Waffer Technology recently held a grand inauguration ceremony for the opening of the Waffer R&D Centre for Lightweight Materials and the Thixomolding Magnesium Alloy Application Centre. The event also marked the introduction of the world’s first and largest 7 000 ton dual barrel Thixomolding machine.
The centre is a joint venture with Haitian Die Casting and the Magnesium Alloy Engineering Research Centre of Chongqing University. Five magnesium injection moulding (thixomolding) islands of different sizes, all made by Haitian, were installed at the Waffer R&D centre.
The Haitian HMG 7000 has a clamping force of 70 000kN, is equipped with two Ф180mm screws, has an injection weight exceeding 38kg, and is equipped with a millisecond-level closed-loop injection control system. The dual screw can inject the semi solid metal in both synchronous or asynchronous configurations.
Waffer said: “This advancement will drive the development and manufacturing of large, integrated structural components, such as vehicle body, frames and inner door panel brackets, significantly elevating the application potential of lightweight materials to unprecedented levels.”
The new R&D Centre is affiliated with the Automotive Components R&D Branch of Waffer Technology (Maanshan) Limited, situated in Dangtu County, Maanshan City, Eastern China. It has been officially approved by local authorities as a research and development hub for new lightweight material applications in vehicles, including the establishment of a postdoctoral fellowship workshop.
This new 7 000 ton magnesium thixomolding machine is not the first, nor will it be the last, of the “Giga sized” machines for semi solid forming of magnesium alloys. The arrival of the HMG7000U breaks a key bottleneck in large magnesium alloy forming. It supports semi-solid moulding of large integrated parts such as vehicle frames and door inner panels, helping shift magnesium alloys from small components to mainstream large structural applications.
While Tesla did not invent large-scale die casting, the carmaker deserves credit for popularising the concept and pushing it to unprecedented scales. The transformation is starkest when examining Tesla’s own evolution: The Model 3’s rear structure comprises 171 separate metal pieces, whilst the Model Y achieves the same structural integrity with merely two megacast components. This dramatic simplification eliminates approximately 1 600 welds – a reduction that speaks to both the elegance and audacity of the approach.
Chinese electric vehicle manufacturers NIO and XPeng have commissioned 12 000 ton machines from Tesla-supplier IDRA, whilst established automotive powers are taking notice. It may be worth mentioning that IDRA is one of China’s top five manufacturers of injection moulding machines.
Volvo, Nissan, Ford, Toyota and Hyundai are among automakers either using or planning to use megacasting in their production operations. Volvo Cars represents perhaps the most significant Western adoption beyond Tesla.
The first Volvo car to use megacasting as part of its production is expected to be the all-electric Volvo EX60. The cast parts will be for the rear chassis section, made from a single aluminium casting and is expected to confer 15 to 20% section weight reduction. The EX60 makes its debut in January 2026.
