Shaping the future of manufacturing processes
Impression Technologies (ITL) has developed a proven, patented process for manufacturing advanced, light-weighted components from high-strength aluminium. The process, known as Hot Form Quench (HFQ) technology, offers significant savings in weight, cost and part complexity compared with traditional forming techniques and enables designers to create components from high-strength aluminium in complex shapes that would not otherwise be possible. HFQ technology addresses substantial global markets including automotive, aerospace, mass transit, industrial and consumer electronics. ITL is already generating meaningful commercial revenues (management forecast c £600k in 2018) from the design and manufacture of low volumes of components (over 25,000 parts per year) for luxury car manufacturers Aston Martin and Lotus. However, longer term, ITL intends to license the technology to OEMs and their manufacturing partners (Tiers) for use in medium- and high-volume production lines.
ITL was formed in 2012 as a spin-out from Imperial College, London, although some of its IP was initially developed at the University of Birmingham. It is jointly owned by IP Group and Mercia Technologies, which have collectively invested c £11m to date. It is based in Coventry on the site of a former Jaguar factory, where it owns and operates a low-volume HFQ production line and employs over 40 people.
HFQ enables mass adoption of aluminium for light-weighting
Aluminium is around one-third the density of steel. This means that it is commonly used as a substitute for steel in the medium and premium automotive market, where the increased fuel-efficiency arising from weight-savings offsets the higher cost of aluminium compared with steel. However, stamping components made out of high-strength aluminium, which is the traditional and typically the most cost-effective method for manufacturing high volumes of metal components, has not been viable because the limited ductility of high-strength aluminium results in components splitting and cracking when formed (see Exhibit 13). Historically, this has restricted the use of aluminium to low-volume applications where precision machining or multi-stage forming is economically viable or to higher-volume applications of simple parts that can be cold-formed.
Exhibit 13: Cold-formed component
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Exhibit 14: HFQ-formed component
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Exhibit 13: Cold-formed component
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Exhibit 14: HFQ-formed component
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Since 2010, legislation to reduce vehicle emissions has become increasingly stringent. Improving fuel economy through light-weighting, ie reducing the weight of vehicles while keeping them the same size is the approach most widely deployed by automotive OEMs to address the new emissions standards. A survey by Penton Research in 2016 showed that the light-weighting route was more prevalent than the adoption of bio-fuels, a switch to electric vehicles or even energy efficiency programmes. Manufacturers of battery powered electric vehicles (EVs) are particularly keen to reduce vehicle weight as this will improve driving range and reduce the number of batteries required for propulsion. Concern about range is one of the key factors currently limiting battery powered EV adoption, especially in the absence of extensive networks of public charging points, as is the high cost of the batteries needed. The Automotive Council UK and the Advanced Propulsion Centre in the UK has predicted that a 25–30% reduction in weight of conventional and electric vehicles is required between 2015 and 2035 to meet emissions and EV range requirements. Business intelligence providers CRU forecast EV sales rising to 42m vehicles by 2030, representing demand for nearly 10m tonnes of aluminium.
Switching from high-strength steel to low-strength aluminium grades that are relatively easily formed is one option for reducing vehicle weight. However, achieving the requisite component strength with these grades of material necessitates the use of thicker gauge metal sheets and/or reinforcements. This makes components heavier, thus compromising some of the potential weight reduction and involves additional pressing and assembly steps, adding to the cost of production. To achieve future weight saving targets OEMs need a low-cost, high-volume manufacturing technology that overcomes the difficulties of forming complex-shaped components from high-strength aluminium.
Based on its in-depth knowledge of the mechanical and metallurgical properties of high-strength aluminium, Impression Technologies has developed a novel, patented hot-forming process equivalent to that used for hot-forming high-strength steel. This process can be used for pressing light-weight, complex-shaped high-strength aluminium without causing splits or cracks (see Exhibit 16).
Exhibit 15: Location of A pillar in Aston Martin DB11
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Exhibit 16: Detail of A pillar in Aston Martin DB11
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Exhibit 15: Location of A pillar in Aston Martin DB11
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Exhibit 16: Detail of A pillar in Aston Martin DB11
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Light-weighting is not the only benefit of adopting HFQ technology. For example, HFQ is used to manufacture A pillars for production models of the Aston Martin DB11 (see Exhibits 15 and 16). The HFQ process enables the creation of a high strength aluminium part with a very tight radius in the areas shown by the arrow, thus improving driver visibility. HFQ also enables a high-strength aluminium part with a deep cross-section (98mm) to be created in a single press step rather than multiple ones, thus reducing manufacturing, tooling and assembly cost. In this example, it enables the front header connection to be formed as an integrated part of the main pillar and dispenses with the need for a reinforcement, thus reducing assembly cost compared with lower-strength aluminium. A case study based on a cross member developed for the Morgan Motor Company under a project funded by Innovate UK showed that the HFQ solution using high-strength aluminium trimmed the weight by 32%, cut the number of parts from 11 to eight and reduced the overall cost of production by 37% compared with an existing cold-formed low-strength aluminium part. In another case study based on a door ring for an undisclosed EV OEM, the HFQ solution reduced weight by 30% compared with a conventional cold pressed solution and integrated three parts forming the ring into a single component. The HFQ alternative also cut the cost of manufacturing each door ring by 25% and of making the tools required by 50%.
Scalable, low cost licensing model
ITL has been operating the world’s first HFQ production line since 2016 and is already generating meaningful revenues (management forecasts c £600k in 2018) from the manufacture of low volumes of components for Aston Martin and Lotus. This is supplemented by revenues from providing design and simulation services to OEMs and Tiers to gain maximum benefit from HFQ deployment, as well as with government grants.
This is not, however, the business model intended longer-term. Management is already engaging with OEMs and their manufacturing partners, aluminium suppliers and equipment suppliers with the goal of making HFQ a global standard for aluminium light-weighting. The intention is for ITL to monetise its IP by licensing the HFQ technology to OEMS and Tiers designing and manufacturing light-weight parts in high-strength aluminium. In this business model, it would generate additional revenues from engineering services such as design and simulation, from making prototypes and low-volumes of components prior to transferring manufacturing to high-volume licensees and from other services including materials characterisation, training, accreditation and ongoing technical support.
The licensing model provides a route to high operating margins (we note the doyenne of licensing, ARM, reported 48% EBITDA in FY16) and low levels of capital investment. It also provides a mechanism for gaining high levels of penetration in multiple markets without huge investment in sales and marketing, since the strategic partnerships with aluminium suppliers, manufacturing Tiers, software providers and equipment manufacturers will create market pull for aluminium structures manufactured using HFQ.
The senior management team has been strengthened over the past two years to support ITL through the transition from a technology development company to commercialisation on a global scale. The management team is supported by an advisory board that includes luminaries such as a former CTO of a global automotive OEM, the former CTO of Invensys and the inventor of the HFQ technology, Professor Jianguo Lin of Imperial College.
Jonathan Watkins, chief executive: Jonathan was appointed CEO in August 2016. He has 25 years’ experience in commercialising technology in the automotive, industrial and cleantech sectors. Previous roles include COO/commercial director of Ceres Power, director of marketing, Europe and director global product management of Textron Fastening Systems and product manager, Federal-Mogul.
Rex Vevers, CFO/COO: Rex joined ITL full time in January 2018. He has 30 years’ experience in funding and commercialising technology in the automotive, industrial, FMCG and cleantech sectors. Previous roles include finance and commercial director of Torotrak, group finance director of Ceres Power and group finance director of OSI International Foods.
Exhibit 17: HFQ system for high-strength aluminium alloys
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HFQ is a hot forming production method for stamping complex shaped aluminium components from high- and ultra-high strength alloys. The HFQ process press forms hot aluminium blanks at high speed. These are quenched in the press tool, followed by artificial aging to achieve full strength.
Exhibit 18 : ITL’s commercial demonstration facility in Coventry, UK
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ITL’s unique sales proposition lies in its in-depth understanding of the thermal and mechanical properties of high-strength aluminium, which is encapsulated in simulation software. This generates highly accurate predictions of the final pressed part, reducing the cost of OME’s design and development significantly speeds up design cycle time. Since HFQ uses standard metal forming equipment that is used for hot forming of high strength steels, follows a similar process flow (see Exhibit 17) and uses readily available low cost, as-rolled standard aluminium alloys, a switch to HFQ requires relatively low levels of capital investment.
We note that there are already around 420 hot stamping lines for steel in operation globally. New production lines are being added at a rate of 25-30 each year as the number of hot stamped parts has risen to around 30 per vehicle. This represents a proxy for the HFQ opportunity as OEMs seek to light-weight vehicles by substituting steel with aluminium.
Exhibit 19: Notable events
Date |
Event |
2012 |
Formation. Acquired exclusive rights to IP from the University of Birmingham and Imperial College, London |
2014 |
First investment from Mercia’s managed funds |
2015 |
Becomes Mercia Emerging Star. Aston Martin DB11 first production car to use HFQ |
2016 |
Opening of world’s first HFQ facility in Coventry |
November 2017 |
Start of Raceform project led by ITL to validate HFQ for high volume production (see below) |
Q418 |
Working with a major commercial aerospace OEM on a £13m project to demonstrate technical and commercial benefits of replacing existing high-cost aluminium forming processes with HFQ. Management anticipates commercial production from Q420. |
Date |
2012 |
2014 |
2015 |
2016 |
November 2017 |
Q418 |
Event |
Formation. Acquired exclusive rights to IP from the University of Birmingham and Imperial College, London |
First investment from Mercia’s managed funds |
Becomes Mercia Emerging Star. Aston Martin DB11 first production car to use HFQ |
Opening of world’s first HFQ facility in Coventry |
Start of Raceform project led by ITL to validate HFQ for high volume production (see below) |
Working with a major commercial aerospace OEM on a £13m project to demonstrate technical and commercial benefits of replacing existing high-cost aluminium forming processes with HFQ. Management anticipates commercial production from Q420. |
Source: Edison Investment Research
Generating commercial revenues now – stage path to market penetration across multiple sectors
As discussed above, ITL is already supplying several UK luxury car OEMs with production parts totalling 25,000 units per year across four different production vehicles. Management expects this will increase to c 100,000 parts per year by 2020. It is also actively engaged with the majority of global automotive OEMs with the goal of having at least five high-volume press lines operated by third parties in production by 2020. Additionally, it is working on multiple projects for OEMs in the aerospace, mass transit and electronics sectors. These projects are currently generating revenues from design, simulation and prototyping activities ahead of potential revenues from licencing HFQ. The current status of these programmes is presented in Exhibit 20. Management’s estimate of the likely adoption of HFQ in different sectors is shown in Exhibit 21. These volume production programmes are supported by aluminium suppliers and press line integrators and will involve Tiers and OEMs signing licences to use the HFQ technology.
Exhibit 20: Engagement with OEMs
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The successful conclusion of the £9.6m RACEForm project noted in Exhibit 19 will help drive market adoption. The project is intended to demonstrate that HFQ is suitable for high-volume automotive production by realising cycle-time improvements and process scale-up. An additional aspect of the project is demonstrating that HFQ is compatible with recycled aluminium. ITL is leading a consortium that includes Gestamp, which is the world’s largest supplier of hot stamped steel components to global automotive OEMs; Novelis, which is the world’s largest aluminium supplier to global auto OEMs; a major UK-based passenger car OEM; Innoval Technology; Imperial College London and Brunel University London. The project includes high-speed trials that aim to achieve a cycle time of less than 15 seconds.
Multiple global market opportunities
ITL is currently producing HFQ parts for premium auto OEMS. However, since light-weighting is important in multiple market sectors, there is significant potential for HFQ technology in other sectors as well. Management’s phased approach to market penetration is shown in Exhibit 21. We note that for each segment commercial engagement will begin with the generation of revenues from engineering services and prototyping/low volume manufacture before progressing to revenues from licensing and royalties.
Management estimates that there is the potential to use HFQ in the production of at least 11–15 parts in a typical car. With up to 30m cars each year by 2025 (out of > 100m total) requiring significant light-weighting to meet CO2 emissions and electrification targets, this represents a potential global market for HFQ light-weight parts of c $100bn annually. Applications include body-in-white, chassis and closure for internal combustion engine, hybrid and electric vehicles. McKinsey expects that OEMs’ willingness to pay for weight savings will increase as they are obliged to meet fuel economy and CO2 emissions targets, with the premium vehicle OEMs pay ranging from $3–20/kg weight saved, depending on car class and powertrain.
Aluminium is already widely used within the aerospace industry because of its low density compared with steel. HFQ offers significant savings compared with the precision machining and super plastic forming techniques currently used for making aluminium aerospace parts with respect to manufacturing cost and (compared with precision machining) material utilisation. Applications include seating components, wing ribs, nacelles and engine lip skins and flaps. These collectively represent 100k-1m parts per annum. We expect the royalty per part in this sector to be higher than automotive because of the greater need for saving weight.
Light-weighting is critical for high-speed trains to achieve the required performance. There are few viable options to the deployment of HFQ. Potential applications include seats, window surrounds and other interior components.
HFQ offers the potential for stronger, thinner, more robust mobile phone cases, replacing the slow and expensive process of machining from solid aluminium. The volume of some popular models eg researcher Canalys estimated that Apple sold 29m iPhone X devices during Q417, means that cutting even one gram of weight per device shipped represents a material cost saving across a complete production run. Moreover, weight and form factor are important considerations for consumers when choosing between alternative products.
Exhibit 21: Phasing of market penetration of multiple sectors
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Source: Company data. Note: *Parts per annum for a single application, of which there could be several per vehicle.
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Alternative techniques for forming aluminium
There are no direct competitors to HFQ technology for processing high-strength aluminium. As discussed above, while cold stamping is suitable for manufacturing simple parts with a shallow draw or narrow radii, it cannot be used cost-effectively for more complex shapes (see Exhibits 13 and 14). While superplastic forming may be used for high-strength aluminium parts, it is an inherently slow process. A cycle typically takes four to eight minutes, in which the sheet metal is heated so it becomes soft and then argon under pressure is introduced into the forming cell, pushing the sheet into the tool cavity. It also requires complicated tooling that prevents the argon from escaping. These factors mean that the technology is not cost-effective for high-volume applications and therefore restricted to niche low-volume parts. Management estimates that substituting superplastic forming with HFQ for an aircraft nacelle part could reduce the cost per part by over 50%.
Alternative light-weight materials
Carbon fibre reinforced plastic offers a 50-60% mass reduction compared with similar components in steel. However, the material itself is 20 times more expensive per kilogramme than high tensile steel and c 7 times more expensive than high-grade aluminium alloys. Component production is slower than using HFQ or conventional metal forming techniques, adding to cost, and there are issues with recyclability.
What could success look like
Continued growth within the automotive sector and expansion into the related areas of aerospace and mass transit, coupled with the execution of ITL’s licensing model, should assist ITL in making HFQ a global industry standard for processing high-strength aluminium. Management believes that ITL will become significantly cash-generative in the next two to three years, opening up options of either a trade sale to an industry incumbent or IPO.