Are Cars Made of Steel or Metal?

Most cars are built from a mix of materials: primarily steel (which is itself a metal), alongside other metals such as aluminum, magnesium, and copper, plus significant amounts of plastics, composites, glass, and rubber. In mass‑market vehicles, steel still dominates the main structure, while aluminum and other materials are increasingly used to cut weight, improve efficiency, and meet safety and emissions goals.

What “metal” means in car-making

In automotive manufacturing, “metal” is a broad category that includes various alloys engineered for specific properties. Steel is an iron‑based alloy and remains the go‑to for structural components because it offers high strength, good formability, and relatively low cost. Aluminum, lighter but more expensive, is widely used for body panels and cast structural parts. Magnesium appears in select lightweight components, and copper is essential for electrical systems—especially in electric vehicles (EVs). Titanium and exotic alloys are rare outside high‑end performance or motorsport applications.

Where steel is used—and why it still matters

Steel’s balance of strength, cost, and repairability keeps it central to most vehicle architectures. Automakers deploy a mix of grades—from mild steels to high‑strength (HSS), advanced high‑strength (AHSS), and ultra‑high‑strength hot‑stamped steels—placing each where it delivers the most safety and stiffness for the least weight.

The following key areas commonly rely on steel in modern vehicles:

• Body-in-white and safety cage: A- to C-pillars, roof rails, rocker panels, and crash structures often use AHSS or hot‑stamped steel to channel and absorb crash energy.
• Floor and frame rails: Longitudinal members and crossmembers frequently use tailored steel blanks of varying thickness for strength where needed and weight savings elsewhere.
• Subframes and suspension parts: Many models use stamped or welded steel subframes and control arms due to cost and durability, though some move to aluminum castings.
• Door beams and reinforcements: Ultra‑high‑strength steel helps resist side impacts while minimizing mass.
• Fasteners and hardware: Bolts, brackets, and mounts are predominantly steel for strength and cost.

The result is a structure that meets stringent crash standards without excessive weight, aided by corrosion protection such as galvanization and by manufacturing methods (spot welding, laser welding, adhesives) that are well mastered across the industry.

Where other metals show up

Beyond steel, automakers mix in other metals to optimize weight, stiffness, and manufacturability. Lightweight aluminum is the most common alternative, used in both sheet and casting form; magnesium appears in select parts; copper is ubiquitous in wiring; and stainless steels persist where heat and corrosion resistance are paramount.

Here are the most common non-steel metals and where you’ll find them:

• Aluminum: Outer body panels (hoods, doors, trunk lids), front fenders and liftgates on some models; cast subframes, knuckles, and crash structures; large die‑cast “mega‑castings” in some EV underbodies; battery enclosures for thermal management and weight reduction.
• Magnesium: Instrument panel cross‑car beams, steering wheel frames, select seat frames, and some transmission cases—valued for low weight in non‑crash‑critical areas.
• Copper: High-current wiring, busbars, inverters, motors, and harnesses—especially prevalent and growing in EVs due to greater electrical content.
• Stainless steels and nickel alloys: Exhaust manifolds, catalytic converter shells, and exhaust systems in internal‑combustion and hybrid vehicles, chosen for heat and corrosion resistance.

Together, these metals trim mass where it matters, enhance thermal and electrical performance, and align with evolving designs—especially in electrified platforms.

Non-metal materials you’ll find

Modern vehicles are far from all‑metal. Plastics and composites shape aerodynamics and interior comfort, while glass and elastomers serve critical safety and durability functions. These materials also help integrate sensors and improve manufacturing efficiency.

Common non-metal materials include the following:

• Plastics and polymers: Bumper fascias, grilles, wheel-arch liners, interior trims, dashboards, fuel tanks (in many ICE vehicles), and underbody aero shields—typically polypropylene, ABS, PC/ABS, and nylon blends.
• Composites: Carbon-fiber reinforced plastic (CFRP) on performance models and select roofs or body panels; sheet‑molding compounds and fiber‑reinforced plastics in pickup beds and liftgates on some models.
• Glass: Laminated windshields and tempered side/rear windows; acoustic and UV‑filtering laminates are common.
• Rubber and elastomers: Tires, weather seals, bushings, engine mounts, and hoses for ride comfort and durability.
• Adhesives and sealants: Structural bonding and seam sealing that improve stiffness, corrosion protection, and NVH (noise, vibration, harshness).

These materials enable lighter, quieter, more aerodynamic vehicles while accommodating advanced driver‑assistance sensors and complex shapes that metals alone would struggle to achieve economically.

Why automakers mix materials: the trade-offs

Choosing materials is a balancing act shaped by regulations, customer expectations, and manufacturing realities. Engineers tailor the “right material for the right place” to meet multiple targets at once.

Key considerations typically include:

• Strength-to-weight: Lighter parts improve efficiency and range, but must meet rigidity and durability targets.
• Crash energy management: Strategic use of AHSS, aluminum, and composites steers forces away from occupants.
• Manufacturing and repair: Processes such as hot stamping, casting, and bonding must fit plant tooling and dealer repair capabilities.
• Cost and supply chain: Material prices, availability, and logistics affect model-by-model choices.
• Corrosion and durability: Coatings, galvanization, and material choice are tuned for long service life.
• Recyclability and sustainability: Steel and aluminum have mature recycling streams; low‑CO2 steel and recycled aluminum are increasingly prioritized.

The outcome is a mixed‑material architecture that can be built at scale, repaired after collisions, and sold at competitive prices while meeting stricter safety and emissions requirements.

Current trends (2024–2025)

Automotive material strategies continue to evolve quickly as electrification, safety standards, and sustainability goals accelerate. While specific mixes vary by model and market, several trends are clear across the industry.

Notable developments include:

• Broader use of AHSS and hot‑stamped steels to cut weight while maintaining crash performance and affordability.
• Adoption of large aluminum die‑cast “mega‑castings” for front and/or rear underbodies in some EVs to simplify assembly and reduce part counts.
• Integration of structural battery packs—sometimes acting as part of the body structure—shifting material decisions for floors and crossmembers.
• Low‑CO2 steel initiatives entering supply chains through electric‑arc furnaces and hydrogen‑reduced iron, with early procurement commitments by major OEMs.
• Rising copper use per vehicle driven by higher-voltage wiring and power electronics in EVs and hybrids.
• Continued use of plastics and composites for aero efficiency, sensor integration, and cost-effective styling changes.

Together, these shifts point to lighter, stiffer, and more recyclable vehicle structures that can meet performance and sustainability demands in the EV era.

How to tell what your car uses

If you want to know the materials in your specific model, a few practical checks can help. Be cautious when testing panels, and avoid damaging paint or trim.

1. Consult the automaker’s body repair manual or parts catalog: These often specify steel grades, aluminum panels, and repair procedures.
2. Use a soft-covered magnet on exterior panels: A magnet typically sticks to steel but not to aluminum; note that stainless and some coated steels may behave differently.
3. Look for material labels: Underhood or door-jamb labels sometimes identify aluminum or composite panels.
4. Ask a certified body shop: Facilities certified for aluminum repairs can often confirm panel materials for your model and year.
5. Check credible automaker releases and technical reviews: Launch materials and teardown studies frequently detail structural choices.

These steps won’t map every component, but they can reveal whether your vehicle’s hood, fenders, doors, or structural sections are steel, aluminum, or composites.

Bottom line

A car isn’t made of just “steel” or just “metal”—it’s a carefully engineered mix. Steel remains the backbone of most vehicle structures, while aluminum, magnesium, copper, plastics, composites, glass, and rubber all play targeted roles. The exact blend depends on cost, performance, safety, repairability, and sustainability goals—trends that are evolving rapidly as electrification reshapes vehicle design.

Summary

Cars are mixed‑material products: steel still dominates the core structure in most models, but aluminum and other metals are widely used to reduce weight and support EV architectures, while plastics, composites, glass, and rubber fill crucial functional and design roles. Material choices vary by model and are driven by safety, efficiency, cost, manufacturability, and sustainability targets.

Which cars are still made of steel?

Our Top 5 favorite Cars That Are Made of Steel

• 3) 2018 Kia Stinger. Composed of 55 percent advanced high-strength steel.
• 4) 2017 Nissan Rogue. Primary body material is corrosion-resistant and high-strength steel.
• 5) 2017 Genesis G90. Body structure is composed of 52 percent advanced high-strength steel.

Is it better to scrap or sell a car?

It’s better to sell a car if it’s in decent running condition, as you’ll likely get more money, but it requires more time and effort dealing with buyers and negotiations. You should scrap a car if it’s a complete wreck, not worth the repair costs, or you need quick cash with minimal hassle. 
Choose to Sell When:

• Your car is in good working condition: A drivable car in demand has a much higher resale value than scrap metal. 
• You have time for the process: Selling requires advertising, scheduling viewings, test drives, and handling paperwork. 
• You want to maximize profit: Selling privately or to a dealer can yield more money than selling it for scrap. 

Choose to Scap When:

• Your car is undrivable or a total wreck: If the car is beyond repair or not worth the cost of fixing, scrapping is a practical solution. 
• You need quick cash: Scrapping provides a fast, no-hassle way to get paid, often with same-day service and payment. 
• You want convenience: Scrapping eliminates the need for repairs, advertising, or dealing with potential buyers and scammers. 
• You’re relieved of maintenance costs: You’re no longer responsible for recurring expenses like insurance, servicing, or repairs. 

Consider Selling Parts Individually: 

• For a “dead” car, selling certain parts like airbags, rims, or tires individually on platforms like eBay Quora can be more profitable than scrapping the entire vehicle.

Factors to Consider:

• Car’s Condition: This is the most critical factor. A drivable car sells for more; a non-drivable one is better for scrapping. 
• Repair Costs: If the cost of repairs outweighs the car’s value, selling it as-is for parts or scrapping may be more financially sound. 
• Market Demand: The value of your car, whether for sale or scrap, depends on factors like its make, model, and the current price of scrap metal. 
• Urgency and Convenience: If you need cash quickly or don’t have the time for the selling process, scrapping is the better choice. 

When did cars stop being made of steel?

Cars did not completely stop being made of steel; rather, the use of steel for the majority of car bodies decreased significantly as the automotive industry began incorporating other materials like aluminum, high-strength steel alloys, and plastics starting in the late 20th century, with the trend continuing through today. While all-steel cars were common for decades after 1914, a shift toward lighter materials for improved fuel efficiency and durability led to the integration of these other components into modern vehicle construction. 
Here’s a breakdown of the evolution:

• Early 20th Century: Steel became the dominant material for car bodies after Dodge introduced the first all-steel automobile in 1914. 
• Post-WWII Boom: Steel’s strength and malleability made it ideal for mass production, though its weight was a growing concern for fuel efficiency. 
• Late 20th Century: The automotive industry began to adopt other materials: 
  • High-Strength Steel Alloys: These offered similar or greater durability than traditional steel but with significantly less weight. 
  • Aluminum: Experimentation with aluminum for everyday cars began in the late 1970s, and its use has grown considerably since. 
  • Plastics: Were used in car interiors starting in the 1920s and became more prevalent in exteriors and other components over time. 
• Today: Modern cars are constructed using a blend of materials, including steel for chassis and some body panels, and other metals and plastics for various parts. Carbon fiber is also used, especially for high-performance vehicles. 

Are cars made of steel or metal?

Nearly all vehicles on the road today are made of steel because it is the easiest and best material for designing safe vehicles. Steel is a material with a unique, inherent capacity to absorb an impact, and thus to diffuse crash energy.