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SAE TECHNICAL
PAPER SERIES

New 6XXX Aluminum Alloy for

Automotive Body Sheet Applications

S. J. Murtha
Aluminum Company of America

Reprinted from: Aluminum Applications for Automotive Design

(SP-1097)

SAE
MAR 0 7 1995

LIBRARY
**
-l.and
=For
The Engineering Society
Advancing Mobility
Sea Air and S ~ a c e -
International Congress and Exposition
Detroit, Michigan
. 27 March 2,1995
Februarv -
400 Commonwealth Drive,Warrendale, PA 15096-0001U.S.A. Tel: (412)776-4841 Fax:(412)776-5760
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 Downloaded from SAE International by University of Edinburgh, Sunday, August 26, 2018
New 6XXX Aluminum Alloy for
Automotive Body Sheet Applications
ABSTRACT
A program was recently conducted to study the
effects of various alloying additions on the properties and
performance of aluminum auto body sheet materials. As
a result, a new 6XXX-series alloy has been developed
which demonstrates an optimum combination of
formability, strength, and corrosion resistance. This new
alloy not only forms better than 2008-T4 but it can also
attain strength levels during typical paint bake operations
which are greater than those provided by 2036-T4,
61 11-T4, and 6016-T4 as well as exhibit superior
corrosion resistance relevant to all of the above
mentioned materials. A patent is currently pending.
INTRODUCTION
The purpose of this paper is to summarize the
program which led to the development of a new
aluminum alloy for automotive body sheet (ABS)
applications.
Many current ABS alloys are capable of providing
excellent behavior in critical performance areas such as
formability, strength, or corrosion resistance. However,
optimizing performance in one area can typically result in
the degradation of properties in other areas. For
example, while 2008-T4 forms better than most other
heat treatable aluminum ABS alloys in use today [ I ] ,
strengths following typical paint bake practices are
significantly lower than alloys such as 6009 and 61 11.
As a result, AA 2008 is often only considered for inner
panel applications where formability is the major
consideration and dent resistance is much less of a
concern. Alternatively, since 61 11 is capable of high
strengths following paint bake practices, it is most often
considered for outer hang-on panel applications where
dent resistance is a major concern. Since 61 11-T4 does
not form as well as other alloys (i.e., 2008-T4), it is not
always ideal for inner panels where the forming
requirements can sometimes be stringent. In addition,
the bending capabilities of AA 61 11 are sometimes
inadequate since it cannot always be flat hemmed at
31
S. J. Murtha
Aluminum Company of America
gauges which are used in most outer panel applications
[ I ] . This bending performance could potentially preclude
AA 61 11's use even for outer panels if flat hemmed parts
were considered necessary. Finally, while other alloys
may not provide the best performance in any one
category, they are still often considered by auto
manufacturers since they possess the best formability1
strength (i.e., 61 11) or formabilitylcorrosion resistance
(i.e, 6016) combination [ I -31.
In order to optimize the overall performance of a new
ABS material, a program was initiated to evaluate the
effects of various alloying additions on the properties and
performance of GXXX type aluminum auto body sheet
alloys. Mechanical property, simulative forming, aging,
and durability experiments were conducted. Based on
the results of these experiments, compositions were
chosen for a new 6XXX alloy to enable the best overall
combination of properties and characteristics. Although
the dent resistance capabilities of the new alloy are only
slightly better than AA 6111, its formability and corrosion
resistance are significantly better. The new material also
exhibits similar or slightly better filiform corrosion
resistance than AA 6016. However, it forms better than
the 6016 alloy and is capable of achieving much higher
strengths enabling greater dent resistance. Even though
the new alloy forms only slightly better than AA 2008, its
strength and corrosion resistance capabilities are much
higher. As with many existing materials currently used
for outer hang-on panels, Class A surface requirements
are easily met. This new GXXX ABS alloy could
potentially be utilized for inner and outer hang-on panels
as well as many body-in-whitecomponents. A patent is
currently pending.
EXPERIMENTAL PROCEDURE
Experiments were performed in two stages. First, a
pilot-scale laboratory investigation was conducted to
study composition effects on performance. Limited
compositions were then selected for plant trials. Results
from the laboratory study will be presented to compare
the relative performance of the new alloy to other
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experimental compositions which were evaluated.
Results from representativetests conducted on the plant
trial material will then be presented and compared to
standard alloys which are currently available. This
information will show the benefit of the new 6XXX alloy
compared to existing aluminum auto body sheet
materials.
EXPERIMENTAL DESIGN OF LABORATORY
-
STUDY Since it was felt that a balance of formability,
strength, and corrosion resistance was required for any
new aluminum body sheet material, 6XXX type alloys
were chosen as the baseline compositions in this
program. Although other alloy systems might have also
provided some benefit, they were eliminated due to a
variety of concerns. A schematic drawing depicting the
experimental approach is shown in Figure 1.
The experimental compositions were chosen based
on the formability and strength levels which were desired
as well as on equilibrium calculations which were
performed to identify the potential solubility limits of the
alloying additions. The selected Mg and Si extremes
served as the corners of the experimental composition
box. Although copper effects on corrosion resistance
were a concern, copper was still added in small amounts
in order to evaluate low level effects on performance.
Finally, the target Fe and Mn levels of all materials were
held constant since they were not variables in this
investigation. In the case of Fe, higher amounts have
been shown to decrease bending performance [4].
Therefore, Fe additions were minimized.
-
MATERIALS Nine experimental ingots were cast for
this study. The relative amounts of Mg, Si, and Cu within
each ingot are depicted in Figure 1. Target Mg/Si
compositions of alloys 1 and 2 were lower than all other
alloys in this study. The other experimental
compositions contained additional amounts of Mg and/or
Si. While Cu levels between 0% and 0.2% were
evaluated at the corners of the composition box (i.e., 0%
Cu in alloy 1; 0.2% Cu in alloy 2), only one Cu level was
evaluated at the center of the box (0.1% Cu in alloy 5).
Increasing
" tI Alloy 1 (OX Cu)
Alloy 2 (0.2% Cu)
increasing Mg -----t
Figure 1: Experimental Design for
Low Copper Alloy Program
-
FABRICATION Laboratory ingots (direct chill) were
cast, homogenized, and hot-rolled using appropriate
thermomechanical practices based on the compositions
of interest. Sheet materials were then cold rolled to
1.02 mm and solution heat treated and quenched.
Following the laboratory investigation, a selected
composition was chosen for fabrication at an Alcoa
rolling mill utilizing practices similar to those described
above for the laboratory study. The final gauge was
increased to 1.23 mm for the plant produced materials.
-
MECHANICAL PROPERTIES Transverse uniaxial
tension tests were conducted as per ASTM E8, E517,
E646, and B557 specifications. Tensile tests were also
conducted to determine strain hardening exponents (n
from o = k ~and ~ ) plastic strain ratios
in the longitudinal, transverse, and 45" degree
orientations. Average values of these properties for all
orientations (i.e., n-bar= (n~+2n45+n~)/4; r-
bar=(r~+2r45+r~)/4) have been reported in some cases.
90" GUIDED BEND TEST - This is considered to be a
frictionless downflange test where pre-strained (10%)
sheet strips are rigidly clamped and then forced to bend
over a die radius by a roller. Details of the test
procedure have been published previously [I]. Tests
were conducted in the longitudinal and transverse
orientations.
LIMITING DOME HEIGHT (LDH) - NADDRG
recommended procedures were used in LDH tests.
Rectangular blanks of varying widths (to vary resulting
strain paths) were stretched over a hemispherical punch
(using light mineral oil lubrication) until failure occurred.
The minimum heights observed over the range of blank
widths which were evaluated are reported here and are
considered to be at or near the plane strain deformation
strain path.
-
HYDRAULIC BULGE In this test, 229 mm square
blanks were clamped and then biaxially stretched (under
hydraulic pressure) until failure occurred. Stress-strain
behavior was monitored during testing.
COSMETIC (FILIFORM) CORROSION Two -
102 mm x 292 mm panels (per sample) were prepared
and coated using procedures similar to those previously
approved and used by certain automobile manufacturers
[5] The coating sequence typically involved (but was not
limited to) etching, cleaning, zinc phosphate conversion
Alloy 8 (0% Cu)
coating, E-coating, and painting. The preparation
procedures and coatings are considered to be near
optimum and representative of those which could be
used in at least some current assembly plants. This is in
contrast to other studies which have intentionally used
Alloy 4 (0.2% Cu
inadequate preparation procedures (i.e., dry sanding) or
coatings to increase filiform corrosion susceptibility (61.
Following coating, the panels were scribed (through all
coatings) along three diagonals (each 127 mm long)
which were regularly spaced along the length of the
panels. The panels were then exposed to 5%
continuous salt spray (ASTM B117) for 24 hours and
subjected to 85% relative humidity (40°C) for 6 weeks.
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The panels were rated for degree of filiform corrosion
(i.e., number of sites on duplicate panels and average
length of sites).
-
EXPERIMENTAL RESULTS LABORATORY STUDY
-T4 MECHANICAL PROPERTIES (EFFECT OF Mg
-
AND Si) Figures 2-6 illustrate composition effects on
transverse -T4 temper mechanical properties. A number
of mechanical property parameters are shown on the
schematic Mg and Si composition boxes for
experimental alloys containing 0.0% Cu as well as 0.2%
Cu. Transverse yield strengths in Figure 2a are shown
within the corner and center points of the Mg/Si
composition box for alloys containing 0.0% Cu (at
corners of box) and 0.1 % Cu (at center of box). This
illustration has been repeated in Figure 2b for alloys
containing 0.2% Cu at the corners of the Mg/Si box. In
0% C u O corners of box & 0.1% 8 center
this way, effects of Mg and Si can be graphically
depicted for easier interpretation. Effects of Cu can be
seen by comparing separate figures showing the same
parameter (i.e., transverse yield strength for 0.0% Cu
alloys in Figure 2a compared to identical data for 0.2%
Cu alloys in Figure 2b). Highlights of the mechanical
property data are summarized below.
Low solute alloys in the bottom left-hand corner of the
composition box exhibit strengths which are well below
those of standard alloys [I]. At these strength levels,
handling damage could potentially be a concern. If slight
strength improvements were made, then these
compositions could possibly provide adequate damage
resistance (during handling). The remaining alloys
exhibit strengths which should be acceptable in the -T4
temper. Assuming adequate formability, the composition
with the highest strength would be the most desirable.
This was achieved by the alloys in the upper right-hand
corner of the Mg/Si composition box. This was not
unexpected since these materials contained the greatest
amounts of Mg and Si.
The higher Si samples generally exhibited the best
overall values of tensile elongation as shown in
Figures 3a and 3b.
The strain hardening exponent (n), which is an
indicator of necking resistance, has been used to predict
plane strain stretching ability. Although the data is not
consistent when comparing the 0% and 0.2% Cu
containing samples, the lower Mg bearing compositions
(left side of experimental composition box) do show the
best overall n values (Figures 4a and 4b). Although the

lncreasing %Mg

Figure 2a: Experimental Results

- compositions in the upper left-hand corner of the
composition box did show excellent forming capabilities
in LDH tests (described below), the alloys in the lower
left-hand corner actually exhibited lower LDH values
compared to some alloys which showed inferior n
of Laboratory Fabricated Sheet values. Therefore, it would appear that n value may not
-
> T4 Transverse Yield Strength - (MPa) < be a good indicator of plane strain stretching
performance.

0.2*& Cu 8 corners of box & 0.1% 8 center

0% Cu @ corners of box & 0.1% 63 center

lncreasing %Mg ------t

Figure 2b: Experimental Results

increasing %Mg

Figure 3a: Experimental Results

-
of Laboratory Fabricated Sheet
of Laboratory Fabricated Sheet
> - T4 Transverse Yield Strength - (MPa) c > - T4 Transverse Tensile Elongation - (%) a
33
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The uniform elongation parameter is one of the more

0.2% Cu O corners of box 6 0.1% 8 center
lncreasing %Mg ----t
Figure 3b: Experimental Results
of Laboratory Fabricated Sheet
-
> T4 Transverse Tensile Elongation (%) <
reliable indicators of formability for aluminum alloys in
plane strain stretching modes. Since it has been
reported that 80.85% of large automotive stamping
failures occur near plane strain deformation paths [6], its
importance can be quite.significant. If the relationship
between uniform elongation and plane strain
stretchability is true, the higher Si bearing samples
(upper portion of box including the center point as shown
in Figures 5a and 5b) would be expected to exhibit the
best formability in plane strain stretching modes. The
LDH results (discussed below) confirm this. This also
agrees with information in the literature which states that
excess Si (excess to amounts which form Mg2Si in
6XXX alloys) has been observed to increase tensile and
uniform elongations as well as plane strain stretching
performance [7].The mechanism responsible for this
- behavior is currently not well established.

GA 34628.4a

0% Cu 8 corners of box 6 0.l0A 8 center 0°' Cu 8 corners of box & 0.1% 8 center

lncreasing %Mg

Figure 4a: Experimental Results

- lncreasing %Mg

Figure 5a: Experimental Results

-
of Laboratory Fabricated Sheet of Laboratory Fabricated Sheet
-
> T4 Avg. Strain Hardening Exponent - (n-bar) c > - T4 Transverse Uniform Elongation - (%) <

0.2% Cu 63 corners of box & 0.1% 8 center 0.2% Cu 8 corners of box & 0.1% 8 center

lncreasing %Mg

Figure 4b: Experimental Results

- lncreasing %Mg

Figure 5b: Experimental Results

-
of Laboratory Fabricated Sheet of Laboratory Fabricated Sheet
-
> T4 Avg. Strain Hardening Exponent - (n-bar) < > - T4 Transverse Uniform Elongation (%) < -
34
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The r-bar values plotted in Figures 6a and 6b for most
of the experimental compositions do not vary
significantly due to composition changes. Values only
range from 0.66 to 0.72 and are similar to those
previously published for standard aluminum auto body
sheet alloys [I]. This data suggests that composition
does not significantly affect r values in aluminum alloys
over the composition range studied here.
-T4 SIMULATIVE FORMABILITY (EFFECT OF Mg
-
AND Si) Plots illustrating composition effects on
simulative formability test indicators are shown in
Figures 7-9. These are similar to schematic plots
depicting the -T4 mechanical properties which were
discussed above.
As suggested by the uniform elongation
measurements, the high Si samples exhibited superior
LDH values (Figures 7a and 7b). Compositions near the
upper left-hand corner showed the best plane strain
0% Cu O corners of box & 0.1% 8 center
lncreasing %Mg -
Figure 6a: Experimental Results
of Laboratory Fabricated Sheet
> - T4 Average Plastic Strain Ratio - (r-bar) <
0.2% Cu O corners of box & 0.10/0 O center
lncreasing %Mg ------.,
Figure 6b: Experimental Results
of Laboratory Fabricated Sheet
> - T4 Average Plastic Strain Ratio - (r-bar) <
35
stretching performance. Even though the higher solute
alloys (upper right-hand corner compositions)
demonstrated high strengths, they also exhibited very
high LDH values as well.
The data implies that all compositions would have
good bendability since minimum rlt values in the guided
bend test range from 0 to 0.5 (Figures 8a and 8b).
Figure 9 illustrates that high Si compositions (upper
half of box) exhibit the best performance (highest strains
at the point of maximum stress) in the hydraulic bulge
test for compositions containing no copper. However,
when 0.2% copper is added, the low Si, high Mg
composition (bottom right-hand corner) also performs
well. Conversely, compositions near the bottom left-
hand corner of the box are inferior in this test. As in the
dome height tests, Si additions appear to improve
formability. In order to determine the reasons for this
behavior, instantaneous strain hardening values were
0% Cu @ corners of box & 0.1% @ center
lncreasing %Mg
Figure 7a: Experimental Results
-
of Laboratory Fabricated Sheet
> - T4 Long. Limiting Dome Height - (mm) <
GA 34628.7b
0.2% Cu @ corners of box & 0.1% @ center
lncreasing %Mg
Figure 7b: Experimental Results
-
of Laboratory Fabricated Sheet
> - T4 Long. Limiting Dome Height - (mm) <
 Downloaded from SAE International by University of Edinburgh, Sunday, August 26, 2018
0% Cu 8 corners of box 6 0.1% 8 center
lncreasing %Mg
Figure 8a: Experimental Results
- increasing %Mg
of Laboratory Fabricated Sheet
- -
> T4 Longitudinal Guided Bend (min. rlt) <
0.2% Cu 8 corners of box & 0.1% 8 center
lncreasing %Mg
Figure 8b: Experimental Results
- lncreasing %Mg
of Laboratory Fabricated Sheet
-
> T4 Longitudinal Guided Bend - (min. rlt) <
calculated (from the measured stress-strain data) and
plotted as a function of strain for compositions containing
constant amounts of all elements except for Si. These
plots are shown in Figures 10 and 11. When Si
increases in these samples, strain hardening is retained
even after very high deformation strains (>30-35O/0).
This suggests that the higher Si alloys resist strain
localization more readily compared to samples
containing lower amounts. This can be important during
stamping where strain values can sometimes be quite
large. Even though some materials exhibit good strain
hardening behavior at low strains, rapid strain
localization often occurs. These materials cannot be
deformed as readily as those which retain their strain
hardening ability over a larger range of strains.
-T62 TYPE MECHANICAL PROPERTIES (EFFECT
OF Mg AND Si) - Plots are shown in Figures 12 and 13
which demonstrate composition effects on artificially
aged strengths. Two -T62 type aging conditions were
0% Cu 63 corners of box 6 0.1% 8 center
Figure 9a: Experimental Results
-
of Laboratory Fabricated Sheet
-
> 9.4 Bulge Strain Q Max. Stress - (%) <
0.2% Cu O corners of box 6 0.1% 8 center
Figure 9b: Experimental Results
-
of Laboratory Fabricated Sheet
> - T4 Bulge Strain Q Max. Stress (%) < -
evaluated in this study. These include practices
conducted at 60 min1204"C (no pre-stretch) and
20 mid185°C (2% pre-stretch).
The highest strengths were achieved with the alloys
in the upper right-hand corner of the composition box.
This was not unexpected since these compositions did
contain the greatest amount of solute compared to the
others which were studied. The strengths of samples
from the left side of the experimental composition box
were well below those at the center or on the right-hand
side of the box. The compositions near the lower left-
hand corner were not given further consideration due to
a combination of low -T4 strengths, low -T62 strengths,
and low formability.
-T62 CORROSION RESISTANCE (EFFECT OF
MgISilCu) - All experimental compositions performed
similarly in filiform corrosion tests. Although the new
6XXX alloy (high Mg and Si; low Cu) exhibited the same
36 number of corrosion sites (seven total sites for each
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I I I I I 0% Cu 8 cornero of box 6 0.1% 8 center

- -

- -

-
Low Si
...
. . ..
-
High Si

.. -
Increasing %Mg

Figure 12a: Experimental Results

-
of Laboratory Fabricated Sheet
-
> Tran. Yield Strength @ 60rninl204C - (MPa) <
I I I I I

True thickness strain GA 34628.12b

0.2OA Cu 8 corners of box (L 0.1% @ center

Figure 10: Strain Hardening Behavior
for Low Mg Samples

I I I I I

- -

- ,\
-

-
Increasing %Mg

Figure 12b: Experimental Results

-
of Laboratory Fabricated Sheet
> - Tran. Yield Strength @ 60minl204C - (MPa) <
- -
. ...
-
....
High Si

-
EFFECTS OF COPPER ADDITIONS ON
PERFORMANCE ( LABORATORY STUDY) - Many
Low Si
properties were not significantly affected by the 0.2%
copper additions studied here (i.e., elongations, strain
0.0 I I I I I hardening exponent (n), and LDH values). Copper did
0.0 0.1 0.2 0.3 0.4 0.5 0.6
appear to be somewhat beneficial to -T4 and -T62
True thickness strain
strengths as well as formability performance in biaxial
stress states (bulge).
Figure 11: Strain Hardening Behavior SUMMARY OF PERFORMANCE IN LABORATORY
for High Mg Samples
EXPERIMENTS - Based on the experimental results, the
highest solute compositions (upper right-handcorner
compositions) exhibited the best overall combination of
alloy) as the 6016 alloy in filiform corrosion evaluations,
properties. Not only did these alloys show excellent
the average length of sites within the new alloy
stretchability in LDH and hydraulic bulge tests, but they
(1.02 mm) was about 112 of the value measured for the
were also able to attain yield strengths following artificial
6016 alloy (2.03 mm). This suggests that the rate of
aging practices which were approximately 20-25%
attack for the new 6XXX alloy was not as great as that of
higher than any other experimental alloy. In addition to
AA 6016, even though the initiation rate might have been
its forming and strength capabilities, the low copper
similar.
37 version of this alloy exhibited similar or better filiform
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The properties and performance of the plant

0% Cu O corners of box 6 0.1% 63 center
Increasing %Mg ------t
Figure 13a: Experimental Results
of Laboratory Fabricated Sheet
> Tran. TYS @ 2% Str.+20min/185C (MPa) <
0.2% Cu @ corners of box 6 0.1% O center
fabricated material will be presented in this section.
Comparisons will be made to standard aluminum auto
body sheet alloys so that the relative improvements in
performance can be recognized. The properties and
characteristics of the new 6XXX alloy are compared in
Table 1 to data representing the standard 2008-T4,
2036-T4,6009-T4,6111 -T4, and 6016-T4 automotive
body sheet alloys . Data was either taken from the
literature [ I ] or tests were conducted on standard alloys
in order to obtain the data needed for valid comparisons.
-
-T4 MECHANICAL PROPERTIES The transverse
-T4 tensile properties, listed in Table 1, show that the
new GXXX alloy has the second highest tensile strengths
compared to all other materials. The new alloy should
provide good resistance to damage during handling in
stamping and assembly plants similar to AA 61 11.
Although the new alloy has good strength capabilities, it
- also exhibits the highest transverse tensile elongation
compared to all other alloys. This is an indication of its
superior ductility.
-
-T4 SIMULATIVE FORMABILITY When predicting
the formability behavior of aluminum body sheet alloys,
the strain hardening exponent (n), uniform elongation,
plastic strain ratio (r), Limiting Dome Height (LDH), and
minimum rlt (die radiuslmetal thickness ratio determined
in the guided bend test) parameters often prove useful.
Even though the new 6XXX alloy exhibits relatively
high strengths compared to other common automotive
body sheet alloys, it also exhibits very good strain
hardening exponent (n), uniform elongation, plastic strain

-
Increasing %Mg
Figure 13b: Experimental Results
of Laboratory Fabricated Sheet
> Tran. TYS @ 2% Str.+20min/185C (MPa) < - automotive manufacturers often require certain minimum
corrosion resistance than AA 6016. Therefore, the upper
right-hand corner composition was the basis for the alloy
fabricated at an Alcoa rolling mill facility. The target Mg,
Si, Fe, and Mn levels for this material were the same as
those used for the original laboratory study. However,
copper levels were controlled between 0.02% and 0.10%
in order to minimize corrosion susceptibility while
maximizing the benefit to formability and strength.
EXPERIMENTAL RESULTS - PLANT TRIAL
As described in the previous section, one GXXX alloy
from the laboratory study was chosen for a plant trial.
The alloy chosen showed the best overall
formability/strength/corrosion resistance performance
within the laboratory experiments. The intent of the plant
trial was to verify the performance observed in laboratory
experiments.
38
ratio (r), and LDH values as well. The height which it
attained prior to failure in LDH tests was higher than all
other alloys including AA 2008 and AA 61 11. This data
again illustrates the good forming capabilities of this new
material.
-T6 STRENGTHS (AFTER ARTIFICIAL AGING) -
Strengths after artificial aging were evaluated since
strength levels for dent resistance and/oi structural
purposes. These strengths have to be attained from the
brief thermal practices which are already in place in
automotive assembly plants (i.e., paint bake operations).
In rare cases, auxiliary thermal practices are also utilized
(in addition to paint bake practices) as a means to
improve strengths through artificial aging.
Two thermal practices were chosen for evaluation.
First, the 20 min.lI85"C (without pre-strain) aging
practice was chosen to simulate strengths which could
be attained during a typical paint bake operation.
Second, the 60 mid204"C aging practice was chosen to
simulate strengths which could be achieved assuming an
auxiliary thermal operation was added to existing paint
bake practices.
The new GXXX alloy is not quite as strong as
AA 61 11 following an artificial aging practice of
60 min1204"C (which is near peak strength), however, it
is stronger than 61 11 after a simulated paint bake
operation. Although the new alloy may not be able to
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Table 1: Relative Performance of Selected Auto Body Sheet Alloys

Transverse Tensile Properties f-T4)

Tensile Yield Tensile

Strength Strength Elongation
Alloy-Temper (MPa) (MPa) (%)

New 6XXX 262 149 29.0

..
lative Formabll~tvcT43

Transverse Transverse Average Longitudinal

Strain Hardening Uniform Plastic Strain Limiting
Exponent Elongation Ratio Dome Height
Alloy Temper (n) (%) (r-bar) (mm)

New 6XXX 0.239 24.0

Limiting Dome Height Results for Sheet Gauges of Approximately 1.23 mm

Strenaths 81 Corrosion Resistance After Aaina (-T6)'

1Hl204C 20min/185C
Yield Yield
Strength Strength Filiform **
Alloy Temper (MPa) (MPa) (Ranking)

New 6XXX 300 197 1

Note: Some strengths estimated from aging curves

"Note: Relative rankings (1-best; 4-worst) reflect expectations based on previous tests conducted in various environments.
Please note that alloys could perform similariy if optimum coating and preparation procedures are used.
 Downloaded from SAE International by University of Edinburgh, Sunday, August 26, 2018
reach the same peak strengths as AA 6111, the aging
kinetics of the new alloy are more rapid (compared to
611I ) , enabling it to reach higher strengths during
shorter time periods. Since aluminum ABS alloys most
often have only brief paint bake thermal operations
(15-30 minutes at high temperatures) as a means to
achieve artificial aging, it would follow that alloys which
attain higher strengths after relatively short periods of
time would be most desirable.
-
-T6 DURABILITY The relative filiform rankings listed
for the various alloys in Table 1 show that, in general,
the lower copper alloys are more resistant to filiform
attack. It is not surprising that the low copper 6XXX
alloys which were tested in the laboratory phase of this
program exhibited the best filiform corrosion resistance.
Their resistances would perhaps be expected to be
similar to those of 5XXX alloys which normally are
considered to be excellent.
Results from this study and from studies conducted
previously suggest that alloys containing higher amounts
of copper might be more susceptible to filiform corrosion
attack [5]. This is not to say that filiform corrosion attack
could not be prevented in alloys containing higher
amounts of copper. Rather, other studies have shown
that a proper coating system (coating + sample
preparation) can prevent filiforrn corrosion from occurring
[5,8]. Previous observations have shown that when the
coating does not provide adequate protection, filiform
attack can occur 151. When the coating system is not
optimum, then the resistance of the parent material
would presumably become more important. Overall,
robust coating systems in combination with the new
6XXX alloy are expected to provide excellent resistance
to filiform corrosion.
CONCLUSIONS
An experimental program was conducted to study the
effects of certain alloy additions on the properties and
characteristics of 6XXX auto body sheet alloys. As a
result, a new 6XXX-T4 automotive body sheet alloy
(patent pending) has been developed which has a better
combination of formability, strength, and corrosion
resistance compared to all other aluminum alloys
currently available. Specifically, the alloy:
Is more formable than most heat treatable alloys
available today including 2008-T4, 2036-T4,6009-T4,
6016-T4, and 6111-T4.
Can reach strengths which are significantly higher than
those of alloys in use or being considered today for outer
body panels (i.e., 2036,6016, 6111).
Is more resistant to filiform corrosion compared to the
2008-T6,2036-T6,6009-T6,6016-T6,and 6111-T6 body
sheet alloys.
Based on the data determined in this program and
the performance of the newly developed alloy, the
following additional conclusions are justified:
Si additions provide simultaneous increases in
stretchability and strength of 6 X M aluminum alloys.
Mg additions increase the strength of 6 X M aluminum
automotive sheet alloys but can also decrease
formability in certain cases.
Uniform elongation predicts plane strain stretching
performance more effectively than strain hardening
exponent (n).
REFERENCES
[ I ] Story, J. M., Jarvis, G. W., Zonker, H. R. and
Murtha, S. J., "Issues and Trends in Aluminum
Automotive Sheet Forming," SAE Paper No. 930277.
[2] Fuhrer, P., "Aluminum Car Body Sheets A -
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Light Metals, Nihonbashi, Asahiseimei Bldg.,
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[3] Decaillet, C., Millet, P. and Saur, E., "Recent
Developments in Aluminium Manufacture for Car Body
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[4] Fortin, P. E., Bull, M. J. and Moore, D. M., "An
Optimized Aluminum Alloy (X6111) for Auto Body Sheet
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[5] Powers, John H.," Filiform Corrosion Resistance
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