Hyundai Motor and Kia say they’re expanding “design freedom” beyond the constraints of conventional manufacturing via “a commitment to engineering excellence,” in part through industrial 3D printing.
“Engineers are utilizing advanced industrial 3D printing to compress development timelines and print complex components from digital blueprints,” the release states. “For decades, automotive design has been constrained by the limits of the factory floor. If a part could not be injection-molded, die-cast, or carved from raw materials, it simply could not be built. Engineers had to compromise on components’ weight, geometry, and performance to fit existing equipment and processes, as developing custom molds and machines would be too time-consuming and costly.”
But the automakers say that the AMSC at Hyundai Motor and Kia’s Namyang Research and Development (R&D) Center “flips this paradigm.”
This is because components move from digital design to “fabricated reality” through advanced additive manufacturing technologies including laser-melted metals to powder-sintered polymers, with reduced tooling requirements and greater material flexibility, according to the release.
“Engineers can design for optimal weight and performance and manufacture complex geometries that are difficult to achieve through conventional methods,” the release states. “Traditional manufacturing relies on molds, dies, and subtractive processes — shaping material by removing excess. This approach limits design flexibility, extends development timelines, and generates material waste.
“In contrast, additive manufacturing (3D printing) involves precisely layering material to build the exact geometry specified in digital designs. For vehicle development, this enables rapid prototyping as well as complex geometries and weight optimization that are difficult to achieve through traditional methods.”
A sample metal component after partial CNC machining, demonstrating post-processing of an additively manufactured part. (Provided by Hyundai/Kia)
Hyundai and Kia state that the AMSC operates a range of additive manufacturing technologies tailored to different materials, geometries, and performance requirements.
“Depending on the application, engineers can utilize both polymer- and metal-based manufacturing processes to achieve production-grade performance and precision,” the release states. “For polymer applications, the center employs Vat Photopolymerization technologies, including Digital Light Processing (DLP), which uses ultraviolet light to cure entire layers of resin simultaneously, and Stereolithography Apparatus (SLA), which traces intricate geometries with precision-guided lasers. These technologies are particularly well suited for highly detailed components used in design validation, prototype development, and other applications requiring fine dimensional accuracy.”
It adds that the AMSC also operates Polymer Powder Bed Fusion (Polymer PBF) systems. Powdered polymer materials are fused layer by layer, bypassing the need for support structures and minimizing material waste and post-processing requirements, according to the release.
“After vapor-smoothing treatment, components can achieve surface finishes comparable to injection-molded parts, making the technology suitable for high-quality customized and development components,” the release states.
“For metal applications, Metal Powder Bed Fusion (Metal PBF) systems use high-energy lasers to melt metal powders into highly complex geometries. The process provides the dimensional accuracy and mechanical performance required for advanced vehicle components while enabling designs that would be difficult to achieve through casting, stamping, or machining.”
Another methodology is Directed Energy Deposition (DED), which is used for larger-scale metal components. A use example is DED-Wire Arc Additive Manufacturing (DED-WAAM) — welding-arc technology deposits metal layer by layer and is compatible with steel, stainless steel, aluminum, and titanium.
A DED-WAAM system fabricates a metal component by depositing material layer by layer. (Provided by Hyundai/Kia)
“The process is particularly effective for producing large structural components that would be difficult to manufacture as a single piece using conventional methods,” the release states.
“Beyond operating advanced equipment, the AMSC is advancing Design for Additive Manufacturing (DfAM) capabilities. Engineers optimize components specifically for additive production, enabling part consolidation, advanced lattice structures and lightweight geometries that improve efficiency while maintaining strength.”
Hyundai and Kia state that every fabricated component undergoes rigorous validation in the Quality Inspection Cell, where dimensional measurements, tensile strength, bending stiffness, and impact resistance are evaluated against production-equivalent standards.
“In-house material verification and metallurgical analysis further help ensure that additive-manufactured parts meet the same quality expectations as conventionally produced components,” the release states. “Additive manufacturing supports a growing range of applications across Hyundai Motor and Kia, from vehicle development and heritage restoration to motorsports and manufacturing operations.”
The release adds that for vehicle development, the technology enables rapid production of prototypes, development components, manufacturing jigs and fixtures, and service parts for discontinued vehicles or emergency replacement needs where conventional tooling would be impractical or time-consuming.
“As Hyundai Motor and Kia’s additive manufacturing hub, the AMSC will anchor the Group’s manufacturing competitiveness for years to come,” the release states. “The center’s integrated capabilities — spanning design, production, post-processing and validation — position it as a key hub for expanding additive manufacturing across Hyundai Motor Group.”
“We are rapidly internalizing additive manufacturing technologies through a growing range of applications across the group,” said Hanwoo On, senior manager of the additive manufacturing solutions team, in the release. Beyond vehicle components, we are expanding their use in high-value applications such as equipment consumables and manufacturing tools.”
The release adds that as modern cars shift toward software-defined vehicles (SDVs), “hardware is only half the battle.”
The release states that the final part of the series will provide an inside look at the NOVA Lab, where engineers test and validate a vehicle’s electrical architecture before a physical prototype hits the track.
Source : Hyundai
