in short, your claim: “The cost of aluminum die casting and stamped steel is, on Tesla’s scale, similar” both seems to miss the entire point and run against literally everything I have seen written about this. You need citations for this claim, I am not going to take your word for it.
Here I would be careful since investments, especially in a particular model generation of welding robots, are depreciated. For forming processes, the depreciation can even extend over three or four model generations. This technological write-off – bear in mind that this is not tax-related – runs over a timeframe of 30 years. For the OEMs that are already using these machines for existing vehicle generations, the use of the new technology makes no sense. On the other hand, thanks to its greenfield approach, Tesla can save itself these typical investments in shell-type construction. In a brownfield, it would be operationally nonsensical not to keep using long depreciated machinery. So, in this situation, I would not support the 20-30% cost savings that were cited.
With die casting, one important aspect is that there is a noticeable reduction in the service life of the die-casting moulds. Due to so-called thermal shock, the rule of thumb is that a die-casting mould is good for 100,000-150,000 shots. By contrast, one forming tool is used to make 5m-6m parts. So, we are talking about a factor of 20 to 30. There is quite clearly a limited volume range for which the casting-intensive solution would be appropriate. To me, aluminium casting holds little appeal for very small and very large volumes. Especially for mass production in the millions, you would need about six or seven of these expensive die-casting moulds. We estimate that the die-casting form for the single part, rear-end of a Tesla would weigh about 80-100 tonnes. This translates to huge costs for handling and the peripheral equipment, in the form of cranes, for example. Die-casting moulds also pose technological obstacles and hazards. The leakage of melted material is cited as one example. The risks of not even being able to operate in some situations are not negligible.
Or the geometry of the frame was insufficiently optimized for vertical shear. I do not understand how you reached this conclusion.
No. If aluminum doesn’t have weak points, it stretches/bends before breaking. The Cybertruck hitch broke off cleanly without stretching. Therefore there was a weak point.
By nothing I mean that the estimate for their marketing spend in 2022 (literally all marketing to include PR if there was any at all) was $175k.
I’m skeptical of that. PR firms don’t report to Vivvix.
OK, here’s a citation then: https://www.automotivemanufacturingsolutions.com/casting/forging/megacasting-a-chance-to-rethink-body-manufacturing/42721.article
No. If aluminum doesn’t have weak points, it stretches/bends before breaking. The Cybertruck hitch broke off cleanly without stretching. Therefore there was a weak point.
I’m skeptical of that. PR firms don’t report to Vivvix.