The natural choice: mixing natural fibers like hemp and kenaf with thermoplastics put FlexForm on the map—and in the door panels of Chrysler's Sebring convertible. However, the combination of rising oil prices and exterior applications could drive its utilization even higher

Automotive Design & Production, August, 2005 by Christopher A. Sawyer

A natural fiber composite may not be the most advanced material around, especially when it has been used as a substrate for automotive interiors almost since the day operations were commercialized in October 1999. Yet, FlexForm Technologies (Elkhart, IN; www.flexformtech.com) hasn't been sitting still. Interior applications will continue to provide the bulk of uses for the material, but exterior applications also are on the horizon. "Companies want to displace the glass fiber reinforcements currently used in underbody shields and wheelwell protection panels," says Harry Hickey, sales manager, FlexForm Technologies, "especially since there are issues with the urea formaldehyde used in the production of glass fiber mat since it has been targeted for elimination by the EPA as a potential carcinogen. Also, glass mat is heavy and difficult to handle due to its propensity to cause skin irritation." OEMs are looking for lighter, more environmentally friendly materials for exterior applications, according to Hickey, and like the fact that FlexForm's material can be recycled. Still, performance, price and quality are issues that must be addressed."

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In addition to the underside of the vehicle, FlexForm is also looking to produce vehicle load floors, headliners, seatbacks, instrument panel top covers, knee bolsters, and trunk liners. The headliner--which is bound with a cover material in a single process--may be the most difficult of these to get to market. "In automotive," says Hickey, "the standard to beat is zero sag at 110[degrees]C. We can carry the load, but have work yet to do on deflection characteristics. It'll take a bit more heat stability in our product to hit that target without secondary stiffeners."

In the meantime, the company is moving forward with applications for truck trailer side panels--10-ft X 53-ft laminated panels finished with UV-cured automotive-quality paint finishes that are lighter and stronger than current designs--as well as products for the marine, aerospace, and office products markets. Yet, it's in automotive that Hickey sees the greatest potential for growth. "Unlike our competition, as oil prices rise," he says, "our high natural fiber content helps keep costs under control. And we all know how important costs are in this industry right now."

By Christopher A. Sawyer, Executive Editor

RELATED ARTICLE: Carbon, Carbon Everywhere

The carbon fiber roof of BMW's M6 is made of several plies of carbon fiber cloth that are pre-formed in their dry state before being sent through a resin transfer molding (RTM) process at BMW's Landshut, Germany, facility. The finished panel is finished with a gloss clear top coat that allows the weave of the carbon material to show through. BMW says the roof panel--which is bonded along its periphery to the M6's roof structure--removes more than 4.5 kg from the roof of the car, which is equivalent to a 50% weight reduction compared to the standard 6 Series' steel roof panel and reinforcements. In addition, the carbon fiber roof allowed BMW engineers to specify thinner, lighter rear glass for the M6 and lower the car's center of gravity. Carbon fiber also is used in the front and rear bumper beams of the M6. These Nylon 6 pieces are reinforced with carbon fiber braid in a BMW-developed production process wherein dry carbon fiber strips are woven around a core, infused with resin and hardened before the core is removed. The company says they are the first carbon fiber-reinforced bumpers ever to enter series production.

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