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Helms also sees increasing demand for power electronics in both vehicle interior and exterior. "You can imagine these systems will continue to grow as more active safety systems are incorporated, culminating in a growing fleet of autonomous and semiautonomous vehicles" He notes that Celanese is working with both OEMs and component suppliers to help them manage heat dissipation in these devices while minimizing the added part weight and cost. Mike Chiandussi, powertrain market segment specialist at BASF (basf.com), Florham Park, N.J., notes that powertrain and chassis account for more than 50% of the total weight of the vehicle. He notes that thermoplastics allow one to achieve complex geometries and design while driving weight out of the vehicle. But He also identifies technical challenges such as high- operating temperatures and chemical wear. Lanxess (lanxess.com), Pittsburgh, sees OEMs targeting improvements in the powertrain, aerodynamics, and overall weight to meet global fuel-efficiency regulations. With the introduction of more small, turbo-charged engines and exhaust-recovery systems, the demand is for materials that can withstand higher engine oper- ating temperatures in a smaller space. Cooling systems also are operating at high temperatures, explains, Jose Chirino, Americas technical director at Lanxess' high-performance materials business unit. Solvay Specialty Polymers (solvay.com), Alpharetta, Ga., has focused on three areas for its polymers, according to global automotive business- development manager Brian Baleno: transmissions, where the need is for thermally stable, wear-resistant mate- rials; lightweighting; and elec- trification of the drivetrain. Jerry Mazur, new business development manager for automo- tive at Trinseo (trinseo.com), Berwyn, Pa., views semi-structural applications as the most dramatic development. "Lighter, safer and environmentally sustainable vehicles are a priority, and cost savings is a primary target for manufacturers." HEAT, CHEMICAL & WEAR RESISTANCE As underhood temperatures rise, suppliers are offering more heat- resistant products, often with an added lightweight advantage. The new Fortron flexible PPS by Celanese has enabled significant weight reductions in underhood applications while resisting extreme temperatures (>75% tensile strength retention after 1000 hr at 175 C/347 F). Helms notes that because nylon absorbs moisture and undergoes variable performance with rising temperatures, parts manufacturers and OEMs will look to PPS for its chemical resistance and long-term high-temperature performance stability under the hood and in applications such as EDS (electrical distribu- tion system) fasteners. China's Chinaust utilizes Flexible Fortron PPS to blow mold and thermoform a positive crankcase ventilation (PCV) tube that is now in production on three GM car platforms. The mate- rial reduces part count by 50%, saves over $3/car per car, and consoli- dates a metal-and-plastic assembly into one plastic unit. Lanxess has responded to these needs with Durethan XTS series, its latest generation of high-heat-resistant nylon 6 grades, as well as the Durethan HR line of high-temperature, hydrolysis-resistant nylon 66 for cooling systems. Chirino sees further opportunities for high-tech plastics in battery systems, engines, and power electric. He adds that newer designs for oil-pan modules are rejecting nylon 66 in favor of equally robust but economical nylon 6. The latest example is the module for the new six-cylinder Boxster engines of the Porsche 911 Carrera, which is made with Durethan BKV 30 H2.0. BASF's Chiandussi says the company's Ultramid Endure high- heat-resistant nylon 66 portfolio can be used in turbocharged air- induction systems, including the air-intake manifold, charge-air ducts, resonators, intercooler end caps, and throttle bodies. It can also achieve long-term-service temperatures of 220 C/428 F and withstand peak temperatures of 240 C/464 F. Two new powertrain applications, which debuted on the 2017 Alfa Romeo Giulia's 2.0L GME engine, utilize BASF's high-heat nylon. The air-intake manifold with integrated charge-air cooler is made with Ultramid Endure D3G7, a 35% glass-filled nylon 66 that is replacing less thermally stable versions of nylons 6 and 66. And the hot-side turbo duct is made with Ultramid Endure D5G3 BM, a 15% glass-filled nylon 66 that is replacing metals in turbo ducts. Higher temperatures and more demanding wear requirements for transmissions are fueling the need for heat-stable and more wear-resistant materials like Torlon PAI and KetaSpire PEEK, says Solvay's Baleno. Applications in transmissions that demand high- temperature and wear resistance are seal rings, thrust washers, and New Fortron flexible PPS from Celanese has enabled major lightweighting in underhood components. QUESTIONS ABOUT MATERIALS? Find articles at ptonline.com/zones/materials @plastechmag 45 Plastics Technology Materials Innovations in Automotive