Making The Case

Arguably the world's most diverse auto supplier, Magna International Inc. has expertise in just about every segment from electronics and metalforming to full interiors and complete vehicle assembly.

Yet, one piece remains lacking in Magna's mission to develop and manufacture low-volume niche vehicles for an auto maker in the U.S.: a contract.

Even without that crucial piece of the puzzle, Magna continues to aggressively push its strategy, intent on ramping up vehicle production at the same time many domestic OEMs are ramping down.

Magna recently displays a racecar-like concept that demonstrates the supplier's bumper-to-bumper capability. The MILA (which stands for Magna Innovation Lightweight Auto) concept has an exterior made from glass fiber reinforced plastic, and the underbody consists of an aluminum alloy (6000 series) spaceframe.

If a customer wanted Magna to produce the MILA, the supplier's Cosma International subsidiary could fabricate the spaceframe and the body-in-white, as well as the double-wishbone suspension.

The extra stiff spaceframe weighs a mere 220 lbs. (100 kg), Magna says. The entire chassis also is lightweight, made of high-strength steel. Overall vehicle weight is about 1,875 lbs. (850 kg).

The MILA is designed to accommodate one person, but it easily could be stretched to handle a passenger, seated behind the driver.

Magna says the plastic exterior panels are, in effect, pressed, making them more of a stamping than an injection-molded part. The process saves tooling costs and is ideal for fabricating prototype parts but may not be practical for production.

Magna's Decoma International subsidiary also could paint the car.

Another potential option would allow Magna to apply the finish coatings at the paint shop within Chrysler Group's Toledo South assembly plant.

This summer, the Magna Steyr subsidiary took charge of the paint shop (after the withdrawal of beleaguered Haden International Group) in a unique supply arrangement at the plant.

Chrysler owns the paint shop, but Magna President Mark Hogan says the deal opens the door for Magna to paint non-Chrysler vehicles there.

Hogan declines to suggest, however, that Magna plans to build a niche vehicle assembly plant near the Toledo paint shop. “All I can say is this: We're running the Toledo paint shop,” he says. “We've loved the partnership with Chrysler. We fully intend to make that complex a success. And if some other business arises out of that, great.”

By Hogan's estimation, Magna has the depth internally to engineer and manufacture an entire production version of the MILA, except for the climate control system and tires. Magna's 10 divisions populate practically every component sector.

Decoma also could do the bumpers, fascia and lighting. Intier could integrate the entire interior, including massive carbon fiber panels. Magna Donnelly could produce the mirrors. Magna Hard Top Systems could handle the clear hard top, which opens upward like on a fighter jet.

Magna Powertrain could supply the transfer case and transmission and integrate a modified 1.6L supercharged SOHC 4-cyl. derived from the Mini Cooper.

The engine would be mounted in the rear and run on compressed natural gas (CNG). Maximum power is rated at 150 hp, with a top speed over 125 mph (201 km/h) and acceleration from 0 to 60 mph (97 km/h) in 6.5 seconds, Magna says.

Final vehicle assembly would fall on Magna Steyr, which produced 240,000 vehicles last year for multiple auto makers at its plant in Graz, Austria.

Magna Steyr also would produce the fuel tank, a composite CNG safety pressure cylinder consisting of an aluminum liner wrapped with carbon fiber. Located behind the driver's seat, the tank volume is 20 gallons (75 L), giving the vehicle a driving range of about 125 miles.

As an aside, Magna Steyr is producing liquid hydrogen fuel tanks (made of advanced steel) for the new BMW Hydrogen 7, which is based on the 760i sedan.

The Hydrogen 7 is expected to go on sale in certain markets next spring.