What Raw Materials Are Used in Cars

Cars are built from a mix of metals (primarily steels and aluminum), polymers and rubbers, glass, textiles, fluids and coatings, advanced ceramics and semiconductors, and—especially in hybrids and EVs—battery minerals such as lithium, nickel, cobalt, manganese, and graphite, plus rare earth elements for magnets. These materials are combined in different proportions depending on whether the vehicle is an internal-combustion engine (ICE) model, a hybrid, or a battery-electric vehicle (BEV), with recent models emphasizing lighter alloys, high-strength steels, advanced plastics, and electrification-focused materials.

Core structural and mechanical materials

The vehicle body, chassis, crash structures, powertrain housings, suspension, and braking systems rely mostly on metals engineered for strength, ductility, corrosion resistance, and weight reduction.

• Steels (mild, high-strength, and advanced high-strength steels): body-in-white, crash beams, reinforcements, fasteners, and many suspension parts; derived from iron ore and recycled scrap.
• Cast iron and ductile iron: engine blocks and brake discs/rotors in many ICE and hybrid vehicles; valued for wear resistance and damping.
• Aluminum (from bauxite): body panels, castings (motor housings, subframes), wheels, heat exchangers; reduces weight to improve efficiency and range.
• Magnesium: lightweight castings in some steering wheels, seat frames, and transmission housings; limited use due to cost and corrosion control.
• Copper: wiring harnesses, busbars, motors, inverters, connectors; EVs typically use several times more copper than ICE vehicles.
• Precious and platinum-group metals (PGMs): palladium, platinum, rhodium for catalytic converters in ICE/hybrids; small amounts of silver and gold in electronics.
• Titanium and stainless steel: exhaust components, fasteners, and specialty parts where heat and corrosion resistance are critical.

Together, these metals balance cost, manufacturability, and safety. Automakers increasingly blend high-strength steel with aluminum to meet crash and efficiency targets while controlling cost.

Steels and alloy trends

Advanced high-strength steels (AHSS) allow thinner gauges without sacrificing crash performance, while aluminum-intensive body structures appear in many EVs to offset battery mass. Some premium performance cars use titanium and composite brake components; most mass-market models retain steel/iron rotors for cost-effectiveness.

Non-metal structural materials

Beyond metals, several non-metal materials provide strength, transparency, noise damping, and design flexibility.

• Glass (soda-lime silica): laminated windshields with a PVB interlayer; tempered side and rear windows; optional acoustic glazing for noise reduction.
• Composites: carbon-fiber reinforced polymer (CFRP) and glass-fiber composites in body panels, roofs, springs, and interiors; widely used in performance and some EV components.
• Ceramics and cermets: spark plugs (alumina), oxygen/NOx sensors, and, in niche applications, ceramic-composite brake discs (silicon carbide based).

These materials enable lighter structures, improved visibility and safety, and better NVH (noise, vibration, harshness) characteristics without relying solely on metals.

Polymers, rubbers, and foams

Plastics and elastomers are pervasive in interiors, exterior trim, seals, and under-hood components because they reduce weight, resist corrosion, and can be molded into complex shapes. Most originate from petrochemical feedstocks, with growing use of recycled and bio-based alternatives.

• Polypropylene (PP): interior trim, under-hood covers, bumpers (blends), and battery casings; often talc- or glass-filled for stiffness.
• Polyethylene (PE) and cross-linked PE: fuel tanks (ICE), wiring insulation, and underbody shields.
• PVC: wire sheathing, seals, and some interior skins; also used in undercoatings for corrosion protection.
• ABS and ASA: dashboards, interior components, exterior trims with UV resistance.
• Polyamides (nylons): intake manifolds, gears, connectors; chosen for strength and heat resistance.
• Polycarbonate (PC) and blends: light lenses, glazing elements, and interior parts where impact resistance matters.
• Polyurethanes (PU): seat foams, adhesives, coatings; a key comfort and bonding material.
• Elastomers (rubbers): SBR and BR in tires; EPDM for weather seals; nitrile and FKM for fuel/oil-resistant hoses; natural rubber for tire compounds.
• Adhesives and sealants: epoxies, acrylics, silicones, and PU-based formulas for structural bonding and NVH control.

Automakers increasingly specify recycled polymers, bio-fillers (e.g., hemp, kenaf), and mass-balanced resins to reduce lifecycle emissions while meeting durability standards.

Electrical and electronic materials

Modern vehicles—especially EVs—are electronics-heavy, relying on conductive metals, semiconductors, and functional ceramics.

• Conductors: copper for wiring, busbars, motors; aluminum in some high-voltage cables to save weight; silver in high-current contacts; tin in solders (largely lead-free).
• Semiconductors: silicon for microcontrollers and sensors; silicon carbide (SiC) power devices in EV inverters; gallium nitride (GaN) increasingly in onboard chargers and DC/DC converters.
• Magnetic materials and rare earths: neodymium-iron-boron (NdFeB) magnets with praseodymium and small amounts of dysprosium/terbium for high-temperature performance in many traction motors; ferrites for inductors and sensors.
• Ceramics: alumina substrates, multilayer ceramic capacitors (MLCCs), and oxygen/pressure/temperature sensor elements.

Electrification raises demand for copper, power semiconductors, and high-performance magnets, though some automakers use induction or switched-reluctance motors to limit rare-earth dependence.

Battery and energy storage materials (EVs and hybrids)

Energy storage defines the materials profile of hybrid and battery-electric vehicles. Chemistries vary, but most lithium-ion cells share common building blocks.

• Cathode materials:
  

  • NMC (nickel-manganese-cobalt) in various ratios (e.g., NMC 622, 811) and NCA (nickel-cobalt-aluminum) for high energy density.
  • LFP (lithium iron phosphate) for cost, safety, and long cycle life, avoiding nickel and cobalt; widely adopted in mass-market EVs.

• Anodes: graphite (natural and synthetic), often blended with small percentages of silicon to boost capacity.
• Electrolytes and salts: organic carbonate solvents with LiPF6; emerging additives to improve safety and lifespan.
• Separators: polyolefin films (PE/PP) with ceramic coatings for thermal stability.
• Current collectors: copper foil (anode) and aluminum foil (cathode); aluminum or steel for cell cans and pack enclosures.
• Battery management system (BMS): semiconductors, sensors, and high-voltage connectors; extensive use of copper and aluminum busbars.
• 12V battery systems: traditional lead-acid (lead, lead oxide, sulfuric acid, polypropylene case) remain common even in EVs for auxiliary power.

Material choices balance energy density, safety, cost, and supply risk; LFP’s rapid adoption has reduced reliance on cobalt and high-grade nickel, while high-performance models still favor nickel-rich chemistries.

Supply and sustainability notes (2025)

Automakers are broadening chemistries (greater LFP use and early sodium-ion deployments in entry EVs) and localizing supply chains under U.S. and EU policy incentives. Copper demand per vehicle is rising with electrification, and silicon carbide devices are expanding in EV powertrains for efficiency. Recycling is scaling for lithium-ion batteries (recovering lithium, nickel, cobalt, manganese, and copper), and PGM use in catalytic converters remains significant for ICE models, with some substitution between palladium and platinum in response to price and supply dynamics.

Fluids, coatings, and consumables

Beyond solid materials, vehicles depend on engineered fluids and surface systems for longevity, safety, and appearance.

• Lubricants and greases: refined base oils (mineral or synthetic) with additive packages for engines, transmissions, and bearings.
• Coolants: ethylene or propylene glycol with corrosion inhibitors; dedicated thermal management fluids for EV battery packs.
• Brake fluids: glycol ether-based (DOT 3/4/5.1) or silicone-based (DOT 5, specialty).
• Refrigerants: HFO-1234yf is standard in new vehicles, replacing R-134a to cut climate impact.
• Paints and coatings: resins (acrylic, polyurethane), pigments (notably titanium dioxide for whites), corrosion primers (electrodeposition/e-coat), and clearcoats.
• Adhesives/sealants and NVH materials: epoxies, polyurethanes, MS polymers, bitumen or foam pads for sound dampening.

These materials maintain performance across temperatures, protect against corrosion and wear, and contribute to efficiency through thermal control and aerodynamics.

Where these materials come from

Automotive supply chains span the globe, with both mined and recycled inputs feeding manufacturing hubs.

• Iron ore and steel: major mining in Australia and Brazil; steelmaking worldwide with significant scrap recycling.
• Aluminum: bauxite from Australia and Guinea; smelting and rolling in the Americas, Europe, and Asia.
• Copper: Chile and Peru are leading producers; growth in the DRC and other regions supports EV demand.
• Lithium: hard-rock spodumene (Australia) and brines (Chile, Argentina), with refining expanding in multiple regions.
• Nickel: Indonesia and the Philippines are leading sources, including laterite ores for battery-grade production.
• Cobalt: predominantly from the Democratic Republic of Congo, with recycling and diversification efforts ongoing.
• Graphite: significant production in China, with natural and synthetic grades used in anodes.
• Magnesium: largely from China; also produced from dolomite and brines elsewhere.
• Rare earths: mining and processing concentrated in China, with projects in the U.S., Australia, and elsewhere ramping up.
• PGMs (platinum, palladium, rhodium): major sources include South Africa and Russia.
• Rubber: natural rubber from Southeast Asia (Thailand, Indonesia, Vietnam); synthetic rubber from petrochemicals.
• Silica sand: widely available globally for glass and fillers.
• Petrochemical feedstocks: global refinery/petrochemical networks supply plastics precursors.

Recycling plays a growing role—steel and aluminum already have high recycled content, and battery and polymer recycling are scaling to reduce primary mining impacts and supply risks.

Approximate material shares by mass

The exact material mix varies by vehicle class and design, but typical ranges illustrate how mass is distributed.

• ICE passenger cars: roughly 55–65% ferrous metals (steel/iron), 8–12% aluminum, 8–12% polymers and composites, 3–5% rubber, 2–4% copper and other non-ferrous metals, and 2–4% glass and others.
• BEVs: higher aluminum share (often 10–20%) and copper content (commonly around 60–90 kg per vehicle), with the battery pack accounting for about 20–30% of total vehicle mass depending on range; polymer use is similar or slightly higher for lightweighting and thermal management.
• Hybrids: sit between ICE and BEVs, with added battery and power electronics increasing copper and semiconductor content.

These proportions shift as automakers adopt lighter structures, larger battery packs, and new propulsion technologies, but metals remain the backbone of vehicle mass.

Summary

Automobiles are material systems that blend metals (steel, aluminum, copper, magnesium, and specialty alloys), plastics and rubbers, glass, electronics-grade semiconductors and ceramics, and, in electrified models, substantial battery minerals and rare earths. As the industry advances, trends favor lighter alloys, high-strength steels, wider use of recycled and bio-based polymers, more copper and power semiconductors, and battery chemistries that balance cost, performance, and supply security.

What materials are car bodies made of?

Car bodies are made from a combination of materials, primarily steel, aluminum, and plastics, along with glass and rubber for other components. Steel remains a staple for its durability and cost-effectiveness, while aluminum offers a lighter, fuel-efficient alternative. Plastics are widely used for everything from dashboards to body panels, and high-performance vehicles sometimes incorporate expensive materials like carbon fiber for extreme lightness and strength.
 
Key Materials

• Steel: Opens in new tabThe most traditional and common material, steel is strong, durable, and inexpensive. Modern steel can be engineered to crumple in a controlled way to absorb impact, and it is often coated in zinc (galvanized) to prevent rust. 
• Aluminum: Opens in new tabA lighter alternative to steel, aluminum helps reduce a car’s overall weight, improving fuel efficiency. It’s a popular choice for both common vehicles and high-performance cars, with increasing use in hybrid and electric vehicles. 
• Plastic: Opens in new tabUsed in various forms, plastics are prevalent in cars today, making up a significant portion of a vehicle’s construction. They are used for interior components like dashboards and switches, but also for some body panels. 
• Carbon Fiber: Opens in new tabA lightweight and incredibly strong composite material, carbon fiber is the pinnacle of performance materials but is very costly. It is reserved for high-end sports cars and specialized racing applications, though some modern production cars use it for key structural components. 
• Glass: Opens in new tabUsed for windows and windshields. 
• Rubber: Opens in new tabFound in components like tires, but also used in other parts of the car’s body. 

Why the Mix of Materials?
The automotive industry balances several factors when choosing materials for car bodies: 

• Cost: Steel remains the cheapest option, while high-performance materials like carbon fiber are significantly more expensive. 
• Weight: Lighter materials like aluminum and carbon fiber improve fuel efficiency and performance. 
• Strength and Safety: Materials are selected and engineered to provide a strong safety cage for occupants and to absorb crash energy in predictable ways. 
• Fuel Efficiency: Reducing vehicle weight with lighter materials directly impacts fuel consumption. 
• Environmental Impact: The recyclability of materials like steel also plays a role. 

What are the raw materials of a car?

Steel, rubber, plastics, and aluminum are the four most common commodities found in cars. The auto industry relies heavily on petroleum products, not just for gasoline for autos with internal combustion engines (ICE), but for synthesizing plastics and other synthetic materials.

Is any car 100% made in America?

The data shows no evidence that any vehicle is made 100% in the United States. Some automakers, though, have a greater share of parts originating in the U.S. or Canada. For example, 69% of the parts (by value) in Tesla’s vehicles are produced in the U.S. or Canada.

What are the raw materials used in engines?

The most common materials for casting engine parts are iron base alloy steels. The piston ring, piston pin, turbo charger, and the exhaust manifold all typically use stainless steel, while low alloy steels will suffice with proper heat treatments.