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In the automotive industry, mass reduction and lightweight design is a continuing trend that does not show signs of declining. When looking at where to reduce weight in a vehicle, the body is a preferential subsystem due to its large contribution to overall mass and the stability of body composition over a specific model range. The automotive industry of today moves toward a greater differentiation in materials that compose a car, which can be seen in the several different multi material vehicle bodies that have been introduced by manufacturers in recent years. But while mixing materials may contribute to a good compromise between weight reduction and vehicle cost, it also proposes a number of challenges that need to be addressed. Among other material factors, the different coefficients of thermal expansions might introduce new stresses during painting and curing. Joining processes and possible chemical reactions between materials also needs to be taken into account, the same with the question of whether to integrate or differentiate different functions in a system. If the manufacturing plant uses mixed model assembly lines, design of end effectors for gripping multiple different materials is another challenge not previously encountered in this context. In this paper, a number of production and manufacturing related challenges are discussed, and the authors highlight different areas where the requirements of design engineering tools needs to be evaluated for these new multi material concepts and design decisions in order for automotive manufacturers to ensure future market competitiveness. IntroductionAt the moment, large emphasis in industry is put on reduction of energy consumption. This is especially true in the automotive industry. A vehicle's energy consumption can be divided into three discrete phases: production phase, use phase and end of life phase. The production phase will include everything up until delivery to the first user, the use phase will consist of the cars "life" as a driven vehicle and end of life includes disassembly, reuse and recycling. While development is not mentioned anywhere in these three phases (and occurs before the first phase, production, is initiated), decisions made during the development of a vehicle will affect energy consumption in both production, use and end of life. Therefore, it is interesting to look at what can be done during development that will reduce energy consumption in later phases. The automotive industry and its different stakeholders currently focus on energy savings, and one way of achieving this is by reducing the fuel consumption of a vehicle. The fuel consumption of a vehicle can be described as in equation 1 [1]. The denotation can be seen in table 1.

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Längst, djupast i ändlösa skogar, bakom urberg, stupande grå, bortom svindlande, ändlösa hedar, där dagarna dödstysta gå, där jäser i smältvit hetta ett bål under stybbade bryn och silar ur hundra små gluggar sin gråa rök mot skyn.Där kring går en nattsvart mänska med ögon som vitt porslin och svettas i kamp mot hungern och med bröstet mot vinterns lavin.All eld som brinner är eld, fast den göms som vore den död, all eld är äkta eld, fast den ej lyser som druvor röd.Den glöder ändå där nere, den bränner sig längre ner, och gräver sig ut och flammar i natten, när ingen ser.Så glöder, så brinner en mänska av hat, av hopp och tro, så går från djupet små rökmoln och somna i skogarnas ro.Så stiga den gömdes visor ur jord och bränder fram, och smyga sig drömmande ut över urbergens trasiga kam.Det hela är röken bara av en ande som trotsar och ber det är grått, det är släckt, det försvinner, det är milrök -ingenting mer.