Review of the Fuel Saving, Life Cycle GHG Emission, and Ownership Cost Impacts of Lightweighting Vehicles with Different Powertrains

Abstract

The literature analyzing the fuel saving, life cycle greenhouse gas (GHG) emission, and ownership cost impacts of lightweighting vehicles with different powertrains is reviewed. Vehicles with lower powertrain efficiencies have higher fuel consumption. Thus, fuel savings from lightweighting internal combustion engine vehicles can be higher than those of hybrid electric and battery electric vehicles. However, the impact of fuel savings on life cycle costs and GHG emissions depends on fuel prices, fuel carbon intensities and fuel storage requirements. Battery electric vehicle fuel savings enable reduction of battery size without sacrificing driving range. This reduces the battery production cost and mass, the latter results in further fuel savings. The carbon intensity of electricity varies widely and is a major source of uncertainty when evaluating the benefits of fuel savings. Hybrid electric vehicles use gasoline more efficiently than internal combustion engine vehicles and do not require large plug-in batteries. Therefore, the benefits of lightweighting depend on the vehicle powertrain. We discuss the value proposition of the use of lightweight materials and alternative powertrains. Future assessments of the benefits of vehicle lightweighting should capture the unique characteristics of emerging vehicle powertrains.

Magnesium Nanocomposite Coatings for Protection of a Lightweight Al Alloy: Modes of Corrosion Protection, Mechanisms of Failure

“…The increasing adoption of Al alloys for lightweighting in the automotive industry has provided new impetus to the search for novel sustainable coating solutions that eschew carcinogens and have a lower environmental impact . Premature failure of strength‐critical parts as a result of corrosion poses a risk to passenger safety.…”

Tortuosity but not Percolation: Design of Graphene Nanocomposite Coatings for the Extended Corrosion Protection of Aluminum Alloys

“…The strong impetus for reducing fuel consumption along with increasingly stringent global emissions standards have spurred a worldwide push towards lightweighting of vehicles. [1][2][3][4][5] Lightweighting of vehicular components is most often targeted through (a) the replacement of steel by magnesium and aluminum alloys, engineered polymers, or carbon fiber composites or (b) through the design of porous monolithic forms (increasingly accessible from additive manufacturing methods) that provide load-bearing capabilities and mechanical resilience comparable to fully dense fabricated parts but with much greater economy of material consumption. 6,7 In contrast to vehicular transportation, the use of light-weight metal alloys is much more prevalent in other sectors where they are designed to meet demanding structural specifications.…”

“…The need to replace failing parts furthermore decreases service life and thereby increases the cradle-to-grave environmental impact of engineered alloys. 2,3 Chromium-based conversion coatings provide excellent corrosion protection of aluminum and have been the mainstay for corrosion protection in the aerospace industry; however, it is well established that hexavalent chromium effluents released at various points in production, use, and as a byproduct of protection are highly toxic as well as carcinogenic. 9 Indeed, concerns regarding the ecological toxicity and human health impact of hexavalent chrome have led to strict regulation of its use in products.…”

A preliminary mechanical design evaluation of the Wikispeed car: for light-weighting implications

“…Of the various options available, vehicle weight reduction remains a prominent and viable option (Harvey, 2018). Specifically, the use of lightweight materials to replace conventional steel in passenger vehicles with internal combustion engines (ICE) has gained noteworthy attention (Luk et al, 2017). This is because lightweight materials substitution can help to reduce fuel consumption and the formation of exhaust emissions (AlSabbagh et al, 2017;Fernández, 2018;Luján et al, 2018).…”