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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

A review of carbon fiber materials in automotive industry

H Ahmad1,*, A A Markina2, M V Porotnikov2 and F Ahmad3

1
Department of Metallurgical and Rotary Machines,Ural Federal University, 19 Mira
str., 620002, Yekaterinburg, Russia.
2
Department of Lifting and Transporting machines, Ural Federal University, 19 Mira
str., 620002, Yekaterinburg, Russia.
3
Department of Mechanical and Aerospace Engineering, Air University Islamabad,
Service Road E-9 / E-8, Islamabad, Islamabad Capital Territory 44000 Pakistan

*[email protected]

Abstract. In present scenario, light weighting becomes a main issue for energy efficiency in
automotive industry. The emission of gases and fuel efficiency of vehicles are two important
issues. The best way to improve the fuel efficiency is to decrease the weight of vehicle parts.
Research and development played an important role in lightweight materials for decreasing
cost, increasing ability to be recycled, enabling their integration into vehicles, and maximizing
their fuel economy efficacy. There arises a need for developing a novel generation of materials
that will combine both weight reduction and safety issues. The application of carbon fibre
reinforced plastic material offers the best lightweight potential to realize lightweight concepts.
Carbon fibre reinforced plastic has outstanding specific stiffness, specific strength, and fatigue
properties compared to commonly used metals. In automotive industry, the advantages of
carbon fibre reinforced plastic are reduction in weight, part integration and reduction,
crashworthiness, durability, toughness, and aesthetic appealing. Carbon fibre reinforced plastic
is a composite material that has been used extensively in various applications such as
aerospace industry, sports equipment, oil and gas industry, and automotive industry. Keeping
in view the aforementioned advantages of carbon fibre reinforced plastic, the authors have
presented a brief review on carbon fibre for automotive industrial applications.

1. Introduction
The world energy crisis has become more serious since the beginning of 21st century. The reduction
of fuel consumption and emissions are some of the main problems of automotive industry that is
needed to be solved. More than half of the total volume in production of a modern car consists of cast
iron and steel parts, about 11 % – plastics, aluminium alloys (9 %); rubber 7% and 3% respectively.
The share of non-ferrous alloys (magnesium, titanium, copper and zinc) is about 1%; other materials
(varnishes, paints, electric wires, facing materials, etc.) make 13.5 % as shown in Fig. 1 [1].

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

Figure 1. Various types of materials used

for Manufacturing of car parts.
To overcome the problem of energy efficiency, various researchers suggested that different parts of
vehicle could be replaced with different lightweight materials such as alloys and other traditional
materials to reduce the weight of cars [2]. Every 10 kg of reduction of a vehicle reduces the fuel
consumption and leads to drop in carbon emission of 1g/km. Carbon fibre compounds have low
weight, high strength, high rigidity, good vibration resistance, fatigue resistance, corrosion resistance,
and many other advantages [3]. In the past few decades china has developed carbon fibre and its
composite materials research [4]. However, its application in the automotive industry is still behind
aviation, aerospace, and other industrial fields. Researchers around the globe are trying to reduces the
weight of car as well as to develop inexpensive manufacturing techniques for the manufacturing of
lightweight materials such as carbon fibre reinforced plastic (CFRP). Isaiah [5] suggested that
replacing steel with CFRP has the potential to significantly reduce vehicle weight by 60%. The
specific energy absorption (SEA) of the chopped carbon fibre composite material calculated was a the
highest as compared to that of all other composites analysed which shows the crashworthiness of this
material. It was calculated that only 4.27 kg of Chopped carbon fibre would need to be placed at
specific places in the car to ensure passenger safety in the event of a crash at 15.5 m/s (35 mph) [6].
Carbon fibres can be used in various parts of vehicle. The carbon fibre reinforced composites are
used in bumpers due to its improvement in strength and appreciable reduction in weight and size of
frame [7]. A study done by P Kumar [8] on automotive bumpers for three different designs such as
basic bumper design with steel, with the attachment of foam, and with the attachment of honeycomb
which shows a higher strength to weight ratio than steel. Beside Bumper’s manufacturing, the
composite materials also provide a wide range of other potential automotive applications such as body
panels, suspension, steering, brakes and other accessories. Apart from body panels, other automotive
application of composites include instrument panels, leaf springs, drive shafts, fuel tanks, cross wheel
beam, intake manifold. Parts made with the carbon fibre SMC (Sheet Moulding Compound) can
decrease the weight up to 55% as compared to those made of traditional SMC [9]. Bambach in his
research suggested a new technique of strengthening vehicle roof structure by bonding carbon fibres to
the steel surface. The bonding of carbon fibres to the vehicle roof structure of passenger car increases
the strength to weight ratio by two times [10].
Meanwhile, the usage of carbon fibre in additive manufacturing (AM) can improve material
properties and reduce the required manufacturing time [11]. The use of carbon fibre composites for
dual purposes other than just being used to improve the crashworthiness of vehicles must be explored.
For example, one could use the chopped carbon fiber composite material for reinforcements in the
inside of a door in addition to its use as a crashworthy material. Its use will improve the structural
integrity of door as well as acoustics in the car. However, it must also be realized that it is going to be

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

very difficult to replace the low-cost metals that are currently being used for parts that satisfy the
functional needs in a car with a more costly carbon composite material [6]. Currently, a large amount
of CFRP parts is used in high end sports vehicles which are produced approximately 500 units per
year [12]. CFRP has the property to be formed in any shape including large and complex shape. Its
amenability enables to provide more stylish look on the exterior [12]. Hyoung et.al found that the
composite automotive lower arm had two times higher stiffness and buckling strength compared to
conventional steel lower arm while having 50% less weight [13]. Carbon fibre especially for body
coverings and structures composite materials can reduce car quality by more than 30% [4].

2. Literature Review
Ghassemieh [2] provided a comprehensive details of materials used in manufacturing of vehicles. She
discussed the properties of all materials to be accepted in automotive production. In her article she
give a brief review on different materials like steel, magnesium, alloys and composites. The potential
application of these materials in different parts of vehicle is identified by the author. Other class of
materials considered is composites and plastics with synthetic or natural fibre as reinforcement.
Whereas the synthetic fibres are more traditional composites used, and is gaining popularity in
automotive industry because of its environmental concerns. With regards to composites, the cost is one
of the main barriers in the use of these materials. Therefore, a cost analysis is also presented in this
article. A review of production and manufacturing of different automotive parts is also presented by
the author.
According to John et.al [7] Carbon Fiber Reinforced Epoxy and Carbon Fiber Reinforced plastic
(CFRP) are extremely strong and light fiber reinforced polymer which contains carbon fibers. Since
CFRP consists of two distinct elements (carbon fibre and epoxy) and the material properties depend on
these two elements. The reinforcement will give the CFRP, its rigidity and strength. Unlike isotropic
materials like steel, CFRP has directional strength properties. The properties of CFRP depends upon
the layout of carbon fiber and proportion of carbon fiber. Because of a large number of favorable
properties like low coefficient of thermal expansion, good fatigue resistance and easiness for the
production of complex shapes along with high tensile and compressive strength, CFRP have become
alternatives for conventional materials like steel and iron in many applications. The CFRP are used in
bumpers due to it high strength and appreciable reduction in weight and size of frame. Nowadays the
use of CFRP has been decreased because of its expense, however; its reduced weight and higher
strength still give this composite an edge over other materials.
Wang et.al [14] investigated carbon fibre-reinforced(CFRP) composite sandwich structures cured
at high temperatures with aluminium honeycomb structures as the core material. The effects of core
material thickness and density on material properties of composite sandwich honeycomb structures
were studied. Both the material bending strength and stiffness were analysed by three-point bending
tests, whereas the panel peeling strength was analysed by panel board peeling tests. The material
strength could be improved by increasing the density or thickness (figure 2), while optimum middle
density or thickness values maximized the bending stiffness. In addition, the stiffness changed to a
higher degree with a change in density or thickness than the strength. Experimental samples with a
density of 101 kg/m3 and a thickness of 20 mm for the aluminium honeycomb core exhibited high
strength, stiffness while decreasing weight. Improving interfacial properties between the panel board
and core material can increase the panel peeling force.

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

Figure 2. Energy absorption of CFRP

during collision test [15]

2.1. Properties of Carbon fiber

2.1.1. Crashworthiness. According to the comments of Jacob et.al [6], the energy absorption capability
of a composite material is important in developing improved human safety in an automotive crash. In
passenger vehicles, the ability to absorb impact energy and be survivable for the occupant is called
crashworthiness of structure. The crashworthiness in terms of specific energy absorption (SEA) of a
chopped carbon fiber (CCF) composite material system was compared with that of other fiber resin
systems. The quantity of these material systems needed to ensure passenger safety in a midsize car
traveling at different velocities was calculated and compared. The SEA of the chopped carbon fiber
composite material was the highest as compared to that of all the other composites probed. It was
calculated that only 4.27 kg of it would need to be placed at specific places in the car to ensure
passenger safety in the event of a crash at 15.5 m/s (35 mph). The CCF composite tested at 5 mm/min
crushing speed met both the criteria that needed to be satisfied before a material is considered highly
crashworthy. The high SEA recorded for the less costly CCF composite material, shows how
successful one might be in analyzing different grades and combinations of carbon fiber and resins for
use in automotive applications. Some of the Embodied energies of different materials were shown by
Othman et.al [12] as given in Table 1.
Table 1. Embodied energies of common composite constituent materials [12]
Material Embodied energy
(MJ/kg)
Carbon fibre 183 to 286
Glass fibre 13 to 32
Polyester resin 63 to 78
Epoxy resin 76 to 80
Aluminium alloys 196 to 257
Stainless steel 110 to 210
The work presented by Lukaszewicz [16] is an introductory approach to manage the complexity of
composite development including both geometrical and microstructural design. Composite materials
such as CFRP gives an edge over conventional materials in energy absorbing structures of automobiles
and hence reduce weight of body-in-eight (BIW). To design effective energy absorbing composite
structures, both geometric and microstructural features need to be understood. Two sets of studies are
introduced in this work where the geometry, such as aspect ratio was changed and in other
microstructural features, such as braiding angle, fibre type and UD fraction were varied to study their
impact on specific energy absorption. From the tests on glass and carbon/glass specimens SEA values
from 20 to 60kJ/kg could be obtained which indicates the importance of informed decisions regarding
the geometry as well as microstructure of composite energy absorbers.

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

2.1.2. Weight reduction. According to the comments of Hovorun et.al [1] research and development
into lightweight materials is essential for lowering their cost, increasing their ability to be recycled,
enabling their integration into vehicles, and maximizing their fuel economy benefits. Light weighting
without loss of strength and speed properties is the present, and the future, of the automotive
manufacturing industry. The body of the new electric car BMW i3 is largely made of carbon fibre. The
body is made of synthetic material reinforced with carbon fibre. In the terminology of BMW, a new
material is named carbon fibre reinforced Plastic (CFRP). It is very durable and light but expensive
composite material with fiberglass reinforced plastic. The car body of this material is 50 % lighter than
steel and 30 % lighter than aluminium.
Petersson et.al. [17] reveals different new ways of making carbon composite materials available for
designing automotive industry production equipment by initiating a design and material concept that
combines flexibility, with relatively low cost and high functionality reducing the weight up to 60%.
Carbon composite materials are one such alternative that has excellent material properties. In his
research he has shown that it is possible by changing material to achieve both lighter automotive
industry production equipment and enhanced performance at the same time, which in the end can
result in enhanced productivity.
Masilamani et.al [18] discussed in detail the benefits of usage of CFRP in each parts of car. The
key driver is weight saved and the increase in specific strength and stiffness that carbon composite
offer. The key enabler in using carbon fibre is low cost – high cost generally it makes carbon fibre
components prohibitive unless additional revenue can be made. Much research is required to be done
in order to reduce the curing time of CFRP and make it suitable for mass production. Every 10 kg of
reduction of a vehicle improves the fuel consumption efficiency of automobiles and leads to a drop in
carbon emission of 1g/km. Table 2 provides comparison of weight of steel and CFRP.
Table 2. Comparison of weight reduction in car roof by
replacing CPRF with steel.
Description Weight
Steel roof 11.2 kg
Composite roof (CFRP) 5 to 5.5 kg
Weight reduction 6 to 6.6 kg

Kim et.al [14] designed an automotive composite lower arm using carbon-epoxy composite
materials. He found out that the composite lower arm he designed had two times higher stiffness and
buckling strength compared to the conventional steel lower arm while having 50% less weight. For the
composite lower arm, the failure load and stiffness were found to be 2.2 times greater and 2 times
higher (3383 kgf and 70.9 kgf/mm) than those of the steel lower arm (1500 kgf and 32.75
kgf/mm), respectively, while meeting the target weight reduction of 50% (2.15 kg to 1.12 kg).

2.2. Use of Carbon fiber in automobiles

2.2.1. Chassis. Masilamani et.al [18] A chassis being the frame of the vehicle has to be stiff or strong
to absorb and stop movements and vibrations from engine, suspension and axes. It should be light as
well, so as to improve the vehicles performances and fuel efficiency. CFRP is suitable because it is
approximately twice stronger but much lighter than steel or aluminum. Carbon fiber body is inflexible.
For instance, metals can be melted or welded whereas carbon fiber chassis will not bend, and when it
faces enough force it breaks and cannot be joined together. With acceleration defined as change in
velocity it can be said that decrease in the weight of vehicle results in the same force greater
acceleration. This means that a race car with less weight has the capability to increase speed more
rapidly and change directions more quickly. A chassis is usually used in super cars where the strong
and light weight property of carbon fiber takes preferences over high cost.

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

2.2.2. Bumper. Kumar et al. [19] carried out his work on the automotive bumper by using carbon fibre,
honeycomb structure and foam. The bumper beam analysed for the steel and composite material with
the basic bumper design in the first phase, and then front part is modelled with the honeycomb and
foam type in the second phase to compare the deformation and energy absorbed during the impact.
The study of automotive bumper was done for three designs namely, basic bumper design with steel,
with the attachment of foam and with the attachment of honeycomb. In his research he has shown that
the carbon fibre gives the high strength to weight ratio in comparison with the steel and dissipates
energy. The basic design with front part as a foam absorbs the energy and ensures the pedestrian
safety. The honeycomb structure having strength to absorb more energy hence decreases the chest and
thereby ensures passenger’s safety.
Do-Hyoung Kim et.al [20] studied various designs of glass/carbon mat thermoplastic (GCMT) and
calculated various mechanical properties. Then, the GCMT bumper beam was optimally designed for
each material case by using the µGA algorithm with the impact simulation. In accordance with the
weight, amount of carbon fibre and impact performance an optimum design was selected. Then, the
real bumper beam was manufactured by using the final design and its impact performances were
measured. It was found out that the optimally designed GCMT bumper beam had 33% less weight
compared to the conventional bumper beam while having a better impact performance as shown in
Table 3.
Table 3. Final design results obtained from
impact simulation and real test
Weight (kg) Instrusion Deflection
(mm) (mm)
Simulated 2.49 130 82
Tested 2.61 123 89
Conventional 3.9 136 93

2.2.3. Engine Cradle. Fonseca et.al [21] demonstrates the feasibility of considering polymer-metal
hybrid (PMH) engine cradles for weight reduction and improving structural performance by
integrating a recycled carbon fibre (rCF) material and PMH technologies that allow reducing
processing time of CFRP components. The initial conceptual design consists of creating C-
type/hollow-type inserts and modifying the plastic components by considering the dimensions and
thickness of insert and inclusion of plastic ribs as the design parameters. The PMH engine cradles are
then evaluated by performance criteria, including weight reduction, stiffness, natural frequency and
strength. The integration of rCF with injection-moulding over metal inserts causes weight reduction.
The hollow-type and C-type PMH engine cradles achieved the weight reduction of 19% and 16%
compared to the reference steel engine cradle and meet the evaluation criteria. The results contribute to
the advancement of lightweight engine cradles with improved structural performance, fabricated with
low-cost carbon fibre and fast manufacturing processes.

2.2.4 Roof Panel. Bambach [10] presented a novel approach of strengthening vehicle’s roof structure
components by bonding carbon fibres to the steel surface. The strengthening potential is checked with
a numerical study of two different passenger vehicles subjected to various roof crush test protocols.
Numerical models of fibre composite strengthening systems are confirmed against experiments, then
applied to numerical models of the vehicles. It is shown that fibre composite strengthening of vehicle
roof structures has the potential to contribute to higher roof strengths and light-weighing in future
vehicle fleets. His study has demonstrated the considerable potential for vehicle roof strengthening by
fibre-epoxy strengthening systems. The bonding of carbon fibres to the vehicle roof structure
components can improve the roof strength, and similarly the vehicles' roof strength to weight ratio, by
nearly two times. A 37–68% mass saving resulted with using fibre composite in place of added steel
for equivalent roof strengthening. In Fig 3. the setup used by Bambach for roof crush test is shown.

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

Figure 3. Test setup for the FMVSS 216 roof crush test protocol.
Jain [22] BMW M3 CSL car model utilises CFRP for a production of roof structure. The mass of
CFRP roof structure is 6 kg (50%) lighter than the conventional roof.

2.2.5. Tailgate. According Masilamani et.al [18] the stiffness and reduced density of CPRF made it
possible to remove the two tailgate stabilizers which can reduce further weight. Due to CPRF it is now
possible to remove interior trims components which can be painted directly. Due to the integration
property of carbon fibre there is reduction in the number of parts that have to be assembled. It will
provide easy assembly and ability to provide complex shapes. The combination of plastic with carbon
fibre can reduce the weight of tailgate by 7kg (35%) but it is still not considered good for mass
production because of the time it takes during manufacturing.

2.2.6. Hood. Hathcock et.al [23] In this study investigated the potential of graphene additives in
carbon fibre body panels through manufacturing of a proof of concept hood for the 2016 Chevrolet
Camaro. In order to develop the novel hood, which uses an advanced graphene infused carbon fibre,
different amounts of graphene additives were investigated to determine the optimum performance. A
new lightweight graphene (0.1%) enhanced carbon fibre composite has been proven as an effective
material for concept automotive hood for the 2016 model year Chevy Camaro as it reduces weight of
the hood body by 50%, improving structural performance whereas, increasing the cost.

2.2.7. Ribs Construction. Gundolf et. al [24] used circular carbon fibre reinforced plastic
(CFRP) in rib construction at the position of the b–pillar that creates a light, safe passenger
compartment to assure the safety of the passengers as well as the components of an alternative
drive train in case of a side crash as shown in figure 4. Another example is a new light front-
end structure which resembles current configurations in the package, but simultaneously
reveals a clearly improved structural performance.

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

Figure 4. Rib and Space Frame Model.

2.3. Mass Production

Work done by Jacobs A [25] on megacity vehicle of BMW also features a new vehicle architecture
and extensive use of lightweight carbon fiber composites. BMW believes it is the only car maker with
the manufacturing experience necessary to use carbon fiber in mass production. Amanda Jacob
reviews the project details released so far. BMW is confident that with its 10 years of in-house
expertise and experience it has achieved its long-term goal: the mass production of CFRP components.
In a target to achieve and develop processing capabilities the company has invested heavily in this
field.
Visal et.al [26] says that carbon fiber reinforced polymers (CFRPs) are one of the stiffest and
lightest composite materials. they are much convincing than other conventional materials in many
fields and applications such as higher price and lower formability. Moreover, the nanoparticles
increase mechanical properties of these composites. As these composites are costly materials, Non-
destructive testing (NDT) such as Eddy current pulsed thermography (ECPT) is used for studying
properties against impact loading. Modifying composite papers with Hot Melting Fibers (HMF) shows
increase in mechanical properties without considerable reduction in electrical properties. From various
experimentation done by research team it is clear that addition of CNT or Nano clay which in this case
is montmorillonite Nano clay properties of CFRP are showing promising increase and enhancement.
As well as for NDT testing the early stage of heating phase is suitable for carbon fiber mapping and
that both latter heating phase and cooling phase can be used for impact characterization. Both results
under reflection mode and transmission mode illustrate that the detection of impact is mainly based on
the carbon structure broken and conductivity change but not the thickness change using eddy current
pulsed thermography.

3. Conclusion
The aim of the review is to report the advancements made in carbon fibre material in automotive
industry technology and its wide variety of applications. However, some of the latest efforts and
developments are discussed in more detail. Meanwhile, this technology has become state-of-the-art
knowledge among the involved researchers. Moreover, this technology has researched wider audience
along the worldwide. Despite, continued research in terms of mass production, manufacturing cost,
joining technologies, developments and additional research on automotive industry overcoming some
of present challenges and limitations that are needed in industrial applications.

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ICMTMTE 2020 IOP Publishing
IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

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IOP Conf. Series: Materials Science and Engineering 971 (2020) 032011 doi:10.1088/1757-899X/971/3/032011

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