As one door closes, another one opens

Over the next few years, we’ll see some major changes in the way in which vehicle makers source their doors. The trend in both Europe and the US is toward increasing complexity of the door componentry, adding more and more electronic functions. Matthew Beecham looks at who stands to gain.

A door module typically consists of a rubber-sealed carrier made from either plastic or metal. A variety of door components are then fitted onto the carrier, forming a ‘cassette’, such as the window lift mechanism, locks, electric motor to operate the wing mirror, wiring harness, various switches, loud speaker and a cable that connects the latch to the inner release handle. The carrier plate is then tested and sealed to the outer door.

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Most of the major suppliers pitching for door module business have their origins in either window regulators of plastic interior trim. ArvinMeritor, for example, has a strong tradition in the window regulator business. “Modern passenger vehicle doors are highly complex systems and it takes more than a competence in component supply to participate in the door module business,” said sources at ArvinMeritor.

“The necessary skills extend from glass movement and electric motors to door structures, electronics and the safety critical area of door latching. Only a handful of companies possess those skills and are likely to succeed.” ArvinMeritor currently supplies door modules to a number of OEMs, including Volkswagen (new Golf) and Renault-Nissan. To date, the company has delivered more than 20 million door modules worldwide and is currently producing in the region of 3.8 million door modules annually. ArvinMeritor recently won a contract to supply 1 million door modules annually for two of Hyundai’s platforms, beginning production in Montgomery, US in 2005.

The finished door module will include a window regulator, latch, motor, loudspeaker and wire harness integrated into one system that will be line sequenced into Hyundai’s production schedule. Following these new business wins, ArvinMeritor forecasts an increase in its current world market penetration in door modules by a factor of 1.5 over the next five years.

While the majority of door modules use a steel carrier, plastic solutions are becoming increasingly popular. Over the past few years, there have been a number of arguments ‘for’ and ‘against’ the use of plastic over steel carriers. Delphi’s Superplug, for example, was a well publicised effort to use a plastic carrier. Delphi believes that the technological advancement in new resins and manufacturing processes for plastic carriers has evolved to the point where plastic is being more favorably received as an alternative to steel. “With the volatility of steel prices in the market, OEMs are searching for alternative materials, and a plastic is one material that is being considered more favorably,” said Klaus Caspers, programme manager for Delphi’s door modules. “Skepticism among German vehicle makers relative to the usage of plastic door module carriers is also diminishing. Technology exists where some plastics have been proven to be equal in strength to steel, albeit with some concessions to material thickness and mass.

However, the benefits that plastics can offer in terms of integration and the reduction in overall door system variation are becoming more difficult to ignore as plastics suppliers continue to develop resins and manufacturing processes that challenge the strength characteristics of steel.” Delphi supplies door modules to a number of vehicle makers, including General Motors, DaimlerChrysler, Isuzu and International NGV.

“There is a clear trend that a highly engineered plastic part can perform better than a steel component,” said Heinz-Josef Ruesche, manager for Faurecia’s door modules business. “We see the market moving faster and faster in favour of plastic.” For some time, Faurecia has led the field in terms of developing plastic door modules. The French group’s Highly Integrated Door Module (HIM) combines window controls, latch systems, outer handle, lateral shock absorbers, cables and loudspeakers on a plastic carrier. This module is currently supplied for the Ford Fiesta, Fusion and Mazda2. Faurecia’s second-generation HIM is due to be launched in mid-2006. The group already has two orders for this new module, one from a European vehicle maker and the other from a US-based OEM.

The trend in both Europe and the US is toward increasing complexity of the door componentry, adding more electronic functions and, in some cases, the glass itself. VW and Porsche are arguably furthest down that route. Developed by Brose, the door modules for the VW Touareg and Porsche Cayenne show the greatest extent of integration to date. These modules integrate more than 80% of all door functions. Brose supplies these modules just-in-sequence to VW and Porsche in up to 2,000 variants. Only the painted door outer shell is supplied by the OEM.

There are still some significant hurdles to cross before the industry sees the complete door in volume production. Manufacturers forecast that the demand for complete door modules will gain greater application as soon as the inherent paint, fit and finish problems are resolved as well as the problems in supplier participation in unionised OEM plants. “Colour matching is still an issue,” said Kurt Sauernheimer, managing director of Brose’s door systems business division. “As long as the OEMs run their own paint shops they can do the paint job almost for free. If OEMs want the supplier to be responsible for the complete development and production, they could provide the painted body structure to the supplier who will complete and supply the complete door. Brose is ready to take the next step. It’s now in the hands of the OEMs.”

In terms of sector growth, Brose expects a worldwide market increase for door modules, rising from an estimated 27.5 million door modules in 2004 to 42.6 million door modules in 2008. The German supplier is expecting double-digit annual growth in its door module business across Europe and the US, thanks partly to new projects with DaimlerChrysler and the Ford Motor Co, amongst others. In 2003, Brose’s door modules business generated sales of €600 million. That figure is expected to reach €1 billion by 2007. In the long run, Brose expects to win more projects from Japanese OEMs. Brose’s existing customers for door modules include Volkswagen, Seat, Skoda, Porsche, Ford, Jaguar, Volvo, DaimlerChrysler and Mitsubishi.

While manufacturers in North America are gradually warming to the idea of sourcing door modules, the pace of adoption is slightly behind Europe. Sources for Grupo Antolin said: “[We believe] that around 10% of the North American [door] production is modular. But the North American OEMs have now realized the great advantages of this type of programme. We foresee the demand for modularity will increase considerably in the next few years. Grupo Antolin faces big opportunities in the North American market through its DTM [Door Trim Module].” The Spanish group’s DTM combines the inside handle, window regulator, loudspeaker, latch, wiring harness, sealing system and passive safety. The company’s existing customers for the DTM include Renault (Megane II) and Seat (Altea and Toledo). Its door functions business generated sales of €470 million in 2003, equivalent to 36% of group turnover.

The potential of the total market, however, should not be confined to side doors, but sliding doors and rear liftgates. Some manufacturers see a number of opportunities in liftgate modules, especially when combined with power product technologies and advancements in lighter materials, such as aluminium and plastics.

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