforming manufacturing processes and enabling innovation.
This innovative technology has already proven its significance in design studios and factory settings alike, poised to revolutionize automotive manufacturing in the coming years.
Serving as a cost-effective solution for prototyping, functional testing, vehicle customization, design optimization, and rapid tooling, 3D printing is becoming an indispensable tool for engineers across all stages of automotive manufacturing – from designing and prototyping to testing, mass production, tooling, and customization.
As more applications for 3D printing in manufacturing continue to be discovered, the automotive industry is just beginning to witness its transformative potential.
Both automobile manufacturers and parts suppliers are swiftly adopting 3D printing to reduce costs, enhance efficiency and productivity, and minimize the time required for model changes and reconfiguring the automotive supply chain. Notably, in 2014, in
collaboration with Cincinnati Incorporated and Oak Ridge National Laboratory, Local Motors, a United States-based company, manufactured Strati, the world’s first 3D-printed electric car. The printing took 44 hours to complete and was witnessed by a live audience at the 2014 International Manufacturing Technology Show in McCormick Place, Chicago. The car consists of 50 individual parts, far less than an ICEV (which has roughly 30,000 parts). The Strati was designed by Michele Anoè, a member of the Local Motors community, and is produced in small quantities to serve strategic partnerships, such as with NXP Semiconductors. | World’s first 3D printed Car Created & Driven by Local Motors |
 | |
Some Applications of 3D Printing In the Automotive Industry | |
  | |
https://amfg.ai/2019/05/28/7-exciting-examples-of-3d-printing-in-the-automotive-industry/ | |
Application of New Age Composite Materials:
Most probably it all started in 1905 when Henry Ford is said to have discovered the vanadium steel alloy, which was not only lighter than ordinary steel but also almost three times stronger & used in his Model T which made it superior to all the other vehicles prevailing in the automotive market of USA.
From then onwards, automobile manufacturers have always been one of the very first to utilize any of these new-age materials to reshape the automobile manufacturing process as well as automobiles, themselves. These continuously evolving new-age materials are also quite useful in creating complex and elaborate body shapes for the automobiles with least wastage and effort.
The automotive industry is seeing a surge in demand for advanced materials due to the need for lightweight to meet higher fuel efficiency norms and extend battery range. Glass and carbon composites along with aluminum alloys are witnessing increasing demand for automotive component and body manufacturing.
The automotive industry is undergoing a crucial phase to address user and environmental concerns, focusing on the substantial challenge of reducing vehicle weight to enhance fuel efficiency. A projected 10% curb weight reduction could lead to a 6%-8% decrease in fuel consumption.
In the pursuit of improving vehicle safety, noise control, and fuel economy, automakers continually introduce new materials, prioritizing lightweight without compromising safety. While historical cars were predominantly steel-based, the industry is now shifting towards aluminum, the fastest-growing lightweight material, alongside magnesium and high-performance composite materials.
Current vehicles maintain predominantly steel structures with some incorporation of aluminum. Steel grades vary from mild (270 megapascal tensile strength) to hot-formed boron (1,500 MPA plus tensile strength).
Magnesium and polymer composites are increasingly finding newer applications, particularly in higher-end vehicles. The automotive lightweight materials market is anticipated to grow at a 7.4% CAGR from 2019 to 2027, projecting a market size increase from USD 89.1 billion in 2019 to USD 157.7 billion by 2027.
Presently, aluminum is favored by over three-fourths (82%) of assemblers, while other sought-after lightweight materials include plastics (53%), carbon-fiber composites (29%), high-strength steel (29%), and magnesium (11%).
Given the current challenges faced by auto OEMs, the industry is anticipated to pivot towards alternative materials to reduce automobile weight for a more sustainable future.
OEMs are exploring composites as replacements for steel and aluminum due to their exceptional properties, being 10 times stronger than steel, 8 times stronger than aluminum, and significantly lighter than both.
Ford is utilizing natural fiber-reinforced composites to reduce vehicle weight, employing materials like cellulose tree fibers in armrests of the Lincoln MKX mid-size SUV and rice hulls and wheat to reinforce plastics and storage bins. Hollow glass microspheres known as “glass bubbles” of 3M, made from water-resistant soda-lime borosilicate glass, reduce the composite weight by up to 40%.
Ford is utilizing natural fiber-reinforced composites to reduce vehicle weight. While “Coretinium” by Tata Steel has introduced an optimized polypropylene honeycomb core, for flooring and sidewalls in buses and trailers, currently used in the EU region for commercial vehicles.
Chemical manufacturer SABIC has introduced a “fiber-reinforced thermoplastic composite bulkhead”, anticipating a 35% mass reduction compared to traditional metals. DSM Engineering Plastics developed “EcoPaXX PA 410”, a bio-based polyamide used in Volkswagen’s MDB-4 TDI diesel engines.
The Cadillac CT6 incorporates “carbon fiber-reinforced plastic (CFRP)” for lightweight body parts, ensuring high performance, fuel efficiency, and improved traction at high speeds. BASF, in collaboration with Magna and Ford, engineered a “carbon-fiber composite grill opening reinforcement”, utilized in the 2016 Ford Shelby GT350 Mustang, boasting a 24% weight reduction compared to traditional metal.
Additionally, BASF’s “Acrodur”, a water-based, low-emission binder, strengthens natural fibers to create a sustainable, stable, and lightweight solution for car roof frames, exemplified in the Mercedes Benz E class.
   |
Ref: https://www.prescouter.com/2020/01/automotive-lightweight-materials-composite/ |
The Proportion Of Different Composites In An Automobile |
  |
Ref: https://www.prescouter.com/2020/01/automotive-lightweight-materials-composite/ |
Modern vehicles are primarily constructed from steel, with aluminum becoming increasingly prominent, particularly in higher-end models.
The range of steel grades varies from mild steel, which has a tensile strength of 270 MPa, to hot-formed boron steel, which exceeds 1500 MPa. While cold stamping remains the predominant manufacturing method, challenges arise when working with higher-strength steels, prompting a growing adoption of hot stamping.
This process enhances the ductility of the material, allowing for the creation of complex shapes without the risk of cracking.
Additionally, for components made from plastics and carbon fiber, injection molding and resin transfer molding are the preferred production methods. The drive to reduce carbon emissions and improve vehicle performance is fundamentally shifting material usage in the automotive industry.
Automakers are increasingly focusing on achieving higher strength-to-weight ratios to reduce overall vehicle weight while enhancing performance.
Research from CAR indicates that the U.S. fleet is projected to achieve a five percent reduction in curb weight by 2025, primarily through the expanded use of aluminum in closures and body structures. Furthermore, the interior of vehicles is now a significant focus for lightweight, as it is often considered dead weight.
Experts concur that no single material will dominate the lightweight race; instead, vehicles will likely feature a mixed-material body structure. This approach allows for the use of customized materials in specific areas, optimizing driving dynamics, fuel efficiency, and cabin comfort simultaneously.
2010~2040: Shift in Material Distribution in The Vehicle Body Shell |
  |
Ref: https://www.prescouter.com/2020/01/automotive-lightweight-materials-composite/ |
However, in the long run, utilization of these advanced materials is making the automobile a better product, efficient, safer & economical product to drive, with improved handling during its operational life and also while recycling at its EOL.
However, many of these new age materials, while being extracted or being created in laboratories, also bring associated challenges in the automobile manufacturing processes, during the running life & at the End of Life of automobiles.
These challenges could vary from the impact of the environment to social to technical, adding more complex handling, processing & utilization during the manufacturing with the creation of new treatment, storage & handling systems to mitigate their impact during the complete life cycle of the automobiles.
Modularization In Automobile Manufacturing:
A much bigger change in automotive manufacturing is expected in times to come when the present mobility system shifts from ICEVs to EVs (as of now the EVs have hardly 2.2% market share) since it would require a shift in technology and thus the related manufacturing capabilities.
A shift in which about 31% of the components and related manufacturing processes (IC engine, transmission, lubrication & emission controls), will be phased out.
In the context of EVs, apart from the present, age-old complex configuration, in which the IC engine is simply replaced with an electric drive under the hood, while the battery pack is mounted below the body & a mechanical system like the differential gear is retained, much simpler models with a higher level of flexibilities, are evolving by the day.
An Israeli technology firm, REE Automotive is trying to remodel the very basic structure of EVs (both monocoque & ladder-type chassis) and bringing a radically new “skateboard” EV chassis, in which all the wheel units, which are called REEcorner, will be a completely independent, each wheel unit will be have integrated drive unit comprising of steering, braking, suspension, powertrain and controls inbuilt into it.
Master software in VCU is used to integrate all these 2/4/6 wheels (depending upon the type of platform) to create an integrated power train to contthe vehicular movement.
The combination of Skateboard chassis (which also mounts the batteries), associated VCU, ECU, BMS, and REEcorners can be used to create any combination of EV platforms with flexibility of various lengths & widths.
The EV makers have to only create a base platform comprising of battery, along with the body shell, and integrate with the respective number of REEcorners, creating a fully functional EV of different wheelbases.
This concept of using flexible & expandable battery-based platforms for all kinds of vehicles (2w, 3w, 4w, multi-wheel, and multi-axle) would be a new technology to watch.
REE Corner Module for an EV/ Skateboard Platform & 4 REE Corners to Create a Base/ Scalable Modular Architecture of REE Corners, Supporting Multiple EV Types | ||
 |  |  |
 |  | |
Ref: https://diystockpicker.com/ree-stock-vcvc-stock-analysis/ | ||
Evolution Of Die Casting from The Toy Industry to Car Industry:
Die casting is a metal casting process that was invented sometime in 1838 to produce movable type for the printing industry. The first die-casting-related patent was granted in 1849 for a small hand-operated machine for mechanized printing-type production.
However, over time, it has found many other applications and presently it is used to create high-quality, durable parts for use in various applications. It is a process that allows the production of metal parts with a high degree of precision.
In this casting process, molten metal is injected into a mold, where it cools and hardens to create the desired shape. The method can be used to create various metal parts, from gears and engine blocks to door handles and electrical components.
The die casting process is well known for its ability to produce parts with a smooth surface finish and precise dimensions. In addition, this process is relatively fast and cost-effective, making it an attractive option for many applications.
Die-casting found its way into toy making when in the early 20th century manufacturers such as Meccano (Dinky Toys) in the United Kingdom, Dowst Brothers (Tootsie Toys) in the United States, and Fonderie de précision de Nanterre (Solido) in France started molding scaled toys.
The initial models were basic, consisting of a small vehicle body with no interior. In the early days, as mentioned, it was common for impurities in the alloy to cause the castings either to distort, crack, or crumble.
The later high-purity Zamak alloy avoided this problem.
In 1947, Lesney began making die-cast (named “Matchbox” series), which became so popular that the “Matchbox” was widely used as a generic term for any die-cast toy car, regardless of manufacturer.
The popularity of die-cast toys developed through the 1950s as their detail and quality increased. More companies entered the field, including successful brands like Corgi brand, produced by Mettoy, Italian Mercury, Danish Tekno, or German Schuco and Gama Toys.
Corgi Toys appeared in 1956 and pioneered the use of interiors and windows in their models.
In 1968, Hot Wheels were introduced in the United States by Mattel & quickly became the most popular die-cast cars in the toy market, becoming one of the world’s top sellers, and challenging the popularity of Matchbox.
Since 2009, the Diecast Hall of Fame has inducted designers, industry executives, and others who have made major contributions to the industry.
Die Casting Process at Work: The die casting process involves several steps, including mold design, metal preparation, injection, casting, and finishing.
Step 1 – Mould design/ Die Design: usually made from steel or aluminum and is designed to withstand the high temperatures and pressures of the die-casting process. Step 2 – Metal Preparation: These metals are typically alloys, of aluminum, magnesium, or zinc. The metal is melted in a furnace and then poured into a ladle. Step 3 – Injection Process: Once the metal is liquified, it is injected into the mold under high pressure. The molten metal fills the mold cavity and cools to create the desired shape. Step 4 – Casting Process: After the metal has cooled and hardened, the mold is opened, and the part is ejected. |  |
Copyright: Substech | |
Step 5 – Finishing Process: The final step involves surface finishing which plays a vital role in die casting, as it can impact the durability and function of the part. Standard finishing processes include anodizing, powder coating, wet plating, and many more. | |
Unibody Casting of Body Shell:
With the above in the background, the big change, which is expected in the automobile manufacturing process is the way the “white body or the shell” (required to be made over the “Sketeboard chassis” of the future). This new process is already being pursued by Tesla and uses the single-piece casting method (a method already being used in the making of small car toys- explained above).
Telsa has already filed a patent for this “Multi-Directional Unibody Casting Machine for a Vehicle Frame and Associated Methods” in 2018 & is already using two of these Giga Presses, first one of these is a 6,000-ton Giga Press to cast the one-piece rear end of Model Y car and the one-piece front end of Model Y car while the second one is 8,000 tons Giga Press to cast the rear part of Tesla’s Cyber Truck.
In due course, using the upgraded Giga presses of 12,000 Ton Capacity from IDRA (Italy), Tesla plans to make full-casted vehicle bodies in one piece. With such a machine, the production of the body can be much more economical, faster, and easier.
According to information from the source, the production of this machine can reduce the time spent on car production by 25%.
In addition, a 10% reduction in downtime is expected.
As stated, when this new manufacturing process of Car shell (white body), becomes popular and proves its worth, and giant unibody casting machines are commercialized, it would eliminate more than 100s intermediate processes in automobile manufacturing e.g. pressing & welding in sheet metals to create sub-assemblies which again are welded using multiple jigs & fixture to make final shell (white body).
This is a technology, that has the possibility not only to eliminate many of the present intermediate processes in automobile manufacturing, but it can also take the present automobile manufacturing to the next level.
Elon Musk had also tweeted sometime back on these Giga presses, “With our giant casting machines, we are trying to make full-size cars in the same way that toy cars are made.”
Giga-Castings also referred to as Mega-Castings, Large-Castings, Hyper-Castings, and Large Integrated Die Castings, are revolutionizing the automotive industry as it navigates the significant shifts needed to achieve net zero emissions by 2050.
This transformation requires a comprehensive approach that includes sustainable product design, optimized manufacturing processes, and efficient assembly methods.
The rise of environmentally friendly vehicles—such as hybrids, battery-electric, and fuel cell models—has further propelled this change.
Die Casted Toy Car | Telsa Model 3 With Die Casted Shell |
 |  |
Aluminum has been increasingly utilized in passenger vehicles over the decades, particularly in the form of sheet metals, extrusions, and castings. Traditionally, castings have been predominantly used in powertrains.
However, as the demand for lightweight, sustainable, and fuel-efficient electric vehicles grows, aluminum’s application is expanding to include car bodies and chassis.
One notable advancement is Giga-Casting, a process that produces large, intricate structures using high-pressure die-casting machines that inject molten aluminum into molds.
Giga-Casting is reshaping the automotive landscape, with significant investments from both established OEMs and EV startups driving its development.
This method allows for the integration of multiple stamped sheet metal components into a single, ultra-large casting, enhancing production efficiency and reducing part complexity.
As the industry increasingly shifts toward electric vehicles, the importance of manufacturing optimization grows. Giga-casting is recognized for its benefits, including improved production speed, cost efficiency, and reduced environmental impact.
However, it also faces challenges, such as high initial setup costs, potential distortion issues, altered collision-repair capabilities, and the need for thorough end-of-line inspections. The design of Giga-Castings is integral to the body-in-white (BIW) structure.
Developing these complex cast parts involves multiple design iterations to ensure resilience under various load conditions.
A ground-up design approach can significantly extend development timelines, making it essential to employ a reconfigurable and parametric design framework that can adapt to different vehicle configurations more rapidly.
This casting design framework is modeled parametrically to accommodate a range of passenger car sizes across various OEM designs.
Despite variations among manufacturers, the design process for underbody Giga castings follows a standardized workflow, allowing for the creation of generic design configurations.
Independent frameworks for front and rear Giga-Cast designs can be quickly reconfigured to adapt to diverse geometries, enabling the construction of vehicle body structures for compact cars, luxury sedans, and SUVs with key dimensional adjustments.
Incorporating modular elements allows designers to modify templates without extensive redesign, simplifying the process and significantly reducing development time.
The framework includes quick-change mechanisms to facilitate rapid adjustments. Advanced simulations are pivotal in enhancing vehicle body stiffness, minimizing weight, and improving structural integrity to meet static and dynamic requirements, including noise, vibration, and harshness (NVH) and crash standards.
Topology optimization further refines designs by eliminating unnecessary features and materials, thereby reducing waste and costs.
Leveraging AI and machine learning in product development also plays a crucial role.
This process involves training ML algorithms with simulation and testing results, enabling the model to predict outcomes based on user-specified data.
Additionally, utilizing Augmented Reality (AR), Virtual Reality (VR), and Extended Reality (XR) allows engineers and designers to interact with 3D product models during development.
This innovative approach enhances collaboration and facilitates hands-on evaluation and validation of designs.
Embracing Giga-Casting early offers a competitive advantage over traditional manufacturing methods, enabling the production of lighter, stronger, and more efficient vehicles that appeal to environmentally conscious consumers.
The proposed solution incorporates parametric and modular design approaches, alongside virtual validation, topology optimization, AI/ML modeling, and extended reality capabilities, resulting in highly optimized, lightweight designs that reduce per-piece costs and shorten manufacturing cycle times.
Giga Press in Real-World Application | |||
GIGAPRESS Going From 5500 To 9000 Tons and Counting Opens a New Era In Die-Casting ‘Giga’ Solutions. | Tesla’s Concept for A Giant Uni Casting Machine for Casting the Whole Car Body as Single Cast | ||
 |  | ||
Giga Press in Tesla’s Car Body Creation | |||
 |  |  | |
Model 3 Underbody – 70 Pieces of Metal | Model Y Underbody – 2 Pieces of Metal & (Eventually A Single Piece) | ||
 | |||
Ref: https://electrek.co/2021/01/11/tesla-starts-production-model-y-massive-single-piece-rear-casting/ | |||
Ref: https://insideevs.com/news/482191/tesla-making-real-cars-like-matchbox-cars/ & | |||
Ref: https://www.kpit.com/insights/reconfigurable-giga-casting-design/ | |||
Traditional Car Assembly Process (Linear or Assembly Line) For ICEVs |
 |
Vs.
Tesla’s “UnBoxed” Approach Using “Giga Press Castings” & Modularising The Assembly For EVs | |
 | |
Tesla Patent Details ‘Unboxed’ Assembly Process: Patent (WO2024182432 – MODULAR VEHICLE ARCHITECTURE FOR ASSEMBLING VEHICLES) | |
 | |
https://patentscope.wipo.int/search/en/detail.jsf?docId=WO2024182432&_cid=P11-M0XZXF-23880-1 | |
https://www.assemblymag.com/articles/97788-tesla-rethinks-the-assembly-line | |
Tesla’s innovative assembly concept has generated a mix of reactions in the auto industry.
In particular, there’s been some healthy skepticism surrounding the potential reduction in manufacturing cost with increased flexibility requiring lower factory area footprints. But such audacious double-digit improvements would certainly be easier to pull off in a greenfield plant.
Car ADAS Supporting Manufacturing:
Assisted Driving Systems (ADAS) signify a revolutionary IT technology gaining momentum within the automotive sector, enhancing road safety for both EVs and ICEVs.
However, due to intricate complexities and legal considerations, the transition from the current rudimentary Levels 2 and 3 of ADAS to the cutting-edge Level 5 may necessitate several more years.
This evolution primarily entails a paradigm shift in connectivity and control technologies in the mobility sector, potentially not mandating significant alterations to the future of automobile manufacturing processes.
Nevertheless, its impact is notably accentuated in EVs, capitalizing on the superior control and response capabilities of electrical systems in contrast to the electro-mechanical systems in ICEVs.
Looking forward, the arrival of Connected and Autonomous Electric Vehicles (CAEVs) is on the horizon. These vehicles will possess the ability to perceive, comprehend, and make decisions akin to human reasoning, and autonomously navigate roads.
The manufacturing processes for these futuristic CAEVs are still in the nascent stages of development.
Unlike conventional automobile assembly, producing these intelligent, connected, decision making and astute EVs, involving intricate decision-making capabilities comparable to human cognition will require a significantly advanced level of processed as well as sub-systems, perhaps not fully realized yet – although glimpses can be seen in COBOT manufacturing, programming, and operation.
Any manufacturing errors in this process could have profound and far-reaching consequences on our societal fabric.
Epilogue:
As society transitions from current ICEVs to EVs and anticipates the advent of Cutting-Edge CAEVs, the intricate evolution of technologies shaping future automobiles is set to revolutionize manufacturing processes.
The merging of pivotal emerging manufacturing technologies, such as the Skateboard platform with its comprehensive single-wheel drive units and the die-casted Unibody shell, may redefine the landscape of automobile manufacturing or face challenges reminiscent of past endeavors.
The automotive industry is closely monitoring the integration of these technologies.
Meanwhile, a report from PWC envisions the future of automobile manufacturing, highlighting key focuses on Electrical, Autonomous, Shared, Connected, and Yearly Updating (EASCY).
The shift to EASCY poses a formidable challenge for current automotive industry leaders, as the transformation may eliminate established manufacturing processes while introducing novel ones.
Original Equipment Manufacturers (OEMs) and their supply chains must navigate these uncertainties, preparing for unforeseen challenges in the emerging market.
The resurgence of EVs marks the beginning of a new survival-of-the-fittest competition in the automotive industry, reminiscent of the fierce battles of the early 20th century between EVs and ICEVs. While EVs faced defeat back then, the current new-age landscape is much different in favor of EVs.
As the industry undergoes this transformative & disruptive phase, the outcomes will reveal which companies endure, along with their strategies and approaches.
Some pioneers may rise to the status of automotive giants like Henry Ford, Alfred P. Sloan Jr., Taiichi Ohno, Akio Toyoda & Shichiro Honda leading the next chapter of the automotive industry in the coming century once the dust of this war settles down.
