2005-Advanced Conventional
This vehicle contains an optimized steel body. A recent study by Porsche Engineering Services
estimated weight and cost savings available if the current Taurus body-in-white structure^22 were
optimized with steel. The constraints were maintenance of equivalent torsional stiffness of the
vehicle, and the use of current materials and manufacturing methods. The results indicated that
redesign could achieve a 140-pound reduction (17 percent of the body-in-white) at a cost savings
of about $40.^23 These design changes are expected to be achievable by approximately 1998.
Encouraged by the results of this study, some 28 steel companies around the world are
currently finding a follow-up study that relaxes some of the above constraints. In this case,
Porsche has been directed to take a “clean sheet” design approach that incorporates new steel
alloys and new manufacturing methods, such as hydroforming, and adhesive bonding. At this
writing, results were not yet available, but weight savings of 30 percent or more in the body-in-
white are anticipated. For a Taurus (table 3-3), this would mean a reduction of at least 11 percent
of the curb weight. With a downsized aluminum engine, total curb weight reduction could be
around 15 percent.Steel company spokesmen contacted by OTA indicated that this optimized steel scenario might
be achievable by 2005, since this would allow for a seven-year period for R&D, followed by a
three-year vehicle production time. Costs for such a scenario are estimated at $200 to 400 per
vehicle.^24
2005-Optimistic
This vehicle is a “first generation” aluminum vehicle with extensive substitution of aluminum in
the current Taurus body-in-white, but not in the suspension, brakes, and engine mounts. This
vehicle would be similar to the aluminum Taurus prototypes that Ford has already built and is
currently testing. In these vehicles, Ford has demonstrated weight savings approaching 50 percent
for the body-in-white, and with secondary weight reductions, curb weight could be reduced by
about 20 percent.
All of the major auto companies are building and testing aluminum-intensive prototypes, and, as
mentioned above, there are two aluminum production vehicles on the road today (the Honda NSX
and the Audi A8). However, these two vehicles are relatively expensive (a sports car and a luxury
car, respectively,) and produced in limited numbers (one thousand and fifteen thousand per year,
respectively). Several manufacturing issues must be resolved before a mass-market vehicle such as
the Taurus can be converted to aluminum. These include improving welding and adhesive bonding
technologies and preventing corrosion at joints. Although these problems are challenging, it seems
feasible to overcome them by 2005.
The major barrier to the increased use of aluminum is the cost
pound for aluminum sheet, compared to about $0.33 for steel)
of the material (about $1.50 per
No breakthroughs are foreseen