Looking at the flurry of announcements of new aluminium alloys developed by

some of the big aluminium producers (Novelis, Constellium, Norsk Hydro,

Alcoa, and UC Rusal), it almost seems that OEMs didn’t actually know – until
recently at least – how the metal can be improved in terms of both strength
and ductility by using advanced alloys. But thanks to the ongoing evolution of
production processes, new blends are speeding along a cost-effective mass-
market shift from steel to aluminium, which is especially noticeable in the
automotive industry. While most think of the lightweighting properties of
aluminium as the main reason for this shift, automakers are equally interested
in the metal’s good durability, superior corrosion resistance, as well as
improved maintenance thanks to new tools and techniques.
To reach and improve upon those goals, OEMs have started researching new
aluminium alloys that can enable even higher strength and ductility than older
aluminium series. But not all news articles extolling the virtues of new
aluminium alloys and their production techniques should be seen as reliable:
some releases are just adverts for certain companies or are merely promoting
half-baked ideas that may not even come to fruition.
The truth is that all leading aluminium producers and processors have,
alongside the usual mixes, their own proprietary alloys, used especially in
aluminium-intensive industries such as packaging, automotive, aerospace and
constructions.
In a field crowded by so many different alloys, separating the products with
real added value from publicity stunts is therefore no easy task. This overview
is intended to serve as a backgrounder on some of the main aluminium alloys
used in the automotive industry and flag the latest research trends.

Don't miss a single update from Aluminium Insider. Sign up to our

weekly newsletter!

Aluminium alloy series: 6xxxx vs 5xxxx

Alloys for use in the automotive industry are classified in several categories:
cast, extruded and rolled alloys, each meant for different parts and positions in
vehicles. Depending on their chemical composition and properties, automotive
alloys are designated by series (mostly 6xxxx and 5xxxx). Each series
contains numerous variations and subgroups, depending on composition,
manufacturing techniques and the tempers (exp. T4, T6) of various alloys.
According to Innoval Technology, the supply balance
between AA5xxx and AA6xxxautomotive sheet alloys is tilting more and
more towards AA6xxx alloys. The transition is promoted by OEMs demanding
higher strengths, which are more readily achieved using the AA6xxx alloys.
The AA6xxx alloys represent at least 80% of the presently supplied volumes
to carmakers. While 5xxx series alloys have excellent strength-to-weight ratio,
formability properties and full recycling compatibility, 6xxx series have the
upper hand as they are versatile, heat-treatable, highly formable and well
weldable.

Some main alloys used in automotive industry

Aluminium alloy AA6016A, with excess silicon content originally launched by
Alusuisse at the turn of millennium is mainly used in Europe for external
panels in vehicles. Most of the major aluminium sheet suppliers such as
Novelis, Aleris, Constellium, Hydro and Amag produce the AA6016A.
The AA6111 alloy is used in aluminium intensive models developed by Jaguar
and Land Rover, with copper as an alloying metal (copper level of 0.5 to 0.9
wt%) and is even stronger than AA6016A, though a little less corrosion
resistant (this alloy is more common in USA). Other than their innate chemical
properties, there are various techniques that give finished alloys their final
characteristics, such as: bake hardening, work and precipitation hardening,
heating, annealing etc. Those processes can provide endow an alloy with
specific properties like higher strength, formability or hemming quality.

AA6016A is a less strong but more formable alloy that has a lower bake
hardening response than AA6111. The OEMs use AA6016A at relatively
thicker gauges compared to AA6111 to obtain the same level of dent
resistance. The use of AA6111 enabled Jaguar, and then Jaguar Land Rover,
to use thinner closure panels than most German OEMs.
Next, alloy AA6451 combines the features of
both AA6111 and AA6016A (copper < 0.4 wt%). It is the same alloy Novelis
promotes for external panels under the name Advanz e600. This alloy is
Novelis’ favoured alloy for production from recycled scrap. Advanz e600 is a
heat treatable, balanced alloy specifically designed and optimized for high-
strength requirements, both for skin and structural applications. It has
excellent strength in T6 condition, achieving strengths of around 350 MPa,
making it ideal for structural applications in chassis and cross member
components.
AA6181A was added more recently thanks to recycling aspects. This alloy is
mostly used for outer panels in gauges of 0.9−1.0 mm for parts that require
high strength with good formability.
Alcoa’s alloy of choice for outer panels is AA6022, which was first marketed in
1996 as an alloy with the strength of AA6111 and the formability of AA6016A.
However, AA6022 is a low copper (< 0.11 wt%) and iron alloy (< 0.20 wt%),
making it difficult to produce from recycled stock, rendering it less popular for
producers. Following Alcoa’s split into upstream and downstream
businesses, AA6022 remains available from Arconic.
AA6061, used in car steering knuckles for instance, has an average tensile
strength of 383 MPa and elongation 10.7%. The alloy was optimised by
adding minor quantities of zirconium, zinc and copper.
Another well-established alloy with high magnesium content, AlMg5Mn
(AA5182), is used for high strength and complex stampings, for inner panels,
offering corrosion resistance and high formability, while its sister
alloy AA5754 offers superior surface quality and is used in structural sheet
applications.
Novelis has recently started supplying Jaguar Land Rover with RC5754. This
alloy has increased allowances for iron, copper and silicon, allowing the
company to make it from 50% production scrap returned from pressing plants.
Aleris, for example, incorporates 71 % recycled content in its
transportation 3004 alloy, mostly used in truck trailer sheet, horse trailers and
irrigation pipes.
The common thread linking these developments together is that the number of
aluminium alloys produced from recycled aluminium is increasing, a trend that
is expected to continue well into the future. On top of their ‘green’ credentials,
and depending on alloying content and temper, these alloys achieve between
350 and 390 MPa tensile strength, with 10.5-11 % average elongation.

Alloys currently in the works

Now let’s turn our attention to alloys that are currently being developed or are
in testing phase. These alloys include 75R, a new, high strength Al-Mg
alloy developed for UC Rusal by scientists at Siberian Federal University
(SFU). It contains a record low percentage of scandium (0.25-0.30 %) and
zirconium. Specialists at SFU estimate that the required amount of Al-Sc
alloying ingredients per tonne can be lowered by 2.5 times, which would slash
production costs by more than US$ 3000 per tonne.
Fiat Chrysler Automobiles (FCA) and the Oak Ridge National Laboratory have
created an aluminium alloy called ACMZ that (they claim) exceeds the
limitations of mixes currently used in vehicle engine cylinder heads. The alloy
is resistant at significantly higher temperatures compared to existing materials
(up to 300°C or 572°F), enabling the production of smaller engines with the
same power (4 cylinders instead of 6, with more pressure in cylinders and
higher temperatures), and consequently lower fuel consumption. This alloy
uses copper rather than silicon as the strengthening component. Despite
decades of intense study, current commercial aluminium alloys for automotive
engine applications are viable for temperatures only up to 250°C. However,
ACMZ needs further testing and development before it appears in the makeup
of an engine.
Another recent innovation in alloy technology comes from
Arconic’s Enduralum, an exceptionally strong (tensile strength of up to 460
MPa) aluminium fastener designed for thermal and galvanic compatibility with
next-generation aluminium and magnesium castings in automotive
powertrains. The super lightweight, heat-treated AA 6056 alloy
of Enduralum helps reduce overall weight while maintaining a reliable clamp
load. Another proprietary blend from Arconic is the C6A1 alloy, used by FCA,
which allows automakers to create high-form lightweight design solutions in
applications that require strength and durability.

Norsk Hydro recently introduced three new aluminium alloys

(5083, 5456 and 7020alloys) in order to improve the superplastic forming
process by reducing the process time and rendering them more attractive to
the automotive industry. These alloys are specifically meant for the hot-metal
forming of aluminium sheet, for complex automotive components. They boast
higher elongation, achieve higher post-forming tensile strength and enable
lower cycle times than today’s alternatives.

The future of aluminium alloys

Most of the major suppliers are now developing AA7xxx automotive sheet
alloys in an attempt to meet the higher expectations OEMs have for greater
strength. However, the AA7xxx alloys (with additions of Zn), aside of higher
cost, have to overcome both corrosion and stress corrosion issues,
particularly for alloys that are conventionally weldable. Consequently,
the AA6xxx alloys remain the predominant materials used in automotive
applications for now.
Welding of aluminium alloys with each other, or with other metals, is also an
issue that needs further technology improvements and innovations. Recent
discoveries have lead to the conclusion that this problem will soon be
overcome, which would consequently accelerate their adoption by auto
manufacturers.
Factors such as tool geometry, choice of welding parameters, post-weld heat
treatment (PWHT), workpiece thickness, thermal cycle during welding, and
auxiliary cooling greatly influence the resultant microstructure and strength of
the weldment.
A team from UCLA has managed to weld two parts of AA7075 by using
conventional Gas Tungsten Arc Welding (GTAW or TIG to most) techniques, a
fast, cheap and reliable way to stick together even small, complex shapes, not
only sheets or tubes of the alloy. Bars of this super strong alloy have a post-
weld join strength of 96% of the pure materials, and yield an impressive 550
MPa tensile strength after heat treatment.
Alcoa’s EverCast alloy C862F (Al-Zn-Mg) is also part of the 7xxx series.
Compared with conventional 3xxx casting alloys, this one eliminates brittle
silicon particles, allowing for better properties. The result is significantly higher
tensile and fatigue strengths (400MPa T.S.) compared to the
traditional A356 alloy, with properties equal to or better than most 6xxx alloy
forgings. EverCast achieves excellent fluidity and resistance to hot cracking
and shrinkage formation.
Recent research also showed that overaged copper containing 7xxx-series
alloys provide robust crack and corrosion resistance in tests.
The 3rd generation of Al–Li alloys (aluminium-lithium) could also become
integral to various components of luxury cars thanks to their excellent
combination of low density, high strength, high stiffness, and excellent
damage tolerance. In the past, these alloys were reserved for use in the
aerospace industry.
A good example of Al-Li alloys is Constellium’s Airware family, which includes
the 2195and 2050 alloys, both designed specifically to meet the needs of the
aerospace and defence sectors. Over the past ten
years, Airware alloy 2050 joined 2195 as a preferred plate material for both
pressurized and non-pressurized structural components used in space
launchers and crew modules requiring a thickness range of 1.27– 1.65 cm.
Aluminium alloyed with scandium creates an extra strong, lightweight alloy
with excellent resistance to corrosion and has good weldability. What’s more,
it preserves its characteristics at higher temperatures, especially in
combination with zirconium. Even a small amount of scandium in aluminium
alloys substantially enhances strength and makes it more resistant
to corrosion.
These alloy properties can be achieved with scandium additions in the range
of 0.1 to 1.0% by weight. Thanks to its fine grain refinement, Al-Sc alloys
reduce hot cracking in welds, increase strength and delivers better fatigue
behaviour. While these alloys are rather expensive (several times more than
aluminium), and more focused for applications in the aerospace industry,
further developments and decreasing scandium costs will increase their use in
the automotive industry. Recent investments in scandium mining (especially in
Australia) will hopefully lead to price levels that are acceptable for
automakers.
If conventional alloys tend to be cheaper and are increasingly relying on
recycled scrap to achieve lower costs, the crop of cutting edge alloys is
substantially more expensive, making them too pricey for most automakers.
However, their price point is expected to decline in the future due to things like
higher commercial use and higher availability of alloyed metals. Once that
happens, automotive producers will be much more likely to adopt them.
A final allow worth mentioning is the so called “super aluminium”, promoted by
Nano Al. As was the case for steel, this super metal is the result of a
proprietary nanocrystal embedding production process that promises to yield
20% strength increase and weight saving, compared to standard automotive
aluminium alloys.

Final remarks
Discovering and commercially adopting new aluminium alloys is a long and
arduous process. In recent years, this has been helped along by more
powerful computer software that can calculate the effects of alloying elements
and predict the behaviour of a certain alloy, based on its chemical composition
and alloy improvement procedures after production.
New, superior and improved aluminium alloys have become – and are likely to
stay – the main lightweighting materials in vehicles. The only obstacle remains
their relatively high price compared to steel, but still affordable compared to
carbon fibre reinforced plastics (CFRPs). What’s more, prices are expected to
decrease in the future thanks to increased use, new recycling procedures and
techniques as well as lower input costs (Sc,Zr,Li etc).
The deciding trend that will dominate aluminium alloys characteristics in the
future for automotive OEMs is superplastic forming. The process enables
aluminium manufacturers to produce thin-walled aluminium sheet
components. It is a cost-effective process that can stretch the sheet at over
200 % above its original size, while maintaining or even improving tensile
strength. Another trend, though not correlated to the first one, is the increasing
presence of recycled scrap content in future aluminium alloys used by auto
industry.
The takeaway from these two trends for smaller primary aluminium producers
around the world that are barely surviving in the current low price market
environment or are coping with losses is simple. Look at potential buyers and
then find or select one or two of these higher cost aluminium alloys in rising
demand, and gear production towards them. If such smelters manage to offer
the alloys at more competitive prices than leading producers, their success will
be guaranteed.