2003 casting contest: innovations in Cast Component Design.

Representing industries as diverse as automotive, aerospace, tool and die, and agriculture, this year's award-winning components showcase achievements cast in metal.

A MODERN CASTING Staff Report

Fifteen cast component designs, including a Casting of the Year, earned industry-wide

recognition at the 2003 AFS Casting Congress in Milwaukee on April 29. The third annual AFS Casting Contest (sponsored by the AES Marketing Div. and Engineered Casting Solutions magazine) attracted more than 50 components from every metal type and casting process, and were entered by casting producers and OEMs.

Four independent judges evaluated each entry on its own merit, with particular emphasis on benefits delivered to the customer, illustrative of the unique capabilities of the casting process, and overall contribution to growth and expansion of the casting market.

Key among the benefits OEMs found through these award-winning designs were gains in: speed to market, part consolidations and inventory reductions, reductions and/or elimination of machining, welding and assembly time, design flexibility, weight reductions, dimensional tolerance improvements and total system cost reduction.

Following is a look at each of the award winning components--Casting of the Year, Best in Class and Honorable Mention--as well as information detailing the castings and the benefits they provided their customers,

The deadline for submissions to the 2004 Casting Contest is December 1. These winners will be awarded at the 108th Metalcasting Congress in Rosemont, Illinois, June 12-15, 2004. For more information on next year's contest, visit www.moderncasting.com or www.castsolutions.com.

For a brochure detailing each of the award winning components, select No. 162 at www.moderncasting.com/info.

2003 Casting of the Year

Strut Fan Cowl Support Beam for the Boeing 737 Hitchcock Industries, Inc., Minneapolis

Metal: D357 aluminum with a T6 heat treatment.

Process: Precision dry sand.

Size: 23.33 lb (machined); 41.54 x 24.13 x 6.58 in.

Application: Supports the 737 aircraft engine nacelle fan cowl, serving as a systems interface for the engine to the airframe and supporting the fairing structure.

Converted From: Fabrication of 11 components (machined parts and sheet metal).

--Entry submitted by Jim Meath, Hitchcock Industries.

Two heads are better than one.

Boeing Commercial Airplanes' Wichita, Kansas Div. and Hitchcock Industries, Inc., Minneapolis, worked together in the mid-90s to redesign the strut fan cowl support beam component to a one-piece casting. By 1997, the conversion was complete and Hitchcock began casting, machining and assembling the structural component the next year at a 50% cost savings (78% reduction in assembly time) for the aircraft manufacturer.

"This casting proved to be an excellent casting candidate due to the number of parts it replaced, including expensive machined fittings from forged stock and less expensive sheet metal parts," said David Jakstis, principal casting/forging design analyst for Boeing, who served as the facilitator for this redesign and the liaison to the casting supplier.

Cast with 0.08 in. minimum wall thickness, the one-piece D357 aluminum alloy component replaced a fabrication of 11 aluminum parts. In addition, the redesign eliminated 17 shims, 175 fasteners, 40 linear ft of fillet sealant and 21 fay sealed joints. The casting is produced via precision dry sand casting (similar to nobake molding), measures 41.54 x 24.13 x 6.58 in. and weighs 23.33 lb (machined).

In application, the casting is installed in the forward portion of the strut structure on Boeing's 737 aircraft. Functionally, it supports the fan cowling, which shrouds the engine, and houses a densely packed array of system connections between the strut and the engine. The casting also supports the forward "thumbnail" fairing, which is part of the outside aero-surface of the strut. The onus is on Hitchcock to ensure the component meets the necessary mechanical properties.

"Boeing requires the major portion of the casting to meet 45 ksi ultimate strength, 36 ksi yield strength and 3% elongation," said Jakstis. However, he said, some designated areas of the casting require 50 ksi ultimate strength, 40 ksi yield strength and 5% elongation. The casting experiences static loads and some sonic fatigue. The casting was primarily sized for catastrophic failure such as pressure from a burst pneumatic duct or transient loads from an engine blade-out.

Currently, Hitchcock produces 30 castings/month (15 planes per month; two castings per plane). In addition to casting the component, Hitchcock machines and anodizes it, and then inserts the bushings and bearings so it is ready for assembly at Boeing's facility.

"What we are learning with every redesign is that the casting is stronger than the fabrication it replaces," said Jim Meath, vice president-sales and marketing, Hitchcock Industries. "With castings, we don't have the excessive fasteners or holes and there aren't the corrosion issues or crack propagators. The process allows us to eliminate many facets of fabricated designs that can be detrimental to the long-term success of the part."

For the redesign project, Boeing formed a development team consisting of various engineering, procurement, finance and manufacturing representatives. Hitchcock brought its pattern designers, metallurgical and manufacturing engineers, and sales staff to the discussions. Hitchcock also hrought its casting conversion experience to Boeing, including the world's first cast pressurized door with a caston skin for the 757 aircraft,

According to Jakstis, sand casting was the best choice to produce this component due to its size, configuration and designated mechanical property requirements. He said Hitchcock was selected as the casting supplier early in the development process and worked extensively with Boeing both onsite and via CAD data transfer well before the casting drawing was released.

"Due to the technical success of this casting, we have sought many more applications like it," said Jakstis. "Castings have become a much more favorable selection in our aerospace structural design community."

Drive Wheel for a Construction and Landscape Utility Loader smith Foundry Co., Minneapolis The Toro Co., Bloomington, Minnesota

2003 Best in Class

Metal: Austempered ductile iron.

Process: Green sand.

Size: 21 lb; 4 x 12 in.

Application: Drive wheel for a track system

Converted Prom: 84-piece steel assembly.

* Originally an 84-piece steel assembly, this component was redesigned to a one-piece casting at a 15% weight reduction and a 55% cost reduction. The cost reduction amounted to an annual savings of more than $190,000.

* By redesigning to casting, 30 rain of assembly time for the component was eliminated.

* The casting exhibits improved wear, durability and appearance compared to the assembly.

--Entry submitted by Jim Pint, Smith Foundry.

Front End Support Assembly for the Ford F150 Truck Ford Motor Co., Dearborn, Michigan * Meridian Technologies, Strathroy, Ontario, Canada

Metal: AM50 magnesium.

Process: High-pressure diecasting.

Size: 13.5 lb; 16 x 21 x 12 in.

Application: Provides exterior body structure for the truck.

Converted From: Stamped steel assembly.

* The auto industry's first magnesium structural exterior body component, this one-piece casting was converted from 21 previously assembled components. This conversion provided a 22 lb weight reduction and a more than $7 million cost savings in tooling over the life of the program.

* Beyond tooling savings, the redesign to casting provided a per piece cost savings as well as increased dimensional accuracy with no machining. In addition, corrosion protection was achieved through an innovative design.

* The cast component has twice the life of the previous assembled component during structural durability vehicle tests and it meets or exceeds all crash standards.

* In application, the greatest achievement of the casting design is the packaging flexibility it offers. While the vehicle lost 4 in. of packing space in the front end due to a new design, the casting still was flexible enough to allow carryover components to be packaged, saving design and tooling costs to develop new components. This flexibility also allowed the component to maintain 97% of all assembly locators and clamp locations in the vehicle assembly plants, saving Ford millions more in assembly costs.

--Entry submitted by Jason Balzer, Ford Motor Co.

Multi-Function Bracket for a Ford Fuel cell Automobile Intermag-Modelex, St. Nicolas, Quebec, Canada

Metal: Magnesium.

Process: Sand.

Size: 11 lb; 38 x 15 x 8 in.

Application: Electronic central support bracket for the Ford Focus hydrogen fuel cell electric vehicle.

* Jointly designed by the foundry and customer, this sand-cast magnesium bracket supports the DC/DC converter and other electronic control modules, components and battery for a fuel cell automobile.

* Designed using FEA and casting process modeling, the casting design eliminated 15 stamped steel parts used in comparable designs. The cast component also provides increased dimensional integrity and structural stiffness, heat dissipation and non-magnetic properties.

* Casting allowed the production of low-volumes without a high tooling investment.

* The magnesium component facilitates modular off-line build during production.

--Entry submitted by Louis Derosiers, Intermag-Modelex.

Automotive Pressure Manifold Vehcom/Diversa Cast Manufacturing, Guelph, Ontario, Canada

Metal: 319 aluminum with T6 heat treatment.

Process: Lost foam.

Size: 7.25 lb; 200 x 180 x 40 mm.

Application: Manifold for a hybrid fan drive system that integrates the fan drive and steering pump.

* The original aluminum die casting design of the component required a cast-in stainless steel tube for hydraulic lines. By redesigning to an aluminum lost foam casting, the stainless tube is eliminated, reducing component weight, post machining and assembly time. In addition to a system cost reduction, the design eliminated potential leak paths.

* Cast with wall thickness to 4 mm, the component has 13 interconnected passageways that allow for improved flow in application. One of the 6 mm passageways has four 90[degrees] turns and is 145 mm in length. In use, the component withstands 1900 psi working fluid pressure.

* The lost foam polystyrene pattern is made of three pieces with two glue lines. The component is cast with zero draft at the datum area.

--Entry submitted by Min Wang, Vehcom/Diversa Cast Manufacturing.

Telescopic Trailer Tow Mirror Mount for a Pick-Up Truck Aristo Cast, Inc., Almont, Michigan

Metal: AZ91E magnesium.

Process: Investment.

Size: 245 g; 10 x 4.5 x 4.5 in.

Application: Supports the wires and electrical in a truck mirror.

* The foundry utilized rapid prototyping to deliver 19 sets of completed castings to the customer, Schefenacker Vision Systems, four weeks after receiving the design.

* In addition to tight delivery and tolerance requirements, the casting has thin-wall requirements from 0.06-0.12 in. To this end, the wax patterns for investment casting were built with supports on the bottom, leaving the visible surfaces clean of all build supports.

* Magnesium was the material of choice for its superior metallurgical qualities and castability as well as its ability to provide a 3 lb per mirror weight savings over aluminum. The foundry's proprietary process allows for rapid prototyped magnesium components without building tooling.

--Entry submitted by Larry Blum, Aristo Cast.

Inline 4 Automotive Engine Cylinder Block and Head GM Powertrain, Defiance. Ohio (block) and Massena, New York (head)

Metal: A356 aluminum with T6 heat treatment.

Process: Lost foam.

Size: 74.5 lb (block) and 37.5 lb (head); 502 x 433 x 315mm (block) and 566 x 391 x 143 mm (head).

Application: Engine components for General Motors' new Vortec 2800 (2.8L) light engine truck.

This engine cylinder block and head are the third in the Vortex engine series to be designed specifically for lost foam casting (16 and 15 were the first two). Lost foam allowed designers to cast in various features not possible with any other casting process.

* main oil passages to feed high-pressure oil to balance shafts, crankshaft bearings and the cylinder head;

For the block, these features include:

* five oil feed holes from the main oil passage to each crankshaft bearing surface;

* four oil feed holes from the main oil passage to both balance shaft bearing surfaces;

* both balance shaft covers, eliminating the need for two separate covers and gaskets, and eight mounting bolts for each cover as well as the machining for the cover mounting face, bolt holes and dowel holes; The aluminum block design is 15 lb lighter than the comparable iron design.

For the head, the cast-in features include:

* a cast-in "U-shape main oil passage that feeds high pressure oil to the valvetrain and cam phaser;

* 10 cast-in oil feed holes from the main oil passages to each camshaft bearing surface;

* two cast-in main A.I.R. channels and four cast-in A.I.R. passages for each exhaust port;

* a cast-in "L" shaped PCV passage;

The aluminum head design is 11 lb lighter than a comparable iron design.

GM received a one-time savings of $14.4 million on capital equipment that wasn't required due to the cast-in features. GM also received a combined S2.1 million manufacturing savings per year at full production.

The block and head designs have allowed the engine to achieve 20 more horsepower than the closest competition, while also achieving 90% peak torque at 1300 rpm and maintaining that level through 5400 rpm. Increased horsepower and torque provides increased power for vehicle pulling.

--Entry submitted by Susan Manyen, GM Powertrain

Rear Control Arm for the Ford Mustang Cobra Intermet Decatur Foundry, Decatur, illinois

Metal: Austempered ductile iron.

Process: Green sand.

Size: 8.5 lb; 15 x 10x 6 in.

Application: Safety-critical structural support for rear independent suspension.

* Originally conceived as aluminum and steel forging designs, the design as an austempered ductile iron (ADI) casting provided more than a 10% weight savings and design (shape) flexibility over steel.

* Extremely tight packaging requirements coupled with load-carrying requirements eliminated both aluminum and steel in favor of ADI. The foundry designed, tested and manufactured the ADI control arm for Ford Cobra as its first ADI safety component.

* The foundry-developed inoculation practice, coupled with consistent chemical composition and precise temperature control at pressure pour, produces castings with consistently high nodule counts. The ADI also is readily machinable.

* Austempering of the component in an endothermic gas atmosphere furnace (quenched in molten salt bath) results in yield and tensile strength approximately twice that of conventional SAE D4512 ductile iron.

--Entry submitted by Mike Kelly, Intermet Corp.

Electronic Valve Housing for Hamilton Sundstrand Ohio Aluminum industries, Inc., Cleveland

Metal: C355 aluminum with T6 heat treatment.

Process: Semi-permanent mold.

Size: 21.84 lb; 17 x 7.5 x 8 in,

Application: Part of a Hamilton Sundstrand control system for propellers on both P-3 and C-130 aircraft applications.

Converted From: Machined billet (hogout).

* Casting was redesigned by customer engineering, the tooling supplier and the foundry via concurrent engineering.

* Because the "plumbing" requirements to define and machine a hogout were extensive, the component was redesigned to a casting at a reduced weight and cost, and with a far more "envelope-efficient" design.

* The casting design incorporated hydraulic plumbing holes, eliminating numerous drilled and pin-plugged holes.

--Entry submitted by Stacey Brandfass, Ohio Aluminum Industries.

Agricultural Tractor Gudgeon Housing John Deere Foundry, Waterloo, Iowa

Metal: 65-45-12 ferritic ductile iron.

Process: Green sand.

Size: 847 lb; 50 x43 x 19.5 in.

Application: The mainframe component that allows articulation and oscillation of the 9000 Series 4WD John Deere tractor.

Converted From: Weldment.

* Converted from a weldment, the redesign to a casting resulted in a 28% cost savings. In addition, the new design allowed for future growth as engineering was able to design in additional strength to the component for future applications where higher horsepower and loads are required.

* In the redesign to casting, the thickness of the gudgeon's ears at the lower hinge pin were increased to allow for taller bushings. This reduced the stress in the bushing and pins, ensuring longer life.

* With all mating surfaces on the casting machined, tractor assembly has better control and less variation of the placement of the gudgeon and all components that attach to it. Since the PTO clutch is machined directly into the casting, better placement of the clutch and the drivelines is possible. By machining the faces on which the thrust washer and shim pack mate, the foundry can control the surface profile and separation for more consistent shim pack installation.

* With a cast gudgeon design, material is placed only where needed. In application, the reduced amount of material on the component opens up the side of the tractor, making cleaning the debris easier.

* The casting provides a significant aesthetic advantage over the weldment.

--Entry submitted by Mike Kuebler, John Deere.

Tire Mold Segment Morris Bean and Co., Yellow Springs, Ohio

Metal: 1080 steel.

Process: Ceramic.

Size: 190 lb; 16 x 13 x 5.5 in.

Application: Nine of these 40[degrees] segments form a mold for tire manufacturing.

Converted Prom: Machined stock.

* Converted from an imported machined component, this steel casting manufactured supplier's in-house developed ceramic casting process reduced component cost by 20% and lead time by 25% (with multiple molds, these savings are increased). In addition, the cast component provides an as-cast surface finish of 63 RMS or better, reducing polishing time and improving surface integrity.

* The as-cast tread surface requires no additional machining or handwork and the component maintains concentricity of less than 0.01 in. TIR, exceeding print specifications.

* Poured as segments, part-to-part dimensional accuracy and repeatability are critical to the castings since the segments are assembled in a circle after machining of the back and sides.

--Entry submitted by Mike McWilliams, Morris Bean & Co.

Plastic Injection Molding End Housing Screw Drive Kurdziel Iron of Rothbury, Inc., Rothbury, MI.

Metal: 65-45-12 ductile iron.

Process: Nobake molding.

Size: 1100 lb; 4 x 4 x 1 ft.

Application: Motor mount and mold screw mount that drives the two cast platens together on aVan Dorn Demag plastic injection molding press.

Converted From: Weldment.

* By redesigning to a casting, the component has improved dimensional accuracy, machinability and durability.

* Overall program timing (from casting concept to delivery in eight weeks) was reduced considerably. This was complemented by a reduction in the material suppliers required to produce the previous weldment.

* The casting improved the cosmetic appearance of the component compared to fabrication.

--Entry submitted by John Anderson, Kurdziel Iron of Rothbury.

No. 2 Crossmember for Ford Hayes Lemmerz International, Inc., Montague, Michigan

Metal: A356 aluminum with T6 heat treatment.

Process: Vacuum riserless permanent mold casting (a modified low pressure system).

Size: 51.6-lb as-cast; 45.8-lb machined; 48 x 14 x 17 in.

Application: Automotive suspension system.

Converted From: Steel stamping.

* The cast No. 2 crossmember bridges the two sides or the vehicle frame rail and provides mounting features for the engine.

* Prior to the 2003 model year, the crossmember used in the Crown Victoria, Town Car and Grand Marquis automobiles was produced as a steel stamping. Ford's Lincoln/Mercury product engineers determined that they could achieve reduced weight with increased functionality by converting the design to an aluminum casting.

* The redesign to casting reduced a complex system of steel stampings to one casting.

* The cast crossmember provides increased mounting for the shock assembly, lower control arm, upper control arm, steering gear, frame rail and engine.

--Entry submitted by Todd Greve, Hayes-Lemmerz International.

Gear Axle and Hub for Walker Manufacturing Lawn and Turf Equipment Farrar Corp., Norwich, Kansas

Metal: Austempered ductile iron.

Process: Green sand.

Size: 10.6 lb with hub; 6.5 x 7.5 in. gear axle and 5.25 in. diameter hub.

Application: Gear axle with removable hub for gear transfer case.

Converted From: Fabricated steel.

* To redesign the component to a casting, the foundry and customer teamed together in an engineering partnership. In application, the cast component increased the field serviceability of the gearbox in which it is assembled, significantly reducing the noise of this gearbox and improving the steering response and maneuverability of the lawnmower.

* The redesign to casting reduced the component weight (by 3.3 lb) and total system costs, and improved component strength and appearance. In addition, this conversion eliminated 18.7 in. of welding. The result is a casting that has maintained all the necessary mechanical properties with improved performance. The customer has never had a failure with the casting.

--Entry submitted by Todd Farrar, Farrar Corp.

Railroad Motor Mount Adapter Frame Plad Precision Casting Corp. Greensburg, Pennsylvania

Metal: Nickel aluminum bronze.

Process: Permanent mold.

Size: 16.44 lb; 14.4 x 7.12 x 7.31 in.

Application: The component supports the motor and clutch in a railroad track-switching machine.

Converted Prom: Welded fabrication.

* Originally, the part was 10 fabricated and machined components requiring 20 weld joints, 24 machining operations, dichromating and two painting processes. The bottom plate was machined from a 1-inch thick steel plate (1020 cold steel) that required an additional 12 machining operations. By converting to a cast component, the customer realized a 29% weight reduction and significant cost savings.

* The casting achieves material properties of 95 ksi tensile strength and 51 ksi yield strength, and exhibits good corrosion resistance.

* The redesign to a nickel aluminum bronze casting provides a near-net-shape component and eliminates the need for secondary dichromating and painting. In addition, the one-piece casting eliminates 20 weld joints, reducing warpage due to welding and increasing part functionality.

--Entry submitted by Larry Harnish, Piad Precision Casting.