The Real Reason Tesla Developed The Giga Press!
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- เผยแพร่เมื่อ 2 พ.ค. 2024
- The Real Reason Tesla Developed The Giga Press!
0:00 Start
1:51 How the giga press came to be
3:57 Innovating the giga press
8:39 Why the giga press is important
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I’m thinking that both Cyber Truck and Semi will be sharing the same giga -casted power skateboard.
I’d like to hear how IDRA’s wait list is 3-6 years with Tesla permanently at the head of the line. Also, as IDRA can only make a handful of these each year, whenever Tesla announces a new production line, that means at least two 6k or one 9k ton press that further delays end of wait listed deliveries. No wonder “the competition” are like door mice on their adopting anything like this technology.
Doesn’t a casted frame like this make repairs much more costly? Seems like this will only serve to have more Teslas be written off as total losses by insurance…
@@Av-vd3wk Absolutely
Tesla is taking from our insurance companies
@@Av-vd3wk Definitely not. Elon was asked about this a couple of years ago and said damaged areas can be cut off and replacement sections welded in to effect a repair.
As an fpv drone pilot, I just wanted to make sure that Ferdinand Wolfe was recognized for the incredible job of documenting the inside of the factory with precision and skill using fpv drones. He's a legend in our community.
I dunno. I'd like to congratulate the guy on making a living in a relatively new technique of photography, but the way his shots were used was sometimes both annoying and misleading: The editor has given us long curving motion shots as the camera dives toward a press -- or some collection of machines.
The machinery is just sitting there. Doing nothing. It probably isn't really a machine tool, more likely a bunch of parts waiting to be assembled.
Your very capable guy Wolfe is just contributing illusions to a commercial promotion.
I guess you're right, anonymous WillPower: "an incredible job."
@@TheDavidlloydjones that's the most ridiculous and petty critique I've ever read in my life. First of all, it's pretty obvious that you know nothing about how fpv works. He's doing what he needs to, to film the subject from a moving platform with a fixed camera, in flight. The flying is smooth and dynamic, and of a higher skill level than most people in our young industry. I don't know who edited or compiled and paid for the commercial, but he's simply the cameraman, providing a service that was asked for of him. No different than any cameraman making countless pieces of terrible content...because it's a job. Your anonymous opinion, takes nothing away from his skill level or competency. From your tone, it's pretty obvious that you just have a problem with the style of filming in general. We can't all have good taste. ✌️
I've been flying for 2 years myself, I can't imagine the amount of coordinating is required to make sure those extremely powerful robots don't rip the drone to shreds or turn his quad into a model Y subframe sandwich 🤣
I noticed the FPV shots and was wondering if it’s was real or CGI, so I’m impressed that it was all real.
This was so cool to watch! Literally seeing inside the machines as the press opens...and the shot of flying through the assemble line and through the car frames was such a cool concept. Kinda makes me want to buy a drone now 😂
I'm italian and we are really proud of Idra.
And it's really awesome to join european manufacturing expertise with great American companies big vision for the future
I'm not Italian, but also proud of your Idra company! 😀👍🏻
Luckily they said "maybe" when Tesla asked them, if they can help with Model 3. 😅
@@mik2137 they said "forse" - being Itlaian and all.
Definitely big Idra fans over here as well! Forza Azzurri
It is, among other things, a very good looking piece of machinery. Lots to be proud about.
It's actually Asian expertise, too bad! IDRA's parent company is LK Machinery a Chinese company based in HongKong in disguise.
05:09 It isn't treated with argon gas to remove impurities, it is kept in an argon atmosphere to prevent the formation of aluminum oxide impurities(slag). The slag was already removed, argon is a noble gas so it doesn't react with anything(under standard conditions), so using argon because it is plentiful in the atmosphere and inert makes sense. It doesn't remove impurities, it prevents them.
Afaik, you need to bubble argon through molten aluminum to remove dissolved hydrogen
Ha! I THOUGHT that sounded wrong, (too).
The giga. Press is indeed a very innovative engineering feat in car manufacturing. It reminds me of a visit as an apprentice to the Cincinnati factory in the UK to view the engine transfer machining line that they were making for one of the British car manufacturers. That was about 1960. The idea was to revolution engine production from single operations to an automatic process. Minimised handling and people and reduce costs, and improve quality.
For a guy that geeks out over machines, this was so good! All the specs and info on procedures was well researched. Loved it!
Lol….
@@carholic-sz3qv what happened, catch a glimpse of yourself?
Here's the reality. Tesla had too many parts, on the back end. That's too many 'failure opportunities" in their design and it cost $2000 too much to make the car by its original design. So with recommendation from Sandy Munro, they converted those many parts into one part. BUT... Here's the con in this story. You see other car companies know how to make cars, they didn't need a giga press to make cars. The legacy car companies have decades of experience in making far more complex gasoline and hybrid vehicles by the millions, compared to a simple car with just a battery and motor. The giga press is a fix, not a feature, nor does it put Tesla ahead of any car company who already make up to 10 million cars a year. That is the con.
@@obijuan3004 bulshit!!!! Tesla since then hasn’t even reduced the price of their cars by a single cent! So wtf is the issues!? They just want to make money right!? Or what!?
@@obijuan3004 also wtf are those points of failure on the back of the car!? Because cars have been made Ike that for years with zero issues litteraly! You’re just brainwashed on tesla things and thinks other designs is bad right!!
Excellent video. Explains a lot. I can now better appreciate the complexity and engineering hurdles in producing the Giga Press - as well as the efficiency benefits. Further, the explanation of the "cash conversion cycle" was a real eye opener. It highlights how well positioned Tesla is relative to the other legacy automakers. Well done!
Agree!
Up
The cash conversion is absolutely impressive! Well, I know that when we can afford to buy an electric vehicle, it will be a Tesla. I have heard of former coworkers of mine leave Caterpillar in the greater San Antonio area for the Giga factory for substantial increases in pay and benefits as well as better treatment from management. These are the hallmarks of a great company.
I thought the giga press was a failure and had a failure rate of 90%.
Excellent!! Amazing piece of human ingenuity what a marvelous machine.
When you have a single, brilliant individual directing the big picture, it makes for a great comparison to organizations being run by committees. A very delicate balance to be sure.
Yeah, working well for Twitter, isn’t it!
FYI - there are larger die-casting machines! I've designed die-cast molds that go in them. I've also worked with injection mold presses where a single tie rod (1 of 4) weighs more than that entire "giga press" at Tesla.
Yeah, vid poster seems entirely unaware of the manufacturing techniques that were developed during WWII for mass-producing airframes -_-
i think the turin fiat factory had one twice as big around 2001
One tie rod weighing more than the entire Giga Press machine? Get real. The Giga Press weighs 950,000 lbs. A 24" diameter tie rod would need to be 610 feet long to weight 950,000 lbs hahahaha. The Giga Press at 9000 tons of clamping force really is the largest in the world. But, if there truly is a larger one I'd love to see it - please provide some links.
@@shadeofsound23 The WW2 parts were forged, the tesla press is used for casting
@@adii2461 All I've found is marketing videos with nice animations showing a theoretical 92,0000 Kn die casting machine. Don't know if there exists one in the world yet.
Fantastic video! I follow Tesla for several hours a day and was surprised to get so much additional clarification from just one video. Thanks... great job!
Thanks Jerry, glad you enjoyed the video!
But why is Tesla so big on promises but so small on delivering ?
@@TheTeslaSpace hes right, you just gained another sun
sub
@@spinnymathingy3149
So big on promising, but so small on delivering?
Do you think you can give an actual example of what you're talking about?
An entire vehicle in one casting is unlikely, but you could use cast body sides and cast door frames and maybe a cast roof frame and firewall. Unless you could buy a new shell cheaply and transfer your parts across easily, I think accident repairs would be big problem. Repairing cast aluminium is never easy and introduces weak points. are could be written off in bumps that would be an easy fix in traditional structures.
Good points. Time will tell how "repairable" these new components are.
that is the idea. On 1 hand, consumer gets safer car for lower cost. Tesla gets new sales from recycled customer. It is good business. Consumer dont pay for it anyway, insurance will cover the beyond economic repair cost.
@@benjaminng1112 The world isn't only the usa, the normal in many countryes like eu is only having insurance against 3rd parties, meaning that if you have an accident were someone else isnt directly responsible for it, you will have to foot the bill. Also, I seriously doubt that the costumer will ever see a cent out of it, and why would it? They're selling you a car, not loaning it to you, they dont have the obligation to buy it back for you at any price, so they will sell you a car at a market value, and, if it suits them recycing them, buy it back at scrapyards for scrap value. Its a well rounded bussines model, not gonna lie, but people is still earning almost the same than 20 years ago, I wouldn't be surprised if in 30 years we all have to drive mopeds like in china because nobody can afford the luxury of an econobox.
Don't crash it, though. Aluminum is hard to pull back into shape, if the cast piece is even able to be pulled. Also, aluminum panels cannot be repaired in most body shops, requiring specialized training and equipment to repair correctly. This is why aluminum-bodied Ford F-150s have a higher salvage rate because of the costs to repair.
@@acynder1 Thank you for saying that you weren’t going to lie. After I read that I knew I was reading a comment written by a genuinely honest person.
I've worked in a plastics factory, a lot of this is the basic function of injection molding. and i understood a lot of it already. We used a lot of 100+ ton presses, but plastics aren't as tough to work as metal
have worked at a die cast factory for 7 years, the 2 machines were made in 1962 - 1964, the clamping pressure was only 250 metric ton, fun to see what newar machines can do
Regarding injection pressure vs clamping pressure, think of it like a hydraulic cylinder.
To use simple math. If the cylinder full of molten metal (a fluid) has a area on a plane perpendicular to the direction of travel of 100 sq inches and the ram applies 100,000 pounds of injection force then the fluid would be at 1,000 psi. If the mold into which that fluid in injected has an area of 1,000 sq inches then a clamping load of 1 million pounds would be needed.
Appreciated 👏👏
its not that simple. you have bottle necks in mold, material friction, drop of temperature etc etc...
One thing that all these videos about the gigapress and model Y front and rear bodies always forget to mention is the fact that the part still needs to be machined. Such as this video at 5:50. After trimming it goes into a CNC machine so that several holes and slots can be machined into the part. The casting does not go directly into the assembly line after trimming.
Figures that machining the casting is skipped over. All of the coverage ive seen of this "press" is wholy technically illiterate and shows complete misunderstanding of how a car works
Another thing they forget to mention is that those parts can't be repaired in the future. A crash that would be perfectly repairable on a traditional car will mean a totaled car with these huge single piece parts.
One of the best videos on the subject I’ve seen after watching at least 3 a day for a few years. Outstanding job on your part!
AMAZING! this is THE best explanation of how the giga press and casting machines work ! BIG thanks guys!
Really good video!! I hope next video you can talk about the alloys the company uses for their structures.
A fascinating and informative video, thanks! I learned a lot. Keep up the great work!
"Cast" and "quality" don't usually go together, but teslas do seem quite safe in crash tests so this might actually be a big achievement...
He has changed the game in the space launch business and car production. That’s what happens when a genius and risk taker is free of big corporate bean counters and dead head managers.
He nor Tesla invented it lol.
IDRA group in Italy are its creators.
Kudos to Tesla for seeing it's potential in car manufacturing however
Great video, thank you. But...heavy collision repair depends on body shops being able to cut out the bad parts and re-weld in new structural members. What happens with the front or rear of a Gigapress-formed Tesla? I'd have to assume that Tesla will specify that a subframe, once damaged, is irreparable and that any such repairs absolve them of responsibility for subsequent crash damage. The only option would be to replace the entire casting and that, unless it's to be done to a car less than three years old, might be too costly to justify if that repair would cost more than 75% of the vehicle's current value. Teslas have an excellent residual so maybe they get a break there, but surely five-year-old or so cars will need to be totaled.
TOTALED. Thats' the new disposable car. Or the battery goes. Totaled. Because of cost. What will we do with millions of those dead batteries?
It would be hard to replicate the strength of that casting though.
@@carbonfiber8071 Batteries are being recycled and for the totaled cars it means new business opportunities for others and a residual value for those cars. And if repairability becomes a costly issue for a car with big casted components insurance will go up. That will make people look elsewhere for a more traditional build car or the car brand has to give some of it savings made by these new casting methods back to the costumer, which in case of tesla with a ridiculous margin of 30% is very doable. More so if they really want to make electric driving affordable for the masses instead of maximizing profits to pay for Musk's expensive hobby.
@@kuiperrene What PERCENTAGE of the battery can be recycled though? Not much.
@@kuiperrene No one is talking about disposal of the battery cells. The cost of recycling is way more than new production. You be surprised what a lie recycling has been in the past couple decades. That's why there is micro plastic in everything now. Not rocket science.
Thanks for a very concise and informative look into this process.
Great video! Thanks for the content. Just wanted to point out an error though :( At 7:03 the spec sheet is up for the max injection stroke and it says 1372mm and you say 1272mm. Im assuming the spec sheet is correct but just wanted you to know. Thx again for the informative video.
Corporations need to realize that in order to maintain relevancy, you can't be beholden to the next quarterly report. You have to take some risks.
Great job IDRA!
Many do, just doesn't make news much.
I’ve worked for two different companies that used hydraulic presses. I worked for dart container which used a hydraulic press to make Styrofoam cups and I worked for Sterolite which used hydraulic presses to make plastic mold injection part, so to me the giga press is a total game changer.
Little Presses. Documentary doesn't address the fact that cast material is weak and has defects. The traditional automakers use stamped steel because the can control the rigidity of the part and its strength I. 4d space. Casting molten material can't do that. Hot rolled or forged materials are 3x as strong as cast. Pretty machines don't change that.
@@kevinfolk2260 The "traditional" automakers didn't have todays technology. Apples and oranges.
@@JohnSmith-mk8hz modern technology doesn't affect casting defects. GM invented robotic casting tech I the sixties. Like usual, musk is overhyping tech that has limited value. If casting was better than formed sheet metal structures they would all use them. GM has SEVERAL casting plants they operate for transmissions, engine blocks, heads, etc... (like BEDFORD, IN). They know how to cast aluminum. Their sheet metal stamping presses for body panels are bigger than the "megapress".
@@JohnSmith-mk8hz and as far as modern tech... we rebuilt and modernized our 50k tn press about ten years ago. Replaced a big camshaft-timed system with servo pilot operated valves and modern PLC control. I doubt there's anything better on that italian machine he bought. Look up the Heavy Press project in Wikipedia the article shows a 1955 picture of our 50k, and Whyman Gordon's 50k Loewy press. They are seven stories tall, 30 feet wide and about 80 feet long. And ours is very modern.
@@kevinfolk2260most of your info is correct but outdated. Mass produced castings are not 'weak' with modern materials and methods some of which are described in the video.
Hot rolled steel is hardly what any engineer would call strong. It is cheap. At only 36k where cold rolled is twice that. Hot rolled is cheap. It is weak, but in applications where weight is not a consideration, like structural steel, it is cheaper to just increase the cross section to get the strength required. Where strength to weight, finish or uniformity is important, cold rolled is always used.
It's beneficial for the manufacturer, not the consumer. If that vehicle is in an accident, it's totaled. The only way that will be repaired is by replacing the whole section, which will end up costing more than the depreciated value of the vehicle. That in turn will raise the cost of insurance on those vehicles.
Thanks, this is a great video.Educational ,well edited and above all the narration was at a normal speed.
Greetings from the UK
John.
Great content- very well researched! Would love to see a follow up on the barriers to entry for other Automotive brands to do the same. What is Tesla’s innovation here (Assuming it isn’t all IDRA IP)?
Car manufacturers are notoriously slow to change. Tesla’s advantage is they have a fully cast front and rear housing like a matchbox car - reduces hundreds of spot welds and individually shaped metal pieces to a single unit, drastically reducing labor costs.
Its fully Indra IP, its a classic case of Musk claiming other peoples work.
The main barrier to other companies doing this, is that its just a plain bad idea, btw. You don't use castings for vehicle frames. Way to much torsion, pull, and shear forces going on
Tesla's innovation is they figured out how to use die casting to build a car with fewer manufacturing steps. Idra built the machine to Tesla's spec.
@@jamesperry1358 Tesla didn't "innovate" how to build a car out of castings. They just said 'Fuck it, our cars are horribly built anyway, so might as well just go all the way' Cars out of castings are bad idea, period
@@MannoMax I think the main difference with Tesla is that they made the battery pack structural as well to offer rigidity so they’re probably compensating from there.
With this in mind “there are a few or fewer major parts”, it is more understandable that Tesla vehicles will not withstand as much collision force and still be repairable.
One can imagine that the insurance companies would raise the cost for insuring tesla cars and/or declare tesla cars with small damages for totally damaged (irreparable) on a smaller threshold than more traditionally manufactured cars, because It's very hard to inspect such large elements for cracks after a crash, which aluminum is known for. How can a previous damaged teslas be declared safe to drive after a smaller crash, that can degrade the structural integrity?
Let's think about that.
Minor collision, no difference.
Force sufficient to damage a component that's a long way from the peripheral of the vehicle?
A "conventional" vehicle would need many panels removed, replaced, patched, welded, straightened, then possibly pulled on a jig?
Would that be absolutely straight?
Would metal crumpled then pulled straight be fatigued, even if not visible?
Would that vehicle be guaranteed as crash worthy as a new car?
Front rear casting.....
If the damage is deep enough, the same question applies. Will it be written off?
Or,
Is there a possibility that the whole "front clip" could be unbolted from the steel passenger cage, replaced by a new casting, then (modular!) components swapped over, or replaced?
Would that be comparable in time to the bodywork required a conventional chassis?
Would the car be straight? (almost certain perfect!)
.
Have Tesla, or crash repair experts thought about this? (Almost certainly!)
.
"We" don't know, but other industries do that ready.
@@rogerstarkey5390 - While watching collision vids on YT I see total loss in part determined by “did the airbags deploy”. This is an obvious and easy indicator of severity.
I'm old enough to have taken Hot Metal class in highschool. Foundry and Forging were part of those classes. I know enough about foundry arts that tells me that this is very impressive. No more simple sand forms with gravity fed molten metal. And the filter that they push the aluminum through? That's amazing.
If we ignore the casting machine entirely for the moment, the level of precision needed in every other aspect of this project is insane on its own.
Best explanation of the what, the how and the why of the gigapress I've heard. Thank you.
It's amazing how easy it is to understand new information from all of your videos and I have to say that I have never had the need to look for more information after watching each of your videos. Great source of information, you've created your own Ferrari for information👍
This was like the motor that holds bricks together. Knowing about the "big pieces" is important. But understanding their interactions in a less 'total nerd' way was really valuable. Thank you - you just won over another subscriber - with a bell click.
Do you mean mortar rather than motor?
@@theobserver9131 now I get it lol thanks. I’m pretty sure he meant mortar.
Excellent explanation, thank you. I didn't understand what the "6000" referred to. Nice to get more background on Idra as well.
9:48 Everytime you bond two sheetmetals together, you build a structure that can enchance stiffness and protection :)
Casting is all about PSI and surface area. You have a given PSI. The surface area of the injection piston times the PSI is the injection force. The surface area of the molded part times the PSI (roughly) is the pressure needed to hold the mold together.
*The force needed
Watch the Munro review from the factory.
This is what the legacy auto manufacturers envy about Tesla. It’s the business side of their approach that is revolutionizing the auto industry.
Envy and Afraid..
Tesla never brought revolutionizing into anything. They always took existing things and changed the way they are used. I you want to call that a revolution than i am with you, else not. The best thing they made was solving a problem in a package and not leave parts, like loading structure and producing batteries and...and, for the gouverment or other companys to fix. This put pressure on other car manifacturing companys to do anything similar or at least pay for solutions to have an answer to compete. Tesla dont change the way cars are made, they only gone back into time, when car companys have produced for themselves everyting.
@@1DerTempler If you define a revolution like that there have never been any true revolution.
Newton didn't revolutionized math with calculus. It is just numbers thought in new way.
See?
Soviet revolution is not a revolution. All the basic ideas already exist.
Marx just make them into a package.
For me, a revolution is revolutionary enough if it forces the industry to follow what one has been doing.
Until you realise Tesla can't bring out new different models of car because it's too expensive and hard to keep changing the giga-press 😂 Tesla's current models already look and feel dated.
@@AkaiKA4K You missunderstood what a revoloution is, because all these sientists and newspapers missuse this word for making a small step to an big one, just like all this gouverments and billionairs want it to anchor in our brains. A revolution pushes away all old things and reinstall a new order, not little by little.
Thank you for explaining. I was unsure what Elon was so hyped about. I did not expect so much time, space and money to be saved
Really I was looking for this topic long time in internet. Now I got detailed overview. Thank you so much ❤️
Another thing to point out is that you can’t replace a unibody subframe, this might allow for vehicles to more easily be fixed again like back in the days of body on frame. Also welding robots take a ton of maintenance so saving on that is huge.
I thought that is what frame pulling machines are for
I used to work electronics for Kimberly Clark,, I did robot maintenance and programming, I can tell you for real, robots are great until they break, and break they do.
So what happens if a tesla is damaged in an accident? It's almost certainly uneconomic to repair after even the most minor of shunts.
Yeah after the robot welding usually there is a visual inspection with human welders to catch and fix where the robots had missed the mark.
Robot welds are usually garbage at US automakers it's so bad they use caulk to hide the welds.
@@papapsych2746 As over 90% of welds are carried out by robots, on cars made all over the world, and are mostly spot welds, with some mig welding on thicker sections you clearly have no clue what you're talking about. Otherwise cars would be falling to bits all over the place.
PS. Visual inspection is a thing of the past, it's no longer needed, just watch some video's.
Wonderful video with great explanations, thank you!
Amazing technology Tesla has employed, it’s no wonder…
Work smarter, not harder
The old traditional ways of doing things are slowly giving way to efficiency…
Thank you for producing and sharing this informative look at a leader in the industry.
What amazes me is the realization that the industry is changing and they had to change in order to survive. All my life, I've missed the trends. 8 track tape anyone?
Great job! I assume the presses for the truck will make similar castings and the exterior will be stamped. The entire structure will share the structural load instead of a subframe . There will be significant weight savings compared to the conventional frame and body design.
If they make the exterior panels the way they pitched the concept, many of the exterior panels would be made with press brake processes using the custom SpaceX alloy of stainless steel (which is of a thickness and strength that is not suited to stamping). That was part of the reasoning behind all of the straight line corners. I'm not sure how much that will hold true in the actual production product.
Making a truck out of castings would be a horrible idea. Castings dont handle dynamic loads well
@@MannoMax Also it's cast aluminium! You can't get more britle. And how would you repair a single cast frame after an accident, I mean you couldn't swap out part, you would basically need a new cast frame and transfer all the car parts....
It's ridiculous.
But the whole Tesla Cyber truck idea was to build a spaceship like exoskelette without a car frame inside.
That was the whole point.
And I hope Tesla does it. I realy think most of the Tesla cars are just overpriced junk (and 32% margin proves it) , except for the Tesla Cyber truck should this car been produced it will be the first legit Tesla I would wont to buy and drive.
@@TremereTT You are aware that cars dont have a classic frame anymore ? Basically all modern cars consist of an outer shell of sheet metal, and a supporting layer. And as somebody that works in automotive, i can tell you, that using the outer skin as the structural part is a super shit idea. Any small hit while parking, any inconsequential fender bender would be a danger to the structural integrity of the vehicle
@@MannoMax That is the point of the Cyber Truck!
And many people think it's a great idea. The Exoskellette makes the cars interieor more roomy as people anticipate when seeing the car from the outside.
If they make it like they promissed and it works , it would be the first legit good Tesla.
I know that it would be bad for it to get dents. BUT it will be made of thick sheets of hardened cold roled steel. So it will most likely be structurally very sound.
Also I hope they find a way to comply with European pedestrian protection regulations.
Awesome video, so interesting to learn about this tech. You covered it all so well. What an incredible machine! Imagine being able to cast even more of the car in one cast, amazing times.
Just try to repair the one piece casted cars after an accident!
its absolutely terrible idea to cast a car in one piece. Why? There is no crumpling zones in such structures. You can use that structures where you don't have a risk of collision, but in a car is terrible idea. I don't see crumpling zones on those front and rear parts also. Will be fun to see, when they crash, how do repairs will be there. Also, in today's standards, every car has the same strength on front and back of the car, so passengers in both vehicles has the same chance to survive. I am mechanical engineer, to me, this is just a great marketing move, but the bill is gonna be payed in serious passenger injuries and deaths.
Question all great but how would you fix a damaged apron you would have to tig the complete front assembly ?
This is awesome but front and rear collisions will immediately total the vehicle if it’s one piece. The labor hours to replace those components would be outrageous
Scrap it. Remelt it. Repeat.
One big limitation on casting is that the mold needs to be able to open to let the parts out. They can add "slides" that retract some pieces of the mold to the side before it opens. But it remains a big limitation on just how much of a car can be molded in a single casting regardless of the size of the press.
another thing the larger the piece the longer the casting takes to cool, and its gotta be done correctly to prevent any deformation
@@AsbestosMuffins Yea but you can take the mold out and put another in allowing multiple to be cooling at once.
Just an outstanding video. This is a must see, educational video about casting. I learned a lot from this video. I hope you could make a part 2, and go more into the science of the metallurgy, and the type of metals used on the Tesla cars. It's so fascinating, especially because they are doing a new type of casting that doesn't require any heat treating. Maybe you could talk about how they were able to make ductile castings that don't crack?
I used to work in investment casting and we were moving into larger castings back in the 90's... Another one of the problems when scaling up is that when these cool, there are stresses which pull and contract as the metal shrinks differently in thicker sections as compared to thinner sections of the casting, giving a high likelihood of warping... we almost abandoned our efforts because of uncontrollable warpage. I ended up leaving the company before they resolved the issue.
They are going to run into problems with their die cast frame and the people that are buying them are going to pay for it. They couldn't even properly make and engineer a simple motor mount that did not habitually break.
@@sdvten who?
They forget to design water/oil cooling for the mold and the machine like Gigapress has. And Tesla using new patented aloy that solve that problem.
Clear, precise and to the point. Great video.
Great talk. Have you heard of any plans to Gigapress the front and rear of Model 3's, this would improve their profit and lower production costs likely also allowing them to be produced in higher quantities so they are not so delayed.
is anyone going to want a model 3 new once the model Y is available to meet demand?
Thank you! Great video! Very informative and explaining well the casting process and how giga press is such a big thing!
The efficiency of Tesla's manufacturing process just get's into a new level (again) and it's fascinating to see where it's heading next.
Don't forget the 'hydraulic' effect a 200 ton injection force by a 'small' pisto generates a massive psi on the injected metal which is then translated to the much larger effective area of the cast part trying to force the die open with the same psi. Hence 200t in 8000t to hold it shut. The injection pressure and flow rates stay the same, so if you want cast larger pieces you not only need a larger frame but a much larger clamping force, double the linear size four times the clamping pressure at a guess..
Exactly, thank you! Was searching for this comment, before writing the same. 🤓👍🏻
"200t input --> 8'000t to hold the two mold parts shut!"
Pressure * surface = force; and for large car body parts you need a giga force. 💪
Btw, why do they call it metric tons instead of Newtons?? 🤔
@@mik2137 they've already got Tesla as a 'sponsor' adding Newton would definitely lead to fireworks..😃😃
@@kmac499 but I'm sure newtons are newer than metric tons!! 😅
Here's the reality. Tesla had too many parts on the back end. That's too many 'failure opportunities' in their design and it cost $2000 too much to make the car by its original design. So with recommendation from Sandy Munro, they converted those many parts into one part. BUT... Here's the con in this story. You see other car companies know how to make cars, they didn't need a giga press to make cars. The legacy car companies have decades of experience in making far more complex gasoline and hybrid vehicles by the millions, compared to a simple car with just a battery and motor. The giga press is a fix, not a feature, nor does it put Tesla ahead of any car company who already makes up to 10 million cars a year. This video is basically a cover up.
@@obijuan3004 please tell me which other car maker needs only 10h production time for one car. VW apparently needs 30h and they publicly stated that they need a new factory (ready in 2026 or so), completely redesigned, to achieve something Tesla is doing since a while now...
I love how your thumbnail shows the cybertruck with combustion engine.
Found this video, just recommended from the blue, and after I watched it I went to your channel and saw all your other videos and instantly hit subscribe 😂
Great work man, 10/10 ❤
Honestly I'm more curious on the frame reparability from an engineering perspective. Seems like injection molded frames will also make them substantially more expensive to repair should the frame suffer damage. So what I'm curious about is the frame tougher because of this and is it tough enough that so few of them receive frame damage that it makes up for the repairability?
My thoughts also, probably not that repairable. These giga presses, make chassis thinner/lighter/stronger with fewer pieces, but they dont seem to make enough parts to sell to third party repair shops and have to replace whole chassis. TSLA is on path of efficiency, which also means, constant small hardware and software revisions, which also means that the cars a little different from one made 6 months ago to now.
If it's damaged enough the frame is damaged, likely the insurance company will just total the car. That's true of conventional body construction too. I'd rather my insurance company total a heavily damaged car than let some cobblers repair it and hand it back. There aren't that many body shops that can handle aluminum repairs in general.
@@quademasters249 depends on the car but frame repair is a thing. Their frame also includes the inner wheel tubs for example which could easily be damaged and with most cars that's repairable without being totaled. Making what is essentially throwaway cars is just as bad if not worse for the environment than gas cars.
can you say “writeoff”? I knew you could…
Isn't cast aluminium quite bittle compared to sheet metal or is this different kind of cast aluminium. How would crumple zones work?
would love to see some actual numbers on cost of Giga press vs all those robots. Also not mentioned is the operational costs of a Giga press. Molds typically don't last forever and are massively expensive to create. I am sure Tesla has done the math on this. It would be good to see what info they may have shared that helps illustrate why this is the future of automotive construction.
"Molds [...] are massively expensive to create." I used to joke that the cost of one mold equals the income of a human being for a whole life of work. And I had in mind relatively small molds, not the big monsters shown here !
Well, seeing as how Tesla made a net profit of 3.3 billion in a quarter while Toyota made 3.9. billion and Tesla made 10% of the cars Toyota made... I'd say Tesla has its manufacturing costs well under control.
Model Y was the best selling car by revenue in 2021. In 2022 it might very well beat the Corolla for best selling car by volume.
@@themonsterunderyourbed9408 Well, seeing as how Tesla are receiving money for things they haven't made, you could say those figures don't tell much of a story.
@@chrisdavidson911 Like what exactly?
@@themonsterunderyourbed9408 were you paying attention? The cars they've sold but not built yet.
How long are they going to be able to sell "carbon credits" for?
It would be interesting to see the design process to make the mold.
Thanks for the video!
I think a single piece doesn't make sense due to the crash repairability. Probably it's mostly either front or rear to replace - although I don't know how to handle this with casted pieces anyways.
Won’t be capable of repairs
Very interesting! A cast aluminium part has many advantages. In addition to what is mentioned in the video, there are some more points: its lighter than steel, it is more corrosion resiatant with less efforts in coating it, and it can produce very complex shapes in one production step. But I dont think it makes much sense to cast the entire car in one go. Simple components like panels on the outside are easier to press from thin sheet stainless steel. Casting aluminium that thin is probably too difficult, and steel is also stronger. But for the frame work its a real clever idea.
All this goes, however, totally against the business model of the established car manufacturers. It would have been possible since decades ago to build cars that dont rust- but thats the exact opposite of what the manufactorers want. If the competition wouldn't prohibit it, they would build cars that desintegrate after 5 years, so people have to buy a new one. But obviously Elon Musk is not the kind of business man that you usually find in big corporations.
Aluminum is less ductile than steel and has less elasticity making it prone to cracking over time, this is why suspension components will never be made out of aluminum, and aircraft have to recertify every so many flight hours. I doubt they are stamping their steel components out of stainless steel but 300 series stainless steel, will rust with the combination of salt and water in many northern parts of the world. 316 stainless will not but I can guarantee they would not be using that. At the prices a Tesla costs you are just getting what you pay for
@@papapsych2746 Well, the stability of such aluminium casts depends on the design. It takes a lot of developement (and perhaps some fails) to find a real good design.
And Tesla does make cast suspension components now for the Model Y, replacing some they made from stamped steel and plastic before.
Acoording to what they say, the new Cyber Truck is made from stainless steel, and it has been done before already, like for the Delorian.
And if it really doesn't work, there are always options like using carbon fibre parts. If it is done in automated production, its not even very expensive.
I'm pretty sure if Tesla invests billions in new factories and machinery, they know what they are doing.
@@papapsych2746 many cars have aluminum suspension parts now.
Rear subframes have been aluminum in certain cars and crossovers for a while, along with front and rear upper and lower control arms and shock mounts.
@@volvo09 Control arms surprises me, maybe 7000 series aluminum is up for the task thanks for the info
@@papapsych2746 The Filipinos have been using SSTEEL for gates and railings for decades in salty environments like beachfront, they have 7000 islands, also they have a lot of SSTEEL Jeep conversions.
I do love your videos both this one and the one about space. I have a question: if they are making so much more profit how is it that he said the other day that the giga prices were losing huge amounts of money? And if they’re making so much profit why not lower the price of their cars down to what he promised originally?
Really? 1) The Tesla gigafactories are (among?) the biggest factories of humanity and obviously they cost enormous amount of money just to operate them. As long as they are ramping up and not yet producing at full speed, these factories will lose money, which is of course expected and obviously normal.
2) Tesla cars get feature updates all the time (double glass windows, improved suspensions, etc) and at least some material/components got more expensive. In addition, Tesla needs to amortize the huge gigafactories and after all they are not a charity. As long as demand is so strong, the price will not come down.
Here's the reality. Tesla had too many parts on the back end. That's too many 'failure opportunities' in their design and it cost $2000 too much to make the car by its original design. So with recommendation from Sandy Munro, they converted those many parts into one part. BUT... Here's the con in this story. You see other car companies know how to make cars, they didn't need a giga press to make cars. The legacy car companies have decades of experience in making far more complex gasoline and hybrid vehicles by the millions, compared to a simple car with just a battery and motor. The giga press is a fix, not a feature, nor does it put Tesla ahead of any car company who already makes up to 10 million cars a year. This video is basically a cover up.
@@obijuan3004 legacy car companies have more factories and more products to make and sell, besides an electric car is way less simple than you make it sound.
@@obijuan3004 i know you probably follow Sandy Munro's youtube channel. but please remember he is just one of the many many advisors involved in these projects. He advised on several things but at the moment only one item has actually changed due to his advise, there is a lot of really good advisers available
@@Timberjagi I don't really follow Sandy Munro, I have watched a few of his videos and some Auto magazine talked about Munro's influence on Tesla and the so-called Giga Press. One person's point of view of engineering, especially for a paid channel, is still just one person's point of view. Maybe every engineer would agree with Munro, maybe very few would agree with his ideas. Maybe, Munro is a expert in his own mind. I don't know for a fact whether he is correct. I do know that Munro has attached himself to Tesla, Tesla has made a major change in production because of Munro and that combination has made Munro a lot money. As always ... Buyer Beware.
Imagine 200 years from now we could probably order the whole factory from Amazon and start a small car studio from home but by then these companies would be building spaceships.
That was an excellent explaination of the Gigapress... Well done and well explained... Thanks and best wishes.
Great review. Just amazing. And you didn’t even mention the patented Aluminum alloy that Tesla invented to make the Gigi press work. It might seem like this technology would be soon copied by others. But it’s very difficult to change and their are many obstacles. I doubt anyone will duplicate for at least 5 years.
Fully agree, Tesla could only pull this off, because they got support from the best material scientist in the world from SpaceX!
No other OEM can tap into such a know-how pool, thus the alloy will not be copied/reengineered so easily.
@@mik2137 Because people can engineer sheet metal better than Tesla.
No other company want to replicate it. The giga-press will be Tesla's downfall. Tesla will always have trouble bringing out new different models that look nice, because of the giga-press.
@@Yo-ItsYo hmm, I have a totally different feeling about that, but let's wait and see. 😉
As somebody that works in tooling for a large OEM, i can tell you, nobody wants to copy this.
Nice Video, Well Done!
Hey, would have been neat to have an actual comparison between a solid frame and a sheet metal & welded frame, you know, repair costs if damaged, crash tests, actual long term manufacture costs and required power for making them, you know, the basics.
Sure, you did tell that it reduces shop size, but I'd like to know some real data about it.
if damaged it probably can't be repaired. but that OK just write it off and melt it down
Great explanation on how it works and why it makes Tesla so profitable.
Reparability will be interesting.
How would repair be handled with such large castings? In a fairly minor accident press component can be repair or replaced. If the one big casting is damaged is the car needing to be written off. Not saying this is a bad thing but seems like a large change.
Makes the car like a mobile phone an unrepairable disposal item?
Would seem so. The structural battery pack is a non-repairable item too.
If the damage was serious enough to damage the front or rear casting, why would you want to repair it?
Any crash that would be destructive enough to damage the cast would likely be a totaled vehicle, anyways. The front/rear chassis being two pieces is a lot stronger than one in which you are welding/screwing hundreds of parts so the structure of the vehicle is stronger.
Here's the reality. Tesla had too many parts on the back end. That's too many 'failure opportunities' in their design and it cost $2000 too much to make the car by its original design. So with recommendation from Sandy Munro, they converted those many parts into one part. BUT... Here's the con in this story. You see other car companies know how to make cars, they didn't need a giga press to make cars. The legacy car companies have decades of experience in making far more complex gasoline and hybrid vehicles by the millions, compared to a simple car with just a battery and motor. The giga press is a fix, not a feature, nor does it put Tesla ahead of any car company who already makes up to 10 million cars a year. This video is basically a cover up.
@@obijuan3004 You're an absolute clown.
Sandy Munro has been advocating for 1-2 pieces chassis from legacy automakers for some time. The problem? Legacy automakers were making huge profits with their SUV and truck sales so being legacy companies, innovation wasn't really on their mind as the industry was stagnant. Tesla broke the revolutionary barriers. Tesla is the only car company that has made innovation in cars exciting the past five years.
The other companies that make 10 million per year have been around for decades and they are inefficient. Per sq ft of factory space, Tesla is the #1 in terms of production efficiency.
You can't use the same factories to create EV's... so who cares about ICE factories if they are largely irrelevant and outdated in the future? Tesla's factories are all EV-purposed. Wow, amazing... Toyota can sell 10 million ICE vehicles. That will then be 9 million... 8 million... 7 million... and eventually fewer than 1 million ICE vehicles because no one is going to buy them in the future due to EV's.
The Giga press advantages = stronger base, easier to manufacture, less labor, fewer robots, and much more efficient... that leads to cost savings. Other car manufacturers didn't do it because they didn't care about innovation. New year, same car but all they did was change the interior LED lights, LMAO.... Yeah, these other car makers are so advanced. That's why they let a guy who had zero experience in the auto business who sold PayPal become the #1 EV automaker in the world. So advanced!
Bill Webb is correct, plus Tesla has also doubled the amounts of castings the Press can do adding other cooling processes to the Presses. Check out The Limiting Factor and see the Giga Press Videos!! Good Video, Thanks!!
Thanks Todd!
Wow to this whole video and the full content. Well done.
I once was blind
But now I see.
A breath-taking video presentation
A gift from thee.......
Wish I had learned something. I'm really busting waiting for my Cybertruck. And Spring next year means nothing on Tesla Time. Nice video for those who aren't Tesla junkies like me. You even forgot to mention that to press all that Aluminum through the Giga Press an entire new mixture of Aluminum had to be developed to reach every corner of such large pieces. That was one of my favorite inventions. And you kinda explained how this will totally revolutionize the auto industry. Because to compete the other auto manufacturers will have to change to building frames like this, or get out of the way.
Same with Elon's thin soda can size batteries made without the precious metals people in places like Africa are being killed trying to steal and smuggle off of poached land. Now they'll be 2/3rds nickel and 1/3rds manganese. Innovate or get out of the way.
Later ✌️
...and yet, no Cybertruck in sight any time soon. Why? What is the hold up? Maybe using large castings requires longer design and lead times for optimum efficiency.
@@AudiTTQuattro2003 And inventing a new battery mixture is in there too. Hopefully when they do begin, having so many fewer parts they can build them faster. As long as the build quality can improve also. I'm retired and selling my home to go on the road in a new Cybertruck and whatever aftermarket camper someone will build for the thing. Or maybe a small pull behind. I have to have room for my 16ft welded Jon boat and 20hp Honda motor. If I have to put them in the back. I feel like a kid at Christmas. Hope the housing market is still crazy when it does finally come out. The way things are now everything just about sells in a day. I spent 9 months just trying to find 10-15 acres near my sister in the country. And it's absolutely insane right now.
@@WillieWeed You're selling your house to go on the road with a truck that isn't even started production. But no, you're not a Tesla junkie at all. 😆 Have fun with your maybe 100 mile range, that thing is gonna suck ass at towing. 😂😂🤣🤣
@@jamesdagmond How about I do what I want and you just shut the fuck up and worry about your own dumbass. 🖕 Is that ok with you? I want to make sure you approve 🙄
@@WillieWeed "new battery mixture" you mean the same battery different form, but same performance?
It makes me happy to know innovation still happens.
It's my understanding that Elon was talking about small toy cars that are cast replicas of different classic cars and he was wondering why you couldn't do that on a much larger scale and I believe that's where he got the idea
The size of casting isn't novel - we were casting gigantic engine blocks for 200,000 horsepower battleships in the 1930s. But those jobs were relatively slow. The main novelty here is getting it to have enough throughput to apply to a consumer vehicle production line.
The size of these castings is novel because they are the largest Pressure Die Castings yet produced. Ship's engines are cast iron which is sand cast, not as accurate and relatively a very slow process.
I don't believe for one minute that IDRA came up with the idea for the giga press. Tesla queried them to see if they would do it, and then Tesla sent engineers to work with IDRA on the design and fabrication of the press. IDRA may be great at making presses, but they would not have known what Tesla requires in the design. Also, I understand that SpaceX was brought in to come up with a new aluminum formulation to work with the press.
Idra was making these machines before Elon Musk asked for them, he just asked for larger machines than they were making.
@@mohammadwasilliterate8037 @Bill Weber is correct. There are A LOT of aluminum alloy press companies (Contech for example in the US) for automotive components, just not on the scale and size Tesla engineers proposed. Tesla, just like SpaceX, has the engineering discipline and understanding of evaluate, integrate, and eliminate - meaning Tesla is driven to evaluate the reduction (elimination of) of well of 200 individual components at the rear, and hundreds of manufacturing process steps. Tesla and IDRA together figured out the proper alloy, pressures, flows to cast the back 1/3 of the vehicle in one casting.
Their first reply was maybe, and then he might have dreamed of actually making it work and said yes.
@@mohammadwasilliterate8037 That's the point. No one was sure that you could make a press that large that was stable and economically feasible.
@@mohammadwasilliterate8037 It sounds simple, but it's not.
Explains the repair cost. Essentially throw away a huge chunk of the car of either cast section is bent
@The Tesla Space Great job! 👍
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A metric 'tonne' is spelt this way, and Imperial 'ton' this way.. two different measurements and spellings
In the USA yes, but the rest of the world just says 'ton'.
Almost 50 years metric came to New Zealand and in the place I worked the old boys upstairs were big on the term "metric ton".
But the term metric is redundant in the part of world that uses metric as is "tonne".
The problem with your spelling rule is a lot people don't follow it, it's not a reliable rule.
Nice video, just one coment, foundry parts cant be used as outer panels due to roughness , so anyway you have to stamp some parts.
The other important metric maybe not emphasized enough is the short cycle time needed to produce a casting to keep up with vehicle production.
Ridiculous. It's been known for over 70 years that it's a fool's errand to make very large parts with very large presses. Most popular example: the Russian Concordski had some very large landing gear and fuselage components made in a very expensive, very heavy, very large press. It seemed like a splendid idea. But in reality it turned out to be a very bad idea, as large parts can't be repaired or replaced. If a small crack develops, you have to throw away most or effectively all of the plane. Same with the Tesla gigapress-- it may save Tesla a few bucks, but it makes the car unrepairable. Tesla's are already ridiculously expensive to repair, this development pushes it right over the edge into absurdity.
that is the idea
With this logic, unibody cars shouldn't exist either. That came about to decrease manufacturing costs. The economics all work out at scale. Even if it's more costly to repair, when you only need to repair 1% of vehicles, the savings in manufacturing greatly outweigh it. Tesla is entering the insurance game too, so they are willing to own all the risks associated with this, not just pass this on to someone else.
The most expensive part of the car is the battery. In case of a hard accident, if the battery is not damaged, the will be able to replace the battery into a new cheap chassis
LOL it is not! If the cracks / imperfection happens at factory, they can simply melt and reuse back the alloy....
If it happens on the road due to accident, insurance likely will write it off. And customer buys a new car! It is good business. It is meant to be a mass produced car anyway, like yr fad fashion, ppl wear and throw. Eventually car is scrapped and materials reused again. But Tsla gets new sales from same consumer. Its pretty much like how Apple makes ppl buys new hp by slowing old hp down with "upgrades". The company has to stay afloat.
A single cast is stronger and safer in a crash anyway.
@@jimmykruspe Wrongo, Bub. The battery is only about $3,000. An average Tesla sells for $66,000. So the battery is only 7% of the price of the car. And in most countries it is illegal to sell as "new" a car with used parts. So it's not only illegal, it's uneconomical to throw away the chassis.
by the way it's been around for a very long time it's the automotive industry was too stupid to optimize things better Tesla was the first one to use their brains
the clamping force is withstanding the injection pressure TIMES the area of the mold cavity. Like an air cylinder with 100 PSI of input acting on the piston face of say, 5 square inches. 100 pounds force/1 square inch x 5 square inches = 500 pounds of force at the cylinder rod end. In the case of the press, you can equate the liquid aluminum as acting like compressed air and the die cavity face being the face of the piston in the air cylinder.
If the aluminum is being injected at 1,000 PSI and the projected cavity face say 1,200 square inches ( 20" x 60" ) then the force counteracting the clamping force is 1,200,000 pounds or 600 tons.
Great intro!
Tesla innovation is fascinating!
The idea of creating a Giga press is no doubt far different from the engineering of a Giga press, building the machines that build the machines is something of a dream, bringing a conceptual idea into reality takes some serious knowledge and expertise. Getting the machine right with so many technical components, such an expensive exercise. You have to be able to get it right or you will simply be financially ruined. Genius Piece of Equipment !
Big risk, big reward!
Lol……… machines have been building machines for decades! Wtf are you talking about!?
@@carholic-sz3qv After God turned the Nile to blood the Egyptian magicians turned a bucket of water to blood and said 'No big deal'
A 33% profit margin is gross. The Model Y went from $47K to $67K. WTF! I waited on the Model Y to get the V2 from Austin with diecast front and rear and 4680 batteries. Now it is priced out of my budget in spite of both diecast and 4680 reducing the manufacturing cost for Tesla. Customer rip off!
Sorry for you (really), but we cannot call it "rip off".
1) did the gross margin on a Model Y really substantially increase? What kind of improvements are included now? (double glass doors, improved suspensions, etc.)
2) as long as demand is so strong, they have to raise prices, Tesla is not a charity. However, they are happy to (and will) lower prices, once the market conditions are ready for it.
3) which components/materials got more expensive? For example in my company we have to use certain chips, which got 40'000% (!) more expensive over the last year and we cannot easily replace them...
If you've been following this channel long enough, you know that the gigafactories are huge investments which were described as "Money Furnaces" - burning huge sums of money to operate. Be sure that these gigapresses were not gifted to Tesla at zero cost. All of this innovation and mechanization has to be amortized over the next decade(s) and the price of Telsa vehicles will reflect that. Tesla has to make of a profit in order to achieve greater innovation and and stave off the increasing competition.
The prices will come down when inflation turn around in the next few years. Tesla is padding to make sure they stay in business. It will happen. Elon said it today on Twitter!!
Tesla doesn't have a significant profit stream from replacement parts which are fewer and they have said they don't see servicing as a profit center.
ICE manufacturers can trim their margins because they make money after the initial sale, the Phillips razor blade economic model.
A lack of downstream profits was the reason GM killed the EV1.
Tesla needs a bigger margin on the sale. Also Tesla has only just gone net lifetime profitable and came close to bankruptcy several times.
it is interesting but how is this modification affect the service for the car, for example if you get in a small accident and the front frame crackes what will be the fix for that, will you have to change the whole front end? that doesnt sound cheap, the advantages of stamped parts is that you can easy replace one small peace that was damaged and be on your way, so i get the fact that they want to cut cost and time for the production but on the other hand is geeting more expencive to fix
I think some of the items that Tesla will need to consider casting is segment castings of the one piece cast so that repairs to teslas can be performed by alloy welders to replace the damaged portion from accidents which may be cheaper than removing and replacing the entire cast or writing the complete car off depending on which system of repair works out cheapest, it may bring down the high insurance costs. But it may devalue the car . Probably something they’ve already considered. I do think as time goes by that Tesla will make full size die cast cars similar to a toy MATCHBOX CAR.
3:04 Mario Andretti was an American racing driver.
At the 10 min 46 sec mark your quote of Tesla’s profit gain with the gigapress has a numerical error. I think you meant $5.4 billion, not million. Good summary of how the gigapress works.
Tesla thinks outside the box that GM is trapped in. Great Video!
great idea but how do you repair a damaged rear or front ??
Thanks dear
Appreciate your thorough knowledge 🌸🌹
That's a cute little press. After WW2 the U.S. built a 50,000 ton forging press. It currently resides at Howmet Aerospace's Cleveland Operations, where it stamps out parts for U.S. fighter planes. It was completely rebuilt a few years ago.
Most of the people in this comment section are impressed by this littlething 😄
Watching the 50k run is very cool for an engineer. I had a little part in the rebuild- I installed the 50K press' fume exhaust. My boss ran the rebuild project. That little press at tesla is about the size of two presses I have rebuilt... the 4000ton Ajax and the 3001 rd wood press.
And by the way, the us built two 50k ton presses and two 35k ton presses in the 50's. All gour still in operation.
Typo...all four still in operation.
It amazes me how nothing warps or crinkles. Ive done molds before and the edges always fold over. How did they fix that issue.... wow
Daang! That gigapress should scale space building. It can build cities to space and can do fast.👍