What were the bodies of cars in 2025 made of?

In 2025, most car bodies were mixed-material structures led by galvanized advanced high‑strength steels (AHSS/UHSS), complemented by aluminum sheet, extrusions and large die‑cast sections on select models, polymer plastics for exterior fascias, limited composites (including carbon fiber in performance niches), and one high‑profile stainless‑steel exoskeleton (Tesla Cybertruck). EV battery enclosures were typically aluminum or steel, with small but growing composite use. This blend reflected a balance of cost, safety, weight, manufacturability, repairability, and sustainability targets.

How the 2025 “car body” was defined

Automakers in 2025 commonly described the “body” as the body‑in‑white (structural shell) plus closures (doors, hood, tailgate), exterior panels (fenders, roof skins, bumper covers), and, for EVs, the battery enclosure if it contributed to structure. A few vehicles used exoskeleton concepts where the outer skin bore structural loads, changing the material mix.

The core materials in 2025

The following list outlines the principal material families used for car bodies in 2025 and where they typically appeared.

• Advanced steels: Galvanized AHSS, press‑hardened boron steel (PHS), martensitic and dual‑phase grades formed most of the body‑in‑white in mainstream vehicles, especially safety cages, rockers, pillars, and crash rails.
• Aluminum: Sheet and extrusions for hoods, doors, fenders, liftgates, roof panels, crash members; large high‑pressure die‑cast structural sections (“mega/gigacastings”) in select models; aluminum‑intensive bodies in some trucks and premium cars.
• Polymers/plastics: Thermoplastic bumper covers (typically PP/TPO), fascias, grilles, wheel‑arch cladding; sheet‑molding compounds (SMC) for select roofs, liftgates, or sports‑car panels; polycarbonate for headlamp lenses.
• Composites: Carbon‑fiber‑reinforced plastic (CFRP) in performance roofs, tubs, or reinforcement pieces; glass‑fiber SMC for certain exterior panels; limited natural‑fiber polymer composites in non‑structural trim with pilot exterior use.
• Stainless steel: A notable exception with a proprietary 300‑series stainless exoskeleton outer skin on the Tesla Cybertruck, paired with aluminum internal structures.
• Magnesium (limited): Targeted castings such as instrument‑panel cross‑car beams and brackets; rarely used for exterior body panels due to cost and corrosion concerns.
• Glazing: Laminated safety glass windscreens and tempered side/rear glass; panoramic glass roofs on many vehicles.
• EV battery enclosures: Predominantly aluminum (extrusions, plates, castings) or steel boxes; niche composite housings in development or limited deployment.

Taken together, these materials formed multi‑material bodies optimized for crash performance, weight, cost, and manufacturability, with steel still dominant by volume and aluminum rising where mass savings delivered clear benefits.

Why these materials were chosen

Automakers selected materials to meet safety standards, control cost, save weight (especially for EV range), enable efficient manufacturing, and support sustainability goals. The list below summarizes key trade‑offs.

• Safety and stiffness: AHSS/PHS enabled strong passenger cells with efficient energy management in crashes.
• Weight and performance: Aluminum and CFRP saved mass, improving efficiency, handling, and EV range.
• Cost and scale: Steel’s price and global supply chain favored high‑volume adoption; plastics cut tooling cost for complex shapes.
• Manufacturing: Steels stamp and weld well; aluminum enables large castings; adhesives/rivets bridge mixed materials.
• Repairability: Steel panels are widely repairable; aluminum repairs require specific tools and training; composites can be costly to fix.
• Corrosion and durability: Zinc‑coated steels, e‑coat primers, and aluminum’s oxide layer improved longevity; stainless resisted corrosion without paint in niche cases.
• Sustainability: Recycled aluminum, scrap‑based EAF steels, and early low‑CO₂ steels helped reduce lifecycle emissions.

These considerations produced the 2025 norm: a steel‑led body structure, aluminum‑rich closures or castings where weight mattered most, and plastics/composites tailored to design and cost targets.

What different segments used in practice

Material choices varied by vehicle type, price point, and manufacturing strategy. Here are representative 2025 patterns.

• Mainstream sedans/SUVs: Predominantly galvanized AHSS/PHS shells; aluminum hoods and sometimes fenders; plastic bumper covers and trim.
• Pickup trucks: Mix of high‑strength steel frames/bodies or aluminum‑intensive bodies (e.g., full aluminum exterior panels on popular U.S. pickups); composite beds/tailgates in some models.
• Premium and performance: Higher aluminum content in spaceframes and closures; selective CFRP (roofs, tubs, bracing) on sports and supercars; glass roofs common.
• Battery‑electric vehicles (EVs): Steel or mixed‑material bodies with aluminum closures; aluminum battery enclosures frequent, steel also used; large aluminum die‑castings adopted on select models to reduce parts and mass.
• Exoskeleton niche: Stainless‑steel outer skin carrying load on the Cybertruck, diverging from painted steel/aluminum panel norms.

While exceptions existed, the segment patterns broadly reflected cost sensitivity in mass market models and aggressive light‑weighting in premium, performance, and certain EV architectures.

How bodies were made and joined

Forming and casting

Steels were stamped (cold and hot‑stamped) into complex shapes; aluminum panels were stamped and extrusions used for rails and crash members. Expanding in 2025, some automakers used very large high‑pressure aluminum die castings for rear or front underbodies to simplify assemblies and save weight and cost in targeted models.

Joining techniques

The following list summarizes the main joining and bonding methods used to integrate different materials.

• Resistance spot welding and laser welding for steels.
• Self‑piercing rivets, flow‑drill screws, and clinching for mixed metals and aluminum.
• Structural adhesives to boost stiffness, improve NVH, and join dissimilar materials.
• Laser brazing for roof seams and visible joints on painted exteriors.

These processes let manufacturers combine metals and composites in one body shell while achieving the stiffness, crashworthiness, and surface quality demanded in 2025.

Protection and finishes

To ensure longevity and appearance, 2025 bodies relied on layered protection. Most steel panels were zinc‑coated (galvanized), then cathodic e‑coated in primer, followed by sealers and multi‑layer paint. Aluminum surfaces received conversion coatings and paint; stainless steel in exoskeleton use remained unpainted but required careful handling to avoid galling and cosmetic damage. Plastics and composites were painted or molded‑in‑color, depending on application.

Sustainability trends visible in 2025

Material choices increasingly reflected lifecycle carbon goals. The following list highlights notable moves observed by 2025.

• Rising recycled content: Closed‑loop recycling for aluminum stampings; higher scrap content in steel via electric‑arc furnaces.
• Lower‑CO₂ steels: Early sourcing of low‑emissions steel using hydrogen‑based DRI and renewable electricity for select components and models.
• Mass reduction: Wider use of AHSS and selective aluminum or castings to cut weight without sacrificing safety.
• Design for repair/reuse: Efforts to reduce total lifecycle emissions by enabling repairability and parts reuse, especially for EV structural components.

These measures did not radically change the 2025 material mix overnight, but they began shifting sourcing and design decisions toward lower‑carbon supply chains.

Bottom line for 2025

Most car bodies in 2025 were still steel‑led, but increasingly multi‑material: aluminum in closures and structural castings where it paid back in weight, polymers for fascias and trims, targeted composites in performance niches, and stainless steel in one prominent outlier. EVs added distinct battery enclosures—usually aluminum or steel—that sometimes contributed to overall body structure.

Summary

In 2025, automakers used a pragmatic blend of materials to meet safety, weight, cost, manufacturing, and sustainability demands. Galvanized advanced steels formed the backbone; aluminum expanded in panels, extrusions, and large castings; plastics remained standard for exterior fascias; composites saw focused use; and stainless steel appeared in a single exoskeleton design. The result was a multi‑material car body tuned to each vehicle’s mission and market.

What material is used for a car body?

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. 

When did cars stop being made of metal?

Cars never completely stopped being made of metal; rather, metal became a material alongside plastic, aluminum, and other materials, rather than the sole primary component. While the industry shifted toward mass production of steel-bodied cars in the early 20th century, the use of other materials like plastic increased significantly from the mid-20th century onwards to reduce weight, improve fuel efficiency, and meet emissions standards.
 
History of Metal in Cars

• Early 20th Century: The introduction of the first all-steel-bodied automobile in 1914 by Dodge marked a major shift, with steel bodies becoming the standard by the late 1930s. 
• Mid-20th Century: Steel continued to be the primary material for car chassis and bodies through the early 1970s and beyond. 
• Late 20th Century: Despite the prevalence of steel, there was also a shift towards using more aluminum for bodies to improve fuel economy. 
• Modern Cars: Today, cars are made from a combination of materials, including steel, plastic, aluminum, rubber, and glass. 

Reasons for Material Diversification 

• Weight Reduction: The use of plastic and aluminum in vehicles helps to reduce overall weight.
• Fuel Efficiency: Lighter vehicles require less fuel, improving fuel economy.
• Emissions Standards: Reducing fuel consumption also leads to lower emissions, helping manufacturers meet stricter environmental regulations.

What are newer car bodies made of?

The fact is that today’s vehicles are made from a staggering number of advanced materials: aluminum, high-strength steel, ultra-high-strength steel, boron, magnesium, carbon fiber, plastic, etc.

What cars have plastic body panels?

Fourteen cars you didn’t know were plastic

• Chevrolet Corvette C1 – 1953-62.
• BMW M1 – 1978-81.
• Ford RS200 – 1985-86.
• Autobianchi Stellina – 1963-65.
• Mazda Autozam AZ-1 – 1992-94.
• Citroën Bijou – 1959-64.
• Ferrari 308 GTB ‘Vetroresina’ – 1975-77.
• Daimler SP250 ‘Dart’ – 1959-64.