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Is the thicker the car body, the safer it will be?
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Is the thicker the car body, the safer it will be?

Views: 32     Author: Site Editor     Publish Time: 2018-12-05      Origin: www.fuchun-casting.com

Is the thicker the car body, the safer it will be?

In today's automobile market, the thickness of automobile body produced by major brand manufacturers is different.

You may associate Japanese cars with thinner bodywork and German cars with thicker bodywork. This statement has been widely circulated on the Internet and has long been the impression of these two systems.

At this time, there will be a question:

Will the thickness of the car body affect the safety of the car? Is there any theoretical basis to prove this?

In fact, the skin (body) thickness of the main automobile manufacturers in the market is between 0.7mm and 0.9mm, and the thickness of the paint is about 0.15mm, that is, between 0.85 and 1.05mm.Some people will say that the gap is not small, but this is not the biggest difference between them, the thickness of iron in different parts of the car is different.

When designing, the manufacturer will choose the thickness of car skin at different positions from the aspects of stamping complexity, anti-concave rigidity of body surface, avoiding body resonance and so on. For example, the steel plate at the roof of the car, the skylight, snow cover and other factors will be considered in the design, which is often much thicker than other parts of the car body.


It may also be questioned why some cars have a big pit when they press their fingers, while others can't move. It has to be admitted that some cars have been strengthened in body thickness in order to reduce deformation and resonance, rather than "a car with a thick body must be safe".

 car structure

In other words, is the body thicker or thinner?

Whether the body is thick or thin, the lighter the body, the lower the fuel consumption and the lower the cost as long as it meets the requirements of technology and performance.

For example, the front fender of a car is made of non-metallic materials, but the performance standards can meet the requirements of use and reduce costs.

The biggest problem of automobile development is not that the heavier the car, the safer it is, but whether it can be light and safe. It's easy to weigh 100KG, but to reduce 100KG depends on top-notch manufacturing technology.

automobile parts supplier



  • What is 'multiple certification'?

    This is where a batch of steel meets more than one specification or grade. It is a way of allowing melting shops to produce stainless steel more efficiently by restricting the number of different types of steel. The chemical composition and mechanical properties of the steel can meet more than one grade within the same standard or across a number of standards. This also allows stockholders to minimise stock levels.

    For example, it is common for 1.4401 and 1.4404 (316 and 316L) to be dual certified - that is the carbon content is less than 0.030%. Steel certified to both European and US standards is also common.

  • What surface finishes are available on stainless steels?

    There are many different types of surface finish on stainless steel. Some of these originate from the mill but many are applied later during processing, for example polished, brushed, blasted, etched and coloured finishes.

    The importance of surface finish in determining the corrosion resistance of the stainless steel surface cannot be overemphasised. A rough surface finish can effectively lower the corrosion resistance to that of a lower grade of stainless steel.

  • Can I use stainless steel at high temperatures?

    Various types of stainless steel are used across the whole temperature range from ambient to 1100 deg C. The choice of grade depends on several factors:

    1. Maximum temperature of operation
    2. Time at temperature, cyclic nature of process
    3. Type of atmosphere, oxidising , reducing, sulphidising, carburising.
    4. Strength requirement

    In the European standards, a distinction is made between stainless steels and heat-resisting steels. However, this distinction is often blurred and it is useful to consider them as one range of steels.

    Increasing amounts of Chromium and silicon impart greater oxidation resistance. Increasing amounts of Nickel impart greater carburisation resistance.

  • Can I use stainless steel at low temperatures?

    Austenitic stainless steels are extensively used for service down to as low as liquid helium temperature (-269 deg C). This is largely due to the lack of a clearly defined transition from ductile to brittle fracture in impact toughness testing.

    Toughness is measured by impacting a small sample with a swinging hammer. The distance which the hammer swings after impact is a measure of the toughness. The shorter the distance, the tougher the steel as the energy of the hammer is absorbed by the sample. Toughness is measured in Joules (J). Minimum values of toughness are specified for different applications. A value of 40 J is regarded as reasonable for most service conditions.

    Steels with ferritic or martensitic structures show a sudden change from ductile (safe) to brittle (unsafe) fracture over a small temperature difference. Even the best of these steels show this behaviour at temperatures higher than -100 deg C and in many cases only just below zero.

    In contrast austenitic steels only show a gradual fall in the impact toughness value and are still well above 100 J at -196 deg C.

    Another factor in affecting the choice of steel at low temperature is the ability to resist transformation from austenite to martensite. 

  • Is stainless steel non-magnetic?

    It is commonly stated that “stainless steel is non-magnetic”. This is not strictly true and the real situation is rather more complicated. The degree of magnetic response or magnetic permeability is derived from the microstructure of the steel. A totally non-magnetic material has a relative magnetic permeability of 1. Austenitic structures are totally non-magnetic and so a 100% austenitic stainless steel would have a permeability of 1. In practice this is not achieved. There is always a small amount of ferrite and/or martensite in the steel and so permeability values are always above 1. Typical values for standard austenitic stainless steels can be in the order of 1.05 – 1.1. 

    It is possible for the magnetic permeability of austenitic steels to be changed during processing. For example, cold work and welding are liable to increase the amount of martensite and ferrite respectively in the steel. A familiar example is in a stainless steel sink where the flat drainer has little magnetic response whereas the pressed bowl has a higher response due to the formation of martensite particularly in the corners.

    In practical terms, austenitic stainless steels are used for “non-magnetic” applications, for example magnetic resonance imaging (MRI). In these cases, it is often necessary to agree a maximum magnetic permeability between customer and supplier. It can be as low as 1.004.

    Martensitic, ferritic, duplex and precipitation hardening steels are magnetic.

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