Not only was the latest French people carrier Japanese in respect of the simplicity and functionality of its interior, the paper opined, but it was also “damped like a German”.
By this, Le Figaro meant the Grand Scénic’s passenger compartment was suitably insulated against background noise – just like its considerably more expensive Audi, BMW and Mercedes German counterparts.
Contributing significantly to this pleasant ambience, is certainly the fact that the vehicle features many sound absorbing components made from nonwoven fabrics, and now includes wheel arch liners.
As an exterior application, these are a very recent and significant development in the nonwovens industry.
Despite the effect of weather and driving on such components, their advantages over conventional wheel arch liners made of plastics – lighter weight, superior acoustic performance, effectiveness at reducing spray and 100% recyclability – have seen them become rapidly adopted by the automotive industry.
Weight in particular, is becoming a key issue – the many ways in which nonwovens can help car-makers reduce weight will be the subject of a special focus at INDEX 11 – the industry’s leading exhibition which takes place at Palexpo in Geneva, Switzerland, from April 12-15 2011.
Not only are lighter cars more economical to run for the consumer, whilst at the same time requiring less fuel consumption, they also allow the car manufacturers to reduce their costs too.
There are few such examples of simple measures which can be taken with immediate benefits for the consumer, the manufacturer and the environment.
Close to 165,000 tonnes of fabrics are now employed annually in car production worldwide, and as a result of higher demand for more increased comfort and improved safety, the use of textile materials in general has also increased, from 20 kg in a mid-size car a decade ago, to an average 26 kg today.
In the drive towards lowering weight to reduce both fuel consumption and CO2 emissions, new uses are being found for fabrics, and by 2020, it is predicted that the same-sized car will contain 35 kg of textiles.
This progress, however, is being off-set, by the related trend towards smaller vehicles.
Nonwovens offer foam substitution under seat fabrics, the material having many benefits compared to foam, such as no odour, better air permeability, lower fogging, pleasant seating climate and recyclability. They also offer a high recovery rate for applications in seats, headliners, headrests and door panels and as a substitute for PVC films for luggage covers, provide cost savings, have fewer fogging issues and an appealing textile surface.
Lightweight, absorbent nonwovens for acoustic applications throughout the interior of a vehicle are highly efficient and can be produced with different sound absorbency levels for individual applications. For visible applications inside the vehicle, absorbers are available in colours which match the interior.
But it is possible that nonwovens will find new uses contributing to shedding weight, most likely in combination with other materials, and consequently reduce both fuel consumption and CO2 emissions.
Manufacturers are now taking a multi-functional approach to acoustic underbodies, with combinations of materials including nonwovens which are stiff and can be tuned mechanically, as well as acoustically.
The move now to the first exterior nonwoven components is significant – why else would a leading French newspaper praise a French car for becoming more German?
