Each car starts with the steel tub of an original Mustang body which is then fitted with all-new carbon fibre body panels. A 3D digital model is made of the car and a five-axis CNC machine cuts the moulds, and then plugs and panels are pulled using aerospace-grade pre-preg carbon fibre.

The moulded carbon fibre body panels are cured using an in-house autoclave. The result is the world’s first officially-licensed Shelby Mustang that is lighter and stronger than an all-steel body and has perfect carbon fibre weave alignment.

Since 1998, Mr Shelby believed that carbon fibre would be the future of American sports car manufacturing. We believe the introduction of a carbon-fibre GT500 Mustang and Cobra is a natural next step in the evolution of these iconic vehicles.

 Neil Cummings, Co-CEO of Carroll Shelby International

GT500CR models are available with several engine options, ranging from a 490-horsepower Ford Performance Gen 3 5.0L Coyote crate engine up to a 900-horsepower, a hand-built 427-cubic-inch engine with an intercooled ProCharger supercharger. All Shelby GT500CR models are equipped with a Tremec five-speed manual transmission and a stainless-steel MagnaFlow performance exhaust.

According to Classic Restorations, SpeedKore has 3D-scanned a complete GT500CR and is currently in production making a prototype with the first vehicle scheduled to be finished in June.

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Part of the Air Force 2030 Science and Technology strategy includes the deployment of low-cost Unmanned Aerial Systems in mass to assist in future near-peer engagements. In order to realise this vision, new manufacturing strategies need to be identified which can support the rapid manufacturing of high-quality aerospace components at costs that are lower than what is currently available using legacy manufacturing processes.

The Air Force Research Laboratory’s Manufacturing and Industrial Technologies Division and the contractor team of Cornerstone Research Group, A&P Technology and Spintech LLC, conducted research to quantify the benefits of replacing legacy manufacturing processes with novel processes for the fabrication of an 11-foot long, S-shaped engine inlet duct.

The legacy fabrication process for the inlet duct consists of composite material pre-impregnated with a synthetic resin, applied by hand, to a multi-piece steel mandrel. The mandrel is packaged and placed in an autoclave for processing. An autoclave is essentially a heated pressure vessel which supplies heat to activate resin curing and pressure to ensure there is minimal absorbency in the fully cured composite part.

The approach replaces the hand-applied composite prepreg with an automated over-braid process which applies dry fibre to a mandrel. The very heavy multi-piece steel mandrel was replaced with a light-weight single-piece shape-memory polymer mandrel and the dry braided carbon fibre was processed with low-cost epoxy resin using a vacuum-assisted resin transfer moulding process.

One of the primary goals of this program is to understand the part cost and production time benefits from introducing the new tooling and processing solutions.

The team completed element analysis finalisation of the over-braid architecture, fabrication of a shape memory polymer-forming tool and construction of the SMP mandrel that will serve as the tool during the preform over-braid process.

We believe that the introduction of a reusable shape memory polymer mandrel together with the automated over-braid process and an oven based VARTM composite cure will lead to significant cost and cycle time reductions

 Mr. Craig Neslen, manufacturing lead for the Low Cost Attritable Aircraft Technology Initiative

Because of inlet duct geometrical complexity, multiple iterations were necessary to optimise the over-braid machine settings and thus minimise composite material wrinkling. A total of four inlet ducts will be fabricated and legacy part cost and production time will be compared to the new design.

The final inlet duct will be delivered to the government for further integration into the Aerospace System’s Directorate’s complementary airframe design and manufacturing program. Personnel at the Aerospace Vehicles Division will conduct static ground testing of the integrated braided fuselage and inlet duct structure.

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A significant focus has been devoted to producing thermoplastic and thermosetting systems with amalgamations of a range of mechanical and functional properties. These include; improved strength and stiffness, increased thermal and electrical conductivity, enhanced barrier properties, fire retardation and others. Progress has been made in identifying and developing the appropriate incorporation processing techniques capable of delivering these property enhancements. Indeed, in this area, a number of companies have already started/are close to launching graphene-enhanced thermoplastic and thermosetting materials to market. This is a promising area in the near term as the underlying processing technologies have reached the required level of maturity and there is little need for additional equipment for prospective manufacturers. This knowledge and the low capital expenditure requirements result in minimal barriers to entry.

The incorporation of graphene-related materials into conventional elastomeric compounds can significantly augment a number of their desirable properties. Traditionally in certain elastomer components, there was a need to trade off/compromise between the wear resistance and application-specific functionality. The addition of graphene has been shown to enhance the properties of the elastomer to the extent that the wear resistance and performance functionality can both be greatly improved. Additionally, the improvement of the materials’ electrical and thermal conductivity is beneficial for a number of their applications. Some graphene-enhanced elastomers are commercially available and have been processed into products. These include high-performance sports shoes, bicycle tyres, recycled mats and many others.

Inorganic composites including ceramics and metal matrix composites is another promising materials sector with significant potential to benefit from graphene and related materials. Academia has shown that a plethora of mechanical and functional benefits could be achieved in suitable inorganic composite systems. These benefits include; improved hardness, enhanced fracture toughness, increased strength and stiffness, superior wear resistance and conductivity. There are many applications for these nanocomposites in a range of industrial sectors. The incorporation and processing techniques for these materials have not yet reached the same level of maturity as the aforementioned systems. Considering the combination of ‘market pull’ and ‘academic push’ this area could also be very promising in the near future.

The challenges Graphene faces to become integrated with Composites

The term “composites” encompasses a vast range of different material technologies each of which has distinct processing procedures and production parameters. Each of these systems brings its own unique technical challenges to ensure appropriate 2D material incorporation. The following are some of the key technical and logistical challenges facing graphene and other 2D materials in the composite domain area.

In order to achieve the desired reinforcement, the nanomaterials must have the appropriate microstructure and interfacial properties to promote ideal bonding and stress transfer with the matrix. The challenge is identifying the right graphene material capable of providing the desired reinforcement for the specific system. Graphene materials available on the market can differ greatly in terms of their lateral size, aspect ratio, defect density and surface functional groups. Materials often require modification in order to alter the aspect ratio and lateral dimensions as well as functionalisation procedures to ensure that the appropriate chemical groups are available for effective matrix bonding. This is a significant challenge, there is no one solution that fits all, and therefore it is a challenge for material scientists to constantly iterate.

A validation service was launched by some members of the Graphene Flagship which could provide some independent authentication and assessment of different graphene material supplies, the consistency of supply and performance in the variety of relevant material systems.

Additionally, to attain the potential property enhancements, the incorporation process of the nanomaterials into the matrix system is often critical. Achieving a homogeneous dispersion and ideal orientation of the nanomaterial is a particular challenge for the relevant range of composite materials and is often affected by the interfacial interactions. Graphene’s reinforcement abilities are dependent on the number of layers and therefore in some systems, it can be beneficial to use high shear processing techniques to exfoliate and disperse the materials in situ. This opportunity is not available in other systems due to the phases and processing procedures deployed. It is often necessary to apply pre-processing treatments to the 2D materials prior to the dispersion to ensure they are in a state capable of achieving the enhancements.

If you have read this far, you are starting to understand the complexity of engineering these nanocomposite systems and the myriad of parameters involved. An additional challenge is solving the knowledge gap in the 2D materials space. As mentioned before, the composites sector spans a wide range of materials industries each of which will have unique opportunities, technical issues and novel solutions. A challenge for the composites sector is identifying the people and projects with the expertise to drive the nanocomposite field forward.

One of the unique selling points of graphene to the composites industry is that significant property enhancements can be achieved at low nanomaterial loadings, often in the range of 0.1-5 weight per cent. This is also beneficial as graphene is still a relatively expensive material and therefore the loadings must be low enough that a financial margin is present. Although the loading levels are low, some application areas such as the concrete industry, for example, use millions of tons of material annually. Even at low loadings of 0.1 weight per cent, in order to be applied at scale, manufacturers would need more than the current global graphene production capacity. A challenge for the industry is to ensure that the production capacity is in place and consistent enough for the scale-up of bulk composite materials applications.

Finally, but not exhaustively, certain composite manufacturers operate in highly regulated application areas. They may often face individual and unique challenges in introducing new nanomaterials into their existing products. This is a more nuanced issue; however, organizations and experts are often available in each field to guide companies to drive their products through the regulatory process and into the market.

The most promising Graphene Composite products currently on the market

Graphene enhanced composite products have been launched to market in a number of different application areas. Many of these products have been successful in gaining market share and providing application-specific enhancements relative to their conventional alternatives. The following are some of the promising graphene-enhanced composite products on the market in accordance with their application areas.

In the automotive sector, a number of products are now commercially available from a range of suppliers. Graphene enhanced polyurethane foams were produced by one supplier that is more thermally stable, reduce cabin noise (improved acoustic attenuation) and improved mechanical properties. This component has now been incorporated into over a million cars. One company already has graphene-enhanced carbon fibre pre-pregs available for purchase. A high-end sports car manufacturer has produced a track car with graphene-enhanced composite panels using these pre-preg material systems. The incorporation of graphene improves the strength and allows the manufacturer to greatly reduce the weight. This should simultaneously improve application performance and reduce fuel consumption/GHG emissions.

The high-end sporting equipment sector has also seen some disruptive graphene composite products launched into their market. A tyre manufacturer has produced graphene-enhanced elastomer bicycle tyres to enhance the performance and improve the wear resistance. One company has successfully launched a range of graphene-enhanced sports shoe products tailored for activities such as running and hiking. Another company was able to produce graphene-enhanced mats from 80% recycled rubber with the properties of the virgin material. A number of companies have launched graphene-enhanced sporting goods such as tennis rackets and fishing rods. They have capitalised on the enhanced strength and stiffness from the nanomaterial additives to reduce the weight of the components and improve the performance.

The built environment/construction sector is also starting to see products launched to the market and high profile in situ testing for certain systems. One company has produced a graphene-enhanced bitumen composite for longer enduring road surfaces. This has the potential to greatly improve road quality by reducing pothole incidence, which in turn should reduce maintenance costs and associated injuries. Graphene enhanced coatings for the protection of composite systems have been developed and launched to the market by a number of producers which could greatly reduce corrosion degradation. Graphene enhanced concrete products are not yet commercially available; however, this is a promising product due to the significant environmental and financial savings that could be achieved with nanomaterials.

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Founded in 2011 and located in Heinsberg Germany, C-M-P GmbH specialises in the development and manufacturing of customised prepregs and textiles made of carbon and other high-performance fibres.

With the addition of c-m-p, both companies can further strengthen their market position in the composites industry, as well as developing future composite materials. The acquired entity had been a 50:50 partnership between the original founders of c-m-p GmbH and DowAksa B.V. Through this acquisition, MCAM acquires 100% of the shares of c-m-p.

Within Mitsubishi Chemical Advanced Materials (MCAM), the acquisition enhances our ability to produce prepreg solutions for customers in Europe, a further step in our mission of metal to plastic conversion which began more than 80 years ago Michael Koch, CEO Mitsubishi Chemical Advanced Materials

The acquisition which is expected to be finalised in early March 2020 gives Mitsubishi Chemical the capability of producing prepreg materials in Europe, in addition to Mitsubishi Chemical’s capabilities in Asia and USA.

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First introduced in the 1970s, prepreg composites are a combination of high-strength carbon fibre and toughened epoxy resin. The 777X was the first commercial airplane to contain structurally significant composite parts. Composites account for 50% of structural weight of the 787 Dreamliner, and the 777X will have the world’s largest composite wing. Production of the 777X will begin in 2017, with its first delivery in 2020.

Boeing is the first customer for the Mubadala-Solvay joint venture, which will produce primary structure composite material for use in manufacturing the 777X empennage and floor beams. Mubadala and Solvay are planning for the joint venture to be operational by 2021 in a new facility built in Al Ain, U.A.E.

Since 2009, Boeing and Mubadala have signed several agreements to advance their collaboration in mutually beneficial ways, including in aerospace composites manufacturing. In 2013, Boeing and Mubadala announced a new Framework Strategic Agreement to increase the long-term role of Mubadala as a direct supplier to Boeing, including support as Mubadala developed prepreg manufacturing in the U.A.E.

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The new ZNT-boost product by Zyvex Technologies adds increased toughness without compromising on strength and stiffness and unlike most toughening systems Zyvex say this product doesn’t force you to compromise on one property to increase another. ZNT-boost often increases the toughness of the composite up to 100% while increasing the stiffness and strength up to 30%.

ZNT-boost is easy to use with standard composite processing systems and is likely the simplest way to leverage the benefits of carbon nanomaterials. No process changes need to be made and no changes are required in your catalysts or curing agents when using ZNT-boost.

In deploying the first commercial adoption of ZNT-boost, Zyvex Technologies worked closely with Composites Universal Group (CUG) located in Scappoose, Oregon. CUG fabricates components and assemblies for customers needing the high strength and low-weight properties of advanced composites materials.

ZNT-boost is available in two forms: liquid and dry flake (powder) for most epoxy-based composite applications that include prepreg, VARTM, infusions, and hand layup. ZNT-boost works with most forms of epoxy, vinyl esters and polyesters.

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Added in February, the course is part of a new specialisation within the 6-month Advanced Composites Manufacturing Certificate (ACM) program which provides students with industrial training for employment in composites materials manufacturing.

Over the 4 week course, students were asked to manufacture a bridge part using processes of oven curing of carbon fibre prepreg and infusion for fibreglass parts. During the final class, parts were assembled to create a 14 foot long bridge.

The project tested the students knowledge of fibre orientation, flow behaviour, mould use, and curing processes, as well as incorporation of applied math, physics, chemistry, and measurement. In a small period of time the candidates had to learn new processes, before applying the knowledge to create a product consisting of multiple parts. This work required manual dexterity, pre-planning, writing of work instructions, time management, problem solving, and revising.

According to Debra Mattson, Advanced Materials Manufacturing Program Director/Designer at Great Bay’s Advanced Technology And Academic Centre, the new course meets the training needs for a wide segment of the composites industry

By teaching student the skills to use all the customary materials, tools and equipment for the manufacturing of high performance composites, they see firsthand what manufacturing processes are happening each day in industries including aerospace, automotive, high-end marine, and consumer goods.

Along with High Performance Fabrication, students enrolled in the ACM Certificate program can also choose from other areas of concentration including Paint Operator, Weaving Technician and Preform Finishing, Resin Transfer Moulding Technician, Bonding and Finishing Operator, Quality Inspection and CMM Operator, Composites CNC Milling and Set-up Operator and Composites Repair Technician.

The college is currently teaching the 9th cohort of students enrolled in the Advanced Composites Manufacturing Certificate program, graduating students every 4 months. According to Mattson, out of the 25 students who graduated in May 2014, 21 are currently employed. The program is poised to grow from 60 graduates the first year to over 200 graduates in year three.

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Toray will take over the assets of Saati’s plant located in Legnano, Milan in January 2015, when it will then start operations as Composite Materials (Italy) S.r.l., a wholly-owned subsidiary of Toray, while Saati’s American composite business will still belong to the Saati Group.

In Europe, Toray currently is engaged in carbon fibre business starting from polyacrylonitrile (PAN) precursor at its French subsidiary, Toray Carbon Fibers Europe S.A. (CFE), and CFRP parts business that uses carbon fibre fabric at its German subsidiaries of Euro Advanced Carbon Fibre Composites GmbH and ACE Advanced Composite Engineering GmbH (ACE). Through this planned acquisition of intermediate material business base, Toray establishes its own integrated supply chain, and would further strengthen the structure of Toray Group’s carbon fibre composite materials business in Europe.

Saati’s carbon fiber fabric and prepreg business has been expanding rapidly in recent years as a customer of Toray Group’s carbon fibre-related companies, especially of CFE, under the strong cooperation between the two companies. In particular, in the premium automobile field, it has been highly acclaimed by the market for its quick response to customer requirements, despite being a late entrant into the market. Going forward, Toray Group will transfer its technology to CIT while aiming to expand the business beyond Europe.

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The materials will be manufactured at TenCate’s production facilities in Morgan Hill, California, USA, and will be formulated with the line of high temperature resin systems of Performance Polymer Solutions Inc., based in Columbia Falls, Montana, USA.

Performance Polymer Solutions owned by PROOF Research develops and supplies high temperature resin systems in the aerospace and defence industries. One of the companies products is used by TenCate to make prepreg materials for the F-35 Joint Strike Fighter program.

The new partnership will allow TenCate to expand their high temperature composite solutions for the aerospace, space and satellite markets, as well as building upon their long term relationship. Pat Rainey, CEO of PROOF Research said:

TenCate is the ideal partner for PROOF Research to offer our P2SI resins to the aerospace market. TenCate has a history of providing highly specialised, high temperature composite materials to the most demanding applications, and provides a channel to drive the use of P2SI’s resin systems into new military, space and aero engine markets. We are excited about the opportunities that TenCate brings to the PROOF Research family.

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The L3 is a revolutionary passenger seat dedicated for medium/short-haul flights, offering good space to passengers and to airlines a higher density and a lighter weight, below 4 kg per passenger. The manufacturing process of the seat, resulting from cooperation between Zodiac Seats and Hexcel will ensure a quick manufacturing and delivery time compared to current seats.

The all-composite seat has been manufactured using Hexcel’s carbon fibre prepreg product which provided light weight, mechanical resistance and an aesthetic appearance. The armrests and tray tables are manufactured from Hexcel’s HexMC compression moulding process, providing a unique look and strong resistance.

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