International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 6, Issue 7, July 2016)
Application of Steel in Automotive Industry
Mayank Kumar Singh
Student, B.Tech (Automobile Engineering), Manipal Institute of Technology, Manipal
Abstract— Over the years, steel has remained the key
materials in the automotive industry. Steel has wide range of
yield strength with high modulus of elasticity. Steel is also
considered as most preferable material in automotive
application due to low cost. Other benefits of steel include
light weighting opportunities using new generation high
strength steel leading to fuel efficiency, enhanced safety, good
recyclability, and formability characteristics. This paper
discusses the current trend, application and recent progress in
usage of various types of steel in automobile sector. Recent
development of next generation steel such as Advanced High
Strength Steel (AHSS) has also been elaborated.
Keywords—Steel, Automotive, Industry, Advanced High
Strength Steel, Material
I. INTRODUCTION
Over the years, steel has remained the key materials in
the automotive industry. Steel has also established as
reasonable in cost, longer life and variability in strength
levels while meeting the increasingly stringent engineering
needs. Steel is also very adaptable to corrective rework.
Moreover, this material has exceptional versatility in terms
of formability and the industry has also responded quickly
to recognize the changing due to legislative and
environmental requirements. Some of the other advantages
of steel with respect to be used in automotive sector are
ease of forming, consistency of supply, corrosion resistance
with zinc coatings, ease of joining, recyclability and good
crash energy absorption. Some of the disadvantages are that
steel is considered as heavier than its competitive materials
and gets corroded very easily if uncoated. There have been
significant developments in producing wide range of steel
using various additives and deploying technological
interventions during steel production.
Steel is considered as vital material in the majority of
vehicles. There has been development of new formulation
of steel chemistry producing high-strength steels. This
requires further attention on giving focus on new design,
fabrication, and assembly techniques by automotive
companies. As applications of steel is not only in vehicle
bodies, but also engine, chassis, wheels and many other
parts and components aiming further to demonstrate weight
reduction, enhanced fuel efficiency and simultaneous
improvements in strength, stiffness, and other structural
performance characteristics [1].
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In the recent past, there has been increasingly use of
high-strength steels (HSS), which may also be referred to
as high-strength, low-alloy (HSLA) steels. Series of studies
conducted by American Iron and Steel Institute (AISI)
Ultralight Steel Auto Body (ULSAB) demonstrated
improved design and 19% mass reduction in a body
structure that had superior strength and structural
performance (including crashworthiness) along with a
reduced parts count and net manufacturing cost savings
compared to a conventional steel body [2]. Similar benefits
in terms of mass reductions were achieved for doors,
hoods, deck lids, and hatchbacks [3]. These materials
further led to improved application and better forming
processes allowing a significant optimization of vehicle
body structures and components [1]. Iron and steel industry
has embedded their research activity to address new
designs and redesigns requirements of automotive
manufacturers. The steel industry and component suppliers
are investing heavily in innovation.
II. DRIVERS OF STEEL APPLICATION
Recent drivers of steel application in automotive sector
include cost, fuel efficiency, regulatory requirements,
safety, recyclability, light weighting, formability and
specific customer requirements. Automotive companies
consider all these factors in their design and maintain an
optimized and balanced solution.
A. Cost
Cost is one of the most important driving factors for
selection of material in automotive sector. Normally cost
includes major components such as cost to design, cost of
raw materials, manufacturing cost and cost of testing the
product. Other key variables include manufacturing cycle
times, better machinability, ability to have thinner and
more variable wall dimensions, closer dimensional
tolerances, reduced number of assemblies, more easily
produced to near net shape(thus decreasing finishing costs,
and less costly melting/metal-forming processes) [4].
B. Lightweight
Weight reduction is considered a key criterion for
reducing fuel consumption and greenhouse gases from the
transportation sector.
 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 6, Issue 7, July 2016)
It has been estimated that for every 10% of weight
eliminated from a vehicle's total weight, fuel economy
improves by 7% and reduction of 5% GHG emission
achieved [10].
All automotive manufacturers along with their suppliers
are investing significantly in development of lightweight
materials. The major challenge associated with lightweight
materials is their high cost. Priority is given to activities to
reduce costs through development of new materials,
forming technologies, and manufacturing processes while
maintaining the same rigidity [4].
C. Safety, crashworthiness
There are two key safety concepts to consider viz.
crashworthiness and penetration resistance.
Crashworthiness is defined as the potential of absorption of
energy through controlled failure modes and mechanisms
that provides a gradual decay in the load profile during
absorption while penetration resistance is concerned with
the total absorption without allowing projectile or fragment
penetration [4].
Steel is considered to be one of the best energy
absorbent materials. The absorption energy is calculated
based on the area covered under the stress-strain curves.
High strength steel provides better performance in crash
due to higher work hardening rate and high flow stress.
This will result in more uniform strain distribution in steel
material in the crash event. Some of the important aspects
are considered in design for better crashworthiness include
geometrical and dimensional aspects, materials
deformation, progressive failure behaviour in terms of
stiffness, yield, strain hardening, elongation and strain at
break of the vehicle. [5].
D. Recycling and End of vehicle life considerations
There have been key trends about developing the
environment friendly vehicles with focus on conservation
of resources, reduction of CO2 emissions, increasing the
fuel efficiency during vehicle usage life time and
subsequently enhanced recycling and recovery of materials
at the end of vehicle life [6].
For achieving higher recoverability and recyclability of
vehicle at its end of life, there are already regulations
existing in EU, Japan, South Korea etc. India has also come
up with draft standards on the same. The End of Life
Vehicles (ELV) Directive aims to reduce the amount of
waste produced from vehicles when they are scrapped. It
also sets higher reuse, recycling and recovery targets and
limits the use of hazardous substances in both new vehicles
and replacement vehicle parts [6].
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Steel is considered to be most recycled material in the
world with high level of recycling efficiency. Polymers
mixed with composites have major challenges recycling
and recoverability. Considerable R&D efforts are now
focused on developing materials with greater potential of
recycling and re-use or developing ways of recycling and
re-use of the current materials.
III. MATERIAL PROPERTIES AND PERFORMANCE
Before choosing a material for design there are three
main factors to be looked upon. Material performance
(density, tensile strength, modulus, corrosion resistance,
elongation, cost, availability, environment considerations,
performance, manufacturability), Government regulations
(fuel efficiency, light weighting, crash performance,
emissions), Customer requirements (cost, quality features).
The basic criteria a material should also satisfy are
structural dynamics, static stiffness, weight optimization,
crashworthiness.
Steel is having excellent performance in terms of yield
and tensile strength, elongation to fracture, anisotropy and
Young’s modulus. The strength of a component that should
be under axial loading is related to the mechanical
properties of the material [7].In bending and torsion, both
material and shape are important parameters for the
efficiency of the component to carry the applied load [8].
For bending, the elastic-plastic transition is a combination
of shape and material properties. The following key
characteristics should be considered for proper material
selection:
A. Stiffness
Modulus of elasticity (E) and geometry of material have
direct linkage with stiffness of a component. As E value
has been constant for all steel grades, so geometry can only
be changed to improve stiffness. Steel provides excellent
flexibility due to its higher formability for optimizing the
stiffness. For high strength steel reduction in gauge can be
counterbalanced by changes in geometry or by using
continuous joining techniques such as laser welding or
adhesive bonding [4].
B. Strength
Strength of a component is primarily dependent on yield
strength, tensile strength and geometry of component. Steel
offers design flexibility over other materials due to their
higher formability and work hardening characteristics.
High strength steel grades also have good bake hardening
ability [9].
 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 6, Issue 7, July 2016)
C. Fatigue
Fatigue properties of automotive components depend on
geometry, thickness, applied loads and material endurance
limit. The endurance limit of a material increases with
tensile strength. Thus, high strength combined with
superior work hardening and bake hardening, resulting in a
significant increase in the as-manufactured strength of high
strength steel components, also results in a better fatigue
resistance [9].
D. Formability
Steel has many advantageous characteristics connected
to formability coupled with high strength and good work
hardening ability to stretch and distribute the strain more
[9].
Fig. 1 indicates the typical comparison of various
materials with respect to their key parameters such as
stiffness, density and cost [9].
Fig 1 Relative Materials Properties and Costs [15]
IV. CLASSIFICATION OF AUTOMOTIVE STEEL
Automotive steels can be classified in several different
ways. Common designations include low-strength steels
(interstitial-free and mild steels); conventional HSS
(carbon-manganese, bake hardenable and high-strength,
low-alloy steels); and the new Advanced High Strength
Steel (AHSS) (dual phase, transformation-induced
plasticity, twinning-induced plasticity, ferritic-bainitic,
complex phase and martensitic steels) [9]. Other types of
steel include hot-formed, post-forming heat-treated steels,
and steels designed for unique applications.
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Another classification method is based on yield strength
range as all the steel grades are having same density and
elastic modulus. Steel having yield strength less than 210
MPa are considered as conventional steel. High-Strength
Steels (HSS) has yield strengths from 210 to 550 MPa and
tensile strengths from 270–700 MPa, while Ultra/Advanced
High Strength Steels (UHSS or AHSS) steels have yield
strengths greater than 550 MPa and tensile strengths greater
than 700 MPa [9]. In addition, many steel types have a
wide range of grades covering two or more strength ranges.
Third type of classification is based on the mechanical
properties or forming parameters of different steels, such as
total elongation, work hardening exponent (n-value), or
hole expansion ratio (λ). As an example total elongation (a
steel property related to formability) is compared to the
tensile strength for the current types of steel, as shown in
Fig 2 [9].
Mild: Mild Steel; BH: Bake Hardenable; CP: Complex Phase; DP: Dual
phase; FB: Ferritic Bainitic; HF: Hot Formed and Quenched; HSLA:
High- Strength Low Alloy; IF: Interstitial Free; MS: Martensitic (MART);
TRIP: Transformation Induced Plasticity; TWIP: Twinning Induced
Plasticity
Fig 2 Relative Materials Properties and Costs [9]
The principal difference between conventional HSS
and AHSS is their microstructure. Conventional HSS
are single-phase ferritic steels with a potential for
some pearlite in C-Mn steels. AHSS are primarily steels
with a microstructure containing a phase other than ferrite,
pearlite, or cementite – for example martensite, bainite,
austenite, and/or retained austenite in quantities
sufficient to produce unique mechanical properties [9].
Conventional high strength steels are manufactured by
adding the alloying elements such as Nb, Ti, V, and/or P in
low carbon or IF (interstitial free) steels [11].
 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 6, Issue 7, July 2016)
High-strength steels can be little costlier but it provides A. Conventional Low- and High-Strength Automotive
opportunity to use thinner and lighter components. With Sheet Steels
HSS, there can be a tradeoff between strength and Cold-rolled sheet steel with a thickness ranging from 0.5
formability; in other words, the stronger a steel is, e.g., in to 1.5mm is mostly used for body in white. Earlier, soft
resisting stretching (tension), the more difficult it can be to unalloyed materials were preferred because they offer a
forge into shapes, particularly the stylistically and high degree of formability and freedom of design. In
aerodynamically optimized shapes needed for new addition to deep drawing and stretch forming, the
vehicles. Steel suppliers are therefore developing steels suitability for welding, joining, and painting are significant
with a range of properties that give engineers more criteria of processing. These requirements are also met by
flexibility in selecting an ideal grade of steel for any given the higher-strength thin sheets (with a minimum yield point
application [11]. of >180 MPa [12]. At present, there is a tendency toward
Conventional high strength steels (HS) in order of Dual-phase (DP) steels, partially martensitic, and
increasing strength together with advanced high strength transformation induced plasticity (TRIP) steels or
steels (AHS) and high manganese steels (HM) are shown in multiphase (MP) steels [12]. The basic problem with
Table I [11]. AHS steels are multiphase which contain increasing strength is a natural decline in the forming
phases like martensite, bainite, and retained austenite in capability leading to development of new generation steel
sufficient quantities to produce unique mechanical known as Multi-Phase (MP steels) [12]. The raising of the
properties [11].Recently, new group of austenitic steels strength is based on structural hardening. Early HSLA
with high manganese contents has been developed for metallurgy are based on fine ferrite grain size,
automotive use. These are high manganese steels (HMS) precipitation hardening, micro-alloy additions of
which combine and provide excellent combination of columbium, vanadium, titanium and low sulfur and
mechanical properties with an alloying concept less inclusion shape control.
expensive than conventional or new high strength austenitic
1) Mild Steel: Mild steel has having ferritic microstructure
stainless steels. This group is divided into transformation
and provide essentially Drawing Quality (DQ) and
induced plasticity steels (HMS-TRIP) and twinning
Aluminium Killed (AKDQ) steels which are predominantly
induced plasticity steels (HMS-TWIP) due to the
used in automotive application over the years [9].
characteristic phenomena occurring during plastic
deformation [11]. 2) Interstitial-Free (IF) Steels (Low Strength and High
Strength): IF steels have been developed by achieving
Table I ultra-low carbon levels for lower yield strengths and higher
Conventional HS, MS and HMS Steels [11] work hardening exponents (n-values) [9]. These steels have
HS Steels more stretchability than Mild steels. The IF-HS grades
utilize a combination of elements for solid solution
BH Bake hardening strengthening, precipitation of carbides and/or nitrides, and
IFHS High strength IF grain refinement [9]. Phosphorus is added to increase the
P Rephosphorised strength and are widely used for both structural and closure
IS Isotropic applications.
Cmn Carbon/manganese 3) Bake Hardenable (BH) Steels: BH steels have a basic
ferritic microstructure and solid solution strengthening. A
HSLA High Strength Low Alloyed
unique feature of these steels is the chemistry and
AHS steels processing designed to keep carbon in solution during
DP Dual Phase steelmaking and then allowing this carbon to come out of
TRIP Transformation Induced plasticity solution during paint baking or several weeks at room
CP Complex Phase temperature which results in increase in yield strength of
the component for increased dent resistance without
PM Partly Martensite
reduction in formability [9].
HM steels
TRIP high MN transformation induced
HMS plasticity
HMS TWIP high MN twinning induced plasticity

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 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 6, Issue 7, July 2016)
4) High-Strength Low-Alloy (HSLA) Steels: HSLA steels
increase strength primarily by micro-alloying elements
contributing to fine carbide precipitation, substitutional and
interstitial strengthening, and grain-size refinement [9].
HSLA steels are used in body-in-white and increased in-
service load application components.
5) Micro alloyed Steel: A small amount i.e. 0.01% of
titanium, vanadium, and niobium added for alloy formation
resulting in increase of the yield point to 260–540N/mm2
and the tensile strength to 350–620 Mpa. Age hardening of
finely distributed carbon nitrides results in an increase in
the strength and higher-strength drawing properties of the
conventional micro alloyed steel [12].
6) Isotropic Steel: These steels possess unidirectional flow
characteristics leading to better deep-drawing property and
at the same time an increase in their strength. The
minimum yield point in the delivery status of these sheet
metals ranges between 210 and 280 MPa. These steels too,
show a bake-hardening effect after preforming [12].
B. AHS Steels
Advanced high strength steels are already discussed
earlier which is primarily distinguished based on their
microstructural features. They offer extraordinary strength-
ductility relationship.
1) Dual phase steels: DP steels consist of a ferritic matrix
containing a hard martensitic second phase in the form of
islands. It is produced by controlled cooling from the
austenite phase (in hot-rolled products) or from the two-
phase ferrite plus austenite phase (for continuously
annealed cold-rolled and hot-dip coated products) to
transform some austenite to ferrite before a rapid cooling
transforms the remaining austenite to martensite [9],[11].
This steel is used in roof outer, door outer, body side outer,
package tray, floor panel, hood outer, body side outer,
cowl, fender, floor reinforcements, Body side inner, quarter
panel inner, rear rails, rear shock Reinforcements, Safety
cage components (B-pillar, floor panel tunnel, engine
cradle, front sub-frame package tray, shotgun, seat), Roof
rails, B-pillar upper etc.
2) Multiphase (MP) steels or Complex Phase (CP) steels:
Multiphase steels, also referred to as complex phase steels,
provide higher level of yield strength at the same
comparable tensile strength levels of dual phase steels [9].
The microstructure of CP steels contains small amounts of
martensite, retained austenite and pearlite within the
ferrite/bainite matrix. An extreme grain refinement is
created by retarded recrystallization or precipitation of
micro alloying elements like Ti or Nb.
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In comparison to DP steels, CP steels show significantly
higher yield strengths at equal tensile strengths of 800 MPa
and greater [9]. CP steels are also characterized by high
energy absorption, high residual deformation capacity and
good hole expansion. They are used for frame rails, chassis
components, transverse beams, B-pillar reinforcements,
tunnel stiffener, Rear suspension brackets, fender beam,
rear frame rail reinforcements, rocker outer, rocker panels,
bumper beams.
3) TRIP steels: TRIP steels are known as transformation
induced plasticity effect, having high strength, good
elongation, high energy absorption and high bake
hardening. TRIP steels display high n-value strengthening
coefficient up to the limit of uniform elongation. The
microstructure of TRIP steels is retained austenite
embedded in a primary matrix of ferrite with some amount
of martensite and bainite [9]. TRIP steels use higher
quantities of carbon than DP steels to obtain sufficient
carbon content for stabilizing the retained austenite phase
to below ambient temperature. Higher contents of silicon
and/or aluminium accelerate the ferrite/bainite formation.
Silicon and aluminium are used to avoid carbide
precipitation in the bainite region. This steel is used for
Frame rails, rail reinforcements, Side rail, crash box, Dash
panel, roof rails, B-pillar upper, roof rail, engine cradle,
front and rear rails.
4) Martensitic Steels: The MS steels are characterized by
a martensitic matrix containing small amounts of ferrite
and/or Bainite showing high ultimate tensile strength level
up to 1700 MPa. MS steels are produced from the austenite
phase by rapid quenching to transform most of the austenite
to martensite. Using water quenching in a continuous
annealing line, steels with 100 % martensite can be
produced [9],[11].
This structure also can be developed with post forming
heat treatment. MS steels are often subjected to post-
quench tempering to improve ductility, and can provide
adequate formability even at extremely high strengths [11].
Adding carbon to MS steels increases hardenability and
strengthens the martensite. Manganese, silicon, chromium,
molybdenum, boron, vanadium, and nickel are also used in
various combinations to increase hardenability. They are
used in Cross-members, side intrusion beams, bumper
beams, bumper reinforcements, rocker outer, side intrusion
beams, bumper beams, and bumper reinforcements.
Ferritic-Bainitic (FB) Steel: FB steels have a
microstructure of fine ferrite and bainite. Strengthening is
obtained by both grain refinement and second phase
hardening with bainite [9].
 International Journal of Emerging Technology and Advanced Engineering
Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 6, Issue 7, July 2016)
FB steels sometimes are primarily utilized to meet specific Fig. 3 and 4 depict the current percentage distribution of
customer application requirements that require Stretch various materials for light vehicle in Europe and North
Flangeable (SF) or High Hole Expansion (HHE) America
capabilities for improved edge stretch capability [9]. Table II
Compared to HSLA steels with the same level of strength, North American Light Vehicle Material Content [13]
FB steels also have a higher strain hardening exponent (n-
value) and increased total elongation. They are used in Change
Rim, brake pedal arm, seat cross member, suspension arm, from
Material 1975 2005 2007 2015
FB Lower control arm, rim, bumper beam, chassis parts, 1975 to
and rear twist beam. 2015(lbs)
5) Twinning-Induced Plasticity (TWIP) Steel: TWIP steels Down
Mild Steel 2180 1751 1748 1314
offers extremely high strength (>1000 MPa) with extremely 866
high stretchability. It is developed by adding high HSS 140 324 334 315 Up 175
manganese content (17-24%) which causes the steel to be AHSS - 111 149 403 Up 403
fully austenitic at room temperatures. A large amount of Other Steels 65 76 76 77 Up 12
deformation is driven by the formation of deformation Down
twins. The twinning causes a high value of the Iron 585 290 284 244
341
instantaneous hardening rate (n value) as the microstructure Aluminium 84 307 327 374 Up 290
becomes finer and finer [9]. It is used in A-Pillar, Magnesium - 9 9 22 Up 22
wheelhouse, front side member, wheel, lower control arm,
Other
front and rear bumper beams, B-pillar, wheel rim, floor 120 150 149 145 Up 25
metals
cross-member, wheelhouse, door impact beam.
Plastics/
6) Hot-Formed (HF) Steel: Boron-based hot forming 180 335 340 364 Up 184
Composites
steels (between 0.001% and 0.005% boron) have been in
use since quite long for body-in-white construction. A Other
546 629 634 650 Up 104
typical minimum temperature of 850°C must be maintained Materials
during the forming process (austenitization) followed by a Total
3900 3982 4050 3908 Up 8
cooling rate greater than 50°C/s to ensure that the desired Pounds
mechanical properties are achieved [9]. These steel are
used in A-pillar, B-pillar, cross beam.
7) Manganese–Boron Steels: Manganese–boron steels are
considered for complex geometries with high strength
requirements. For hot forming and hardening, the
manganese–boron steels offer the highest strengths of up to
1650N/mm2 in the hardened condition [12]. High strength
is achieved after heating the steel to the austenitization
temperature followed by controlled cooling results in
martensitic structure.

V. APPLICATION OF AUTOMOTIVE STEEL

Table II shows the trend of usage of various materials in
light vehicle in North America. The trends in the recent
years show decrease in the use of traditional mild steel,
while newer materials like HSS, advanced HSS are beings
used significantly more. With the advancement in
technologies of production newer alloys of aluminium and
magnesium are also being used more. Plastics and
composite with their lightweight and recyclable properties
are also liked by the automotive companies. Fig 3: Light Vehicle Metallic Material Trends , North America [13]

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Website: www.ijetae.com (ISSN 2250-2459, ISO 9001:2008 Certified Journal, Volume 6, Issue 7, July 2016)

Fig 6: Light Vehicle Metallic Material Trends Europe [14]

Table III indicates typical mechanical properties of

various steel materials and its application in various
components of vehicle [9]
Table III
Mechanical Properties of Various Steel Materials and its Application
Fig 4: Light Vehicle Metallic Material Trends Europe [13] Total n-
YS UTS App.
EL value
The progressive material concept for steel has been Steel grade
(5-
r-bar
represented for future steel vehicle project in Fig 5. MPa MPa (%) Code
15%)
Mild
140 270 38-44 0.23 1.8 A,C,F
140/270
BH 210/340 210 340 34-39 0.18 1.8 B
BH 260/370 260 370 29-34 0.13 1.6 B
IF 260/410 260 410 34-38 0.2 1.7 C
DP 280/600 280 600 30-34 0.21 1 B
IF 300/420 300 420 29-36 0.2 1.6 B
DP300/500 300 500 30-34 0.16 1 B
HSLA
350 450 23-27 0.22 1 A,B,S
350/450
A,B,C,
DP 350/600 350 600 24-30 0.14 1.1
W,S
DP 400/700 400 700 19-25 0.14 1 A,B
TRIP
450 800 26-32 0.24 0.9 A,B
450/800
HSLA
490 600 21-26 0.13 1 W
490/600
A,B,C,
DP 500/800 500 800 14-20 0.14 1
W
SF 570/640 570 640 20-24 0.08 1 S
Fig 5: Light Vehicle Metallic Material Trends Europe [14] CP 700/800 700 800 10-15 0.13 1 B
Future opportunity of next generation advanced high DP 700/1000 700 1000 12-17 0.09 0.9 B
strength steel development has been shown in Fig 6. Mart
950 1200 05-07 0.07 0.9 A,B
950/1200
MnB 1200 1600 04-05 n/a n/a S
Mart
1250 1520 04-06 0.07 0.9 A
1250/1520

Application Code A-ancillary parts, B- Body Structure, C-Closures, F-

Fuel tank, S-suspension/chassis, W-Wheels

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VI. CONCLUSION
Steel is considered as vital material in the majority of
vehicles. Steel will continue to play a dominant role in
future due to its excellent mechanical properties. Steel
fulfils the key criteria of material selection viz. stiffness,
strength, fatigue, formability, crashworthiness, cost-
effectiveness, recyclability and light weighting. Steel has
continued to excel in their easy availability and economic
price-performance ratios. There has been significant
development in producing various types of advanced high
strength steel. Steel makers are collaborating with
automotive companies to develop next generation of steel
having high strength, reduced thickness, better formability
and ease in joining. There has also been increasing trend in
the automotive sector to embrace AHSS for their various
components while developing new suppliers across the
world for supply of low cost solution.
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