Chemistry and Light Vehicles

Economics & Statistics Department

American Chemistry Council

August 2012
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Executive Summary

The $142 billion light vehicle industry represents an important sector of the US economy and a large 

end-use customer market for chemistry. In 2011, the 10.57 million light vehicles assembled in the 

United States and Canada required some $38.4 billion in chemistry (chemical products and chemical 

processing), or $3,636 of chemistry in every vehicle. This is up significantly from $2,444 in 2006 and 

$1,740 in 2001. 

The latest data indicate that the average weight of North American light vehicles continues to rise. The 

use of plastics and composites in light vehicles continues to rise as well, reaching 377 pounds per 

vehicle in 2011. In addition to plastics and composites, the typical light vehicle also utilizes 222 pounds 

of rubber and 48 pounds of man-made fibers. The latter are primarily synthetic fibers. The typical 

North American light vehicle also featured 34 pounds of coatings (dry weight) in 2011.

This year’s report on Chemistry and Light Vehicles includes an analysis of the energy savings arising 

from the use of chemistry in light vehicles. The products of the business of chemistry (plastic resins, 

catalysts, etc.) to a very large degree help the light vehicle industry and consumers save energy and 

ultimately reduce greenhouse gas emissions. Chemistry has played a leading role in improving fuel 

efficiency. For example, the average fuel efficiency (as measured in miles per gallon, or MPG) for model 

2011 vehicles was 22.8 MPG1. If it weren’t for chemistry -- in particular, the use of plastics resins and 

composites in light-weighting – average fuel efficiency would be much lower perhaps as low as only 

16.2 MPG. 

The use of gasoline by light vehicles amounted to 15.62 quadrillion British thermal units (BTUs), or 

15.62 quads in 2011. The energy savings of 2.26 to 4.40 quads is the equivalent of 1.1-2.1 million 

barrels of oil per day. In other words, in absence of the benefits of chemistry, energy consumption by 

light vehicles would be 14.4%-28.2% above their current levels. Most of the energy savings arose from 

weight reduction and improved fuel efficiency from light-weighting efforts. Other areas where 

chemistry has improved fuel efficiency include better performing oil and fuel additives, advanced 

catalysis, and greater rolling resistance through advances in elastomer chemistry among other 

applications. 

 

1

Source: Environmental Protection Agency 
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Introduction

This report presents the latest results of an assessment of the chemistry and other materials make-up 

of light vehicles, a major end-use customer for American chemistry. With 10.57 million light vehicles 

assembled in the United States and Canada during 2011, this important market represents the 

equivalent of some $38.4 billion in chemistry. This chemistry value is up from $30.7 billion in 2011

when 9.68 million units were assembled and from the depths of the recession in 2009, when 6.94 

million units were assembled and the associated chemistry value was $20.7 billion. Chemistry value 

last peaked at $34.8 billion in 2007 (when 13.08 million units were assembled).

This report also features an assessment of how chemistry plays a role in fostering energy efficiency in 

light vehicles. These energy savings are quantified and presented herein. 

Chemistry and Light Vehicles

The light vehicle industry represents a large share of the US economy, totaling more than $142 billion 

in shipments (at the manufacturer’s level) in 2011 and employing over 630,000 workers. The light 

vehicle industry continues to be an important customer for most manufacturing industries, including 

the chemical industry. This relationship is particularly strong in basic and specialty chemicals because 

every light vehicle produced in the United States and Canada contains $3,636 of chemistry (chemical 

products and chemical processing). The chemistry value per vehicle has grown considerably. It’s up 

14.6% from $3,174 per vehicle in 2011 and has grown 109.0% since 2001 when it was $1,740 per 

vehicle. Included in the chemistry value, for example, are antifreeze and other fluids, catalysts, plastic 

dash-boards and other components, rubber tires and hoses, upholstery fibers, coatings and adhesives. 

Virtually every component of a light vehicle, from the front bumper to the rear tail-lights features 

some chemistry.

Figure 1

Average Value of Direct Chemistry Content of North American Light Vehicles in 2011 ($/vehicle)

$0 $100 $200 $300 $400 $500 $600

Adhesives & Sealants

Carbon Black

Catalysts

Coatings

Man-Made Fibers

Plastic Resins

Plastic Additives

Plastics Compounding

Rubber Processing Chemicals

Synthetic Fluids & Additives

Synthetic Rubber
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The average values of direct chemistry content in North American light vehicles in 2011 for a variety of 

segments of the business of chemistry are presented in Figure 1 (measured in dollars per vehicle). Only 

the direct chemistry value of materials is presented (the chemistry value from processing and other 

indirect chemistry is not displayed).

Table 1

Average Value of Chemistry Content of North American Light Vehicles ($/vehicle)

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Adhesives & Sealants $53 $55 $58 $62 $65 $71 $74 $78 $82 $84 $90

Carbon Black 24 26 27 34 41 50 53 74 89 102 107

Catalysts 103 104 108 111 100 128 132 138 140 148 164

Coatings 117 110 104 123 130 131 140 143 163 168 177

Man-Made Fibers 73 75 78 92 95 98 95 100 103 102 97

Plastic Resins 226 232 248 287 312 335 355 395 381 428 495

Plastic Additives 17 17 17 18 17 18 20 22 21 23 27

Plastics Compounding 36 37 39 40 39 43 48 53 51 57 67

Rubber Processing Chemicals 14 15 15 16 18 21 22 27 28 31 42

Synthetic Fluids & Additives 56 62 67 69 79 99 108 136 135 139 168

Synthetic Rubber 176 169 185 204 235 264 280 336 349 395 530

 Materials $896 $901 $947 $1,057 $1,131 $1,260 $1,327 $1,502 $1,541 $1,676 $1,964

 Processing/Other Chemistry $844 $813 $886 $945 $1,088 $1,184 $1,336 $1,471 $1,443 $1,498 $1,672

Total Chemistry Content $1,740 $1,714 $1,833 $2,002 $2,219 $2,444 $2,663 $2,973 $2,984 $3,174 $3,636

The direct chemistry value during 2011 averaged $1,964 per vehicle, 54% of the total chemistry value. 

Details on chemistry used are presented in Table 1. The remaining 46% (or $1,672 per vehicle) was 

from processing and other indirect chemistry (for example, glass manufacture uses soda ash and other 

processing chemicals).

Materials and Light Vehicles

The light vehicle industry is an important customer for a number of metal and other materials 

manufacturing industries. For plastics and composites in particular there is significant competition with 

other materials, especially aluminum and steel.

In 2011, average vehicle weight increased by 0.3% (14 pounds) to 4,072 pounds. Average vehicle 

weight has risen for the past two years following two years of declines. In 1990, average vehicle weight 

was 3,425 pounds. In 2000, the average vehicle weight was 3,919 pounds. The rising popularity of SUVs 

was a contributing factor in rising vehicle weight during the 1990s and for most of the last decade. 

Higher gasoline prices in 2008, however, prompted a reversal of this trend, and in 2009 the average 

vehicle weight was at its lowest since 1999. An economic recovery and renewed popularity of larger 

vehicles fostered the 2010 and 2011 increases in weight.
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Table 2

Average Materials Content of North American Light Vehicles (pound/vehicle)

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Average Weight 

(pounds/vehicle)

3,914 3,934 3,965 4,041 4,040 4,068 4,097 4,033 3,922 4,058 4,072

Regular Steel 1,652 1,649 1,646 1,650 1,634 1,622 1,644 1,627 1,501 1,542 1,458

High- & Medium-Strength 

Steel

424 443 460 479 491 502 518 523 524 559 608

Stainless Steel 63 64 65 70 71 73 75 75 69 73 73

Other Steels 28 30 32 34 35 34 34 33 31 33 32

Iron Castings 384 355 336 331 328 331 322 253 206 240 275

Aluminum 279 289 299 311 316 323 319 316 324 344 355

Magnesium 10 9 10 10 10 10 10 11 11 11 12

Copper and Brass 66 69 70 71 71 67 66 64 65 65 67

Lead 37 35 35 37 38 39 41 44 42 41 41

Zinc Castings 11 10 10 10 10 10 9 9 9 9 9

Powder Metal 38 39 41 43 42 42 43 43 41 41 41

Other Metals 4 4 4 5 4 5 5 5 5 5 5

Plastics/Composites 298 307 319 338 334 341 338 347 369 371 377

Rubber 163 168 169 172 179 187 188 200 235 228 222

Coatings 26 26 25 28 27 29 29 30 34 34 34

Textiles 45 45 46 51 49 47 46 48 57 56 48

Fluids and Lubricants 208 209 210 210 210 211 215 214 217 219 223

Glass 104 104 105 105 104 105 103 99 93 95 98

Other 75 79 83 86 87 89 92 91 90 92 94

As a Percent of Total Weight 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

Regular Steel 42.2% 41.9% 41.5% 40.8% 40.4% 39.9% 40.1% 40.3% 38.3% 38.0% 35.8%

High- & Medium-Strength 

Steel

10.8% 11.3% 11.6% 11.9% 12.2% 12.3% 12.6% 13.0% 13.4% 13.8% 14.9%

Stainless Steel 1.6% 1.6% 1.6% 1.7% 1.8% 1.8% 1.8% 1.9% 1.8% 1.8% 1.8%

Other Steels 0.7% 0.8% 0.8% 0.8% 0.9% 0.8% 0.8% 0.8% 0.8% 0.8% 0.8%

Iron Castings 9.8% 9.0% 8.5% 8.2% 8.1% 8.1% 7.9% 6.3% 5.3% 5.9% 6.8%

Aluminum 7.1% 7.3% 7.5% 7.7% 7.8% 7.9% 7.8% 7.8% 8.3% 8.5% 8.7%

Magnesium 0.2% 0.2% 0.2% 0.3% 0.3% 0.3% 0.3% 0.3% 0.3% 0.3% 0.3%

Copper and Brass 1.7% 1.7% 1.8% 1.8% 1.8% 1.6% 1.6% 1.6% 1.6% 1.6% 1.6%

Lead 0.9% 0.9% 0.9% 0.9% 0.9% 1.0% 1.0% 1.1% 1.1% 1.0% 1.0%

Zinc Castings 0.3% 0.3% 0.3% 0.2% 0.2% 0.2% 0.2% 0.2% 0.2% 0.2% 0.2%

Powder Metal 1.0% 1.0% 1.0% 1.1% 1.0% 1.0% 1.0% 1.1% 1.0% 1.0% 1.0%

Other Metals 0.1% 0.1% 0.1% 0.1% 0.1% 0.1% 0.1% 0.1% 0.1% 0.1% 0.1%

Plastics/Composites 7.6% 7.8% 8.0% 8.4% 8.3% 8.4% 8.2% 8.6% 9.4% 9.2% 9.2%

Rubber 4.2% 4.3% 4.3% 4.3% 4.4% 4.6% 4.6% 5.0% 6.0% 5.6% 5.5%

Coatings 0.7% 0.7% 0.6% 0.7% 0.7% 0.7% 0.7% 0.7% 0.9% 0.8% 0.8%

Textiles 1.1% 1.2% 1.2% 1.3% 1.2% 1.2% 1.1% 1.2% 1.5% 1.4% 1.2%

Fluids and Lubricants 5.3% 5.3% 5.3% 5.2% 5.2% 5.2% 5.2% 5.3% 5.5% 5.4% 5.5%

Glass 2.7% 2.6% 2.6% 2.6% 2.6% 2.6% 2.5% 2.5% 2.4% 2.3% 2.4%

Other 1.9% 2.0% 2.1% 2.1% 2.2% 2.2% 2.2% 2.3% 2.3% 2.3% 2.3%
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The performance of vehicles has improved significantly over the years. According to EPA data, for 

example, the average horsepower (HP) of model 2011 vehicles was 228 HP, compared to 181 HP in 

2000 and 135 HP in 1990. Top speed now averages about 140 miles per hour (MPH) compared to 129 

MPH in 2000 and only 117 MPH in 1990.

Regular steel and high- and medium-strength steel are the dominant materials in light vehicles. 

Combined, this steel accounts for nearly 51% of vehicle weight. High- and medium-strength steel have 

been gaining share away from regular steel. Other steel and iron castings have generally lost share. 

Combined, all iron and steel accounted for over 60% of average vehicle weight, down from 65% in 

2000 and 70% in 1990.

Over the last several decades, lightweight materials have gained share away from iron and steel. For 

example, aluminum gained share in 2011, rising 3.2% (or 11 pounds) to 355 pounds per vehicle. 

Aluminum use represented 8.7% of average vehicle weight, up from 6.9% in 2000 and 4.7% in 1990. 

Other lightweight materials such as magnesium and plastics and composites have also gained market 

share away from iron castings, steel, lead, and other heavier materials. Details on materials used are 

presented in Table 2. Additional metals include copper and brass, lead, and zinc, and others in both 

powder and solid form. Glass, rubber, coatings, textiles, fluids and lubricants, and other materials 

round out the composition of a typical light vehicle.

Plastics and Light Vehicles

Light vehicles represent an important market for plastic resins and composites, one that has grown 

significantly during the last five decades. The average light vehicle now contains 377 pounds of plastics 

and composites, 9.2% of the total weight. This is up from 286 pounds in 2000 and 194 pounds in 1990. 

In 1960, less than 20 pounds were used.

Composites are any combination of polymer matrix and fibrous reinforcement. Glass, carbon, aramid, 

and other fibers provide strength and stiffness while the polymer matrix (or resin) of polyester, 

polyurethane, epoxy, polypropylene, nylon, or other resin protects and transfers loads between fibers. 

This creates a material with attributes superior to polymer or fiber alone.

Figure 2

Long-Term Trends in Light Vehicle Plastics/Composites Use (pounds/vehicle)

0

100

200

300

400

1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010
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Plastic resins and composites have been essential to a wide range of safety and performance 

breakthroughs in today’s cars, minivans, pickups and SUVs. Today’s plastics typically make up 50% of 

the volume of a new light vehicle but less than 10% of its weight, which helps make cars lighter and 

more fuel efficient, resulting in lower greenhouse gas emissions. Tough, modern plastics also help 

improve passenger safety and automotive designers rely on the versatility of plastics when designing 

today’s vehicles.

 Automotive Body Exterior - Plastics and composites have revolutionized the design of body 

exteriors. From bumpers to door panels, light weight plastic provides vehicles with better gas 

mileage and allows designers and engineers the freedom to create innovative concepts that 

otherwise would be impossible. In the past, metals were synonymous with auto body exterior 

design and manufacturing. However, they are susceptible to dents, dings, stone chips and 

corrosion. They are also heavier and more expensive than plastics. Specifying plastics and 

composites for automotive body exterior panels and parts allows manufacturers to adopt 

modular assembly practices, lower production costs, improve energy management, achieve 

better dent resistance, and use advanced styling techniques for sleeker, more aerodynamic 

exteriors.

 Automotive Interior - The elements of automotive interior design -- comfort, noise level, 

aesthetic appeal, ergonomic layout, and durability -- have a great effect on a consumer's 

purchasing decision. Plastic automotive interior parts address all of these aspects, and more, in 

a remarkably effective and efficient manner.

 Automotive Safety - The versatility of plastics allows design options that reduce vehicle weight 

while producing safer vehicles. Included are composite drive shafts that increase torque and 

help prevent injuries, plastic composite structures in the front end of a vehicle that reduce 

vehicle weight without compromising safety, and plastic components in crumple zones that 

help absorb energy while lowering vehicle weight. Plastics are also used in door modules 

maintain or improve side impact safety, plastic layers in automotive safety glass prevent 

passenger injuries, and plastic foams can add strength to automotive body cavities and increase 

occupant safety in vehicles.

 Automotive Electrical Systems – Over the last 20 years, the electrical systems of light vehicles

have undergone a major revolution. Automotive electrical and electronic system components 

are now more numerous and important with computer chips regulating and monitoring ABS 

brakes, fuel injection, and oxygen sensors, GPS navigation equipment, obstacle sensors, stateof-the-art audio systems, and other systems. Plastics make possible the inclusion, operation, 

interconnection and housing of sockets, switches, connectors, circuit boards, wiring and cable, 

and other electrical and electronic devices. 
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 Automotive Chassis - A chassis is the supporting frame of a light vehicle. It gives the vehicle 

strength and rigidity, and helps increase crash-resistance through energy absorption. The 

chassis is especially important in ensuring low levels of noise, vibration and harshness (NVH) 

throughout the vehicle. Not only does a reduction in NVH allow for a more pleasant driving 

experience, but by putting less stress on connecting components it can help increase the life 

span of these components. The key determinant permitting reduced levels of NVH is energy 

absorption. As a result, passenger protection can be enhanced in the event of a collision. 

Plastics are making inroads into the chassis market. Innovations in plastic technology have 

brought about the development of successful chassis applications and structure, support and 

suspension performance that would not be possible using any other family of materials.

 Automotive Powertrains - The powertrain is one of a light vehicle’s most complicated parts. 

The term "powertrain" refers to the system of bearings, shafts, and gears that transmit the 

engine's power to the axle. Plastics help reduce the number of parts needed to assemble these 

complex components. Plastics also help reduce vehicle weight, which helps lower assembly 

costs while increasing fuel efficiency. 

 Automotive Fuel Systems - For automotive fuel system components, plastics have several 

advantages that enable it to outperform metals. Plastic frees engineers from the design 

constraints that metal imposes. Plastic's light weight makes vehicles more fuel-efficient and 

from a safety standpoint, rupture-resistant plastics with high impact strength are helping keep 

automotive fuel tanks and related delivery systems leak-proof, corrosion-resistant, and reliable. 

 Automotive Engine Components - Many of today's automotive engine components are plastic. 

From air-intake manifolds and systems to cooling systems to valve covers and other engine 

parts, plastic helps make engine systems easier to design, easier to assemble, and lighter in 

weight. Plastics' versatility has revolutionized automotive engine component design. 

The automotive market is an important market for plastic resins such as polypropylene, polyurethane, 

nylon, other engineering polymers, and thermoplastic polyesters. Light vehicle applications account for 

over 30% of the demand for each resin. Other resins include ABS and polyvinyl butyral. For the latter 

resin which is used in safety glass, the automotive market accounts for over 85% of total demand. 

Engineering polymers such as nylon, polycarbonate and others are supplanting metals in many 

applications. Typical plastics and composite applications include exterior panels, trim, and bumper 

fascia, as well as interior trim panels, window encapsulation, headlamp housings, manifolds and valve 

covers, electronic/electric parts and components, wiring harnesses, steering wheels, insulation, 

dampening and deadeners, upholstery, mechanical parts and components, safety glass, and myriad 

other uses.

Average plastics and composites per vehicle use rose six pounds (1.6%) to 377 pounds in 2011, and 

plastics and composites maintained its share of the total vehicle weight. Over 15 major resins find 
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significant use in light vehicles. Details on resin use are presented in Tables 3 and 4. Major polymers 

used in light vehicles include 90 pounds of polypropylene (PP), 58 pounds of polyurethanes, 46 pounds 

of nylon, 30 pounds of polyvinyl chloride (PVC), 24 pounds of acrylonitrile-butadiene-styrene (ABS), 20

pounds of polycarbonate resins and 18 pounds of polyethylene resins. Among the resins gaining share 

during 2011 were polypropylene, nylon, polycarbonate resins, and other engineering resins.

Figure 3

Average Plastics/Composites Use in Light Vehicles in 2011 (pounds/vehicle)

0 10 20 30 40 50 60 70 80 90 100

Polypropylene

Polyurethanes

Nylon

Polyvinyl Chloride

ABS

Polyethylenes

Polycarbonate

Other Engineering Resins

Polyvinyl Butyral

Other
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Table 3

Average Large Volume Plastics Content of North American Light Vehicles (pounds per vehicle)

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Total Plastic/Composites

(pounds/vehicle)

298 307 319 338 334 341 338 347 369 371 377

Polypropylene 66 72 78 79 77 81 80 79 83 88 90

Polyurethanes 58 57 60 64 64 59 56 57 59 58 58

Nylon 37 38 39 43 42 41 42 42 44 44 46

Polyvinyl Chloride 23 23 23 25 23 27 28 29 30 31 30

ABS 22 26 25 26 25 23 22 24 28 24 24

Polyethylenes 13 12 12 14 13 14 15 17 19 18 18

Polycarbonate 12 11 12 14 14 15 15 18 19 21 20

Other Engineering Resins 33 33 36 38 38 42 42 42 45 46 48

Polyvinyl Butyral 6 6 6 7 7 7 7 7 7 7 7

Other 29 27 28 30 31 31 30 33 34 34 35

Total Plastic/Composites 

(pounds/vehicle)

100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0%

Polypropylene 22.1% 23.6% 24.4% 23.3% 23.1% 23.9% 23.7% 22.7% 22.5% 23.8% 23.9%

Polyurethanes 19.3% 18.6% 18.7% 18.9% 19.1% 17.3% 16.7% 16.3% 16.0% 15.7% 15.4%

Nylon 12.4% 12.5% 12.3% 12.7% 12.7% 12.1% 12.4% 12.1% 11.9% 12.0% 12.2%

Polyvinyl Chloride 7.9% 7.6% 7.2% 7.3% 7.0% 8.1% 8.2% 8.3% 8.0% 8.3% 7.9%

ABS 7.4% 8.6% 7.9% 7.8% 7.6% 6.9% 6.5% 6.8% 7.6% 6.4% 6.4%

Polyethylenes 4.4% 4.0% 3.7% 4.0% 3.8% 4.0% 4.4% 4.9% 5.0% 4.8% 4.8%

Polycarbonate 3.9% 3.7% 3.9% 4.1% 4.3% 4.3% 4.5% 5.2% 5.3% 5.6% 5.4%

Other Engineering Resins 10.9% 10.7% 11.2% 11.2% 11.3% 12.2% 12.3% 12.1% 12.3% 12.5% 12.8%

Polyvinyl Butyral 2.1% 1.9% 1.9% 1.9% 2.0% 2.1% 2.2% 2.2% 2.0% 1.9% 1.9%

Other 9.8% 8.9% 8.7% 8.8% 9.1% 9.2% 9.0% 9.4% 9.3% 9.1% 9.3%

Note: Polypropylene is also used in thermoplastics polyolefin elastomers (TPO) as well but its use in that area is reported 

separately under rubber in Table 2. 

Over the last two decades, other engineering resins such as polyacetal, polyphenylene ether (PPE), and 

thermoplastic polyester engineering resins have supplanted metals in a number of applications. 

Average use of these resins reached 48 pounds in 2011, up from 31 pounds in 2000 and 19 pounds in 

1990. Polycarbonate and nylon are also classified as engineering resins (as are some ABS grades) and if 

polycarbonate and nylon resins were included, total engineering resin consumption would be 114 

pounds. An average of seven pounds are polyvinyl butyral are used. Additional resins such as acrylics, 

phenolics, unsaturated polyester, and others account for the remaining 35 pounds.
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Table 4

Average Engineering & Other Plastics Content of North American Light Vehicles (pounds per vehicle)

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011

Other Engineering Resins 33 33 36 38 38 42 42 42 45 46 48

 Polyacetal 6 6 5 6 6 6 6 7 7 7 8

 Polyphenylene Ether (PPE) 10 10 10 10 11 13 13 14 12 13 14

 Thermoplastic Polyester 

 Engineering Resins

15 16 19 20 19 20 20 19 23 23 24

 All Other Engineering Resins 1 1 2 2 2 2 2 3 3 3 3

Total Plastic/Composites 

(pounds/vehicle)

29 27 28 30 31 31 30 33 34 34 35

 Acrylics 4 4 5 5 5 5 5 5 5 4 4

 Phenolics 10 9 9 9 9 10 10 11 11 13 13

 Unsaturated Polyester 13 12 11 13 14 14 13 13 15 13 13

 All Other Resins 2 2 2 3 3 3 3 4 5 4 4

Additional opportunities to reduce weight with plastics and composites are possible. These include: 1) 

reducing the weight of existing plastic and composite parts with the use of low density additives, 

nanoparticles, and alternate fibers; and 2) converting more metal parts to plastics and composites. As a 

result, the light vehicle market presents significant opportunities for further diffusion of plastics and 

composites in the future.

Other Chemical Products and Light Vehicles

A variety of other products of chemistry are used in the manufacture of light vehicles. Most chemistry 

is used in processing and other indirect chemistry (e.g., soda ash in glass manufacture) but also over 

300 pounds of rubber, textiles and coatings are used as well. 

The typical light vehicle utilizes 222 pounds of rubber, mainly in tires but also in non-tire applications 

such as belts and hoses, and other components. Natural rubber is used but by far the most widely used 

rubber is styrene-butadiene rubber (SBR) which is used in tire and a variety of non-tire applications. 

Common uses include radiator and heater hoses, various body and chassis parts, bumpers, weatherstripping, door and window seals, mats, grommets, tubes, fan belts and various molded and extruded 

goods. Thermoplastic polyolefin elastomers (TPO) are another widely used elastomer. Applications

include a wide variety of exterior, interior and under-the-hood and chassis applications. Combined, 

natural rubber, SBR and TPO elastomers account for three-fourths of overall rubber consumption. 

Other elastomers include butyl rubber, chlorinated polyethylene, chlorosulfonated polyethylene, 

copolyester-ether, ethylene-propylene, nitrile, polybutadiene, polychloroprene (neoprene), 

polyisopree, polyurethane, silicone, styrenic thermoplastics and other elastomers. 

The typical light vehicle utilizes 48 pounds of man-made fibers, primarily synthetic fibers. Very few 

natural fibers are used and rayon and melamine fiber use has largely disappeared. Most notable 

synthetic fibers are traditional woven fibers of nylon and polyester but also non-woven fabrics of 

polypropylene and polyester used in various facings, backings, liners, acoustic panels, reinforcements 
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and panels, and automotive filters. In recent years, traditional textiles are being supplanted by 

polyurethanes. 

The typical North American light vehicle also featured 34 pounds of coatings (dry weight) in 2011. In 

automotive applications, coatings enhance value by making the vehicle attractive and protecting it. 

Without coatings, vehicles would quickly rust, be dull in appearance, and have a very short service life.

Light vehicle applications include topcoats, primers and coatings for underbody components and 

include solvent-borne, water-borne and powder coatings. Powder coatings are based mainly on epoxy 

and polyester resins, which upon heating react with curing agents to form very durable coatings that 

emit virtually zero VOCs (volatile organic compounds). These have gained in use relative to traditional 

solvent-borne coatings in recent decades. Coatings use has declined in recent years because of 

reduced waste generation during application, thinner coatings, and the switch to higher solids 

coatings.

In addition to these materials, chemistry also plays a role in the 223 pounds of fluids and lubricants 

that a typical light vehicle contains. These include engine oil lubricants, transmissions fluids, windshield 

wiper fluids, refrigerants for air conditioners, and other products. All of these contain chemical 

additives to enhance performance while others such as fluorocarbon refrigerants are products of 

chemistry. In engine oil lubricants, synthetic lubricants are gaining market share away from traditional 

petroleum products. 

Energy Savings, Chemistry and Light Vehicles

The products of the business of chemistry (plastic resins, catalysts, etc.) to a very large degree help the 

light vehicle industry and consumers save energy and ultimately reduce greenhouse gas emissions. 

Chemistry has played a leading role in improving fuel efficiency. According to the EPA, for example, the 

average fuel efficiency (as measured in miles per gallon, or MPG) for model 2011 vehicles was 22.8

MPG, compared to 19.8 MPG in 2000 and 21.2 MPG in 1990. Rising popularity of SUVs and light-duty 

trucks was one factor behind this declining average fuel efficiency. However, if it weren’t for chemistry 

-- in particular, the use of plastics resins/composites in light-weighting – average fuel efficiency would 

be much lower. Fuel efficiency in the absence of chemistry could be as low as 16.2 MPG.

According to the latest EIA Annual Energy Outlook, the use of gasoline by light vehicles amounted to 

15.62 quadrillion British thermal units (BTUs), or 15.62 quads in 2011. The use of chemistry products in 

various energy-saving applications in light vehicles saved between 2.26-4.40 quads of energy in 2011. 

Most of these savings arise from weight reduction and improved fuel efficiency from light-weighting 

efforts. Other areas improving fuel efficiency include better performing oil and fuel additives, advanced 

catalysis, and greater rolling resistance through advances in elastomer chemistry among other 

applications. In other words, without the benefits of chemistry, energy consumption by light vehicles 

would be 14.4% to 28.2% above current levels. The energy savings of 2.26-4.40 quads is the equivalent 

of 1.1 million to 2.1 million barrels of oil per day. 
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Table 5

2011 Energy Savings from Chemistry by Area of Applications

Fuel Use

(trillion BTUs)

MPG 

Equivalent 

Low High Low High

Plastics Light-Weighting 1,494 2,611 3.0 3.9

Fuel Additives 264 310 0.4 0.5

Oil Additives 303 885 0.4 1.3

Improved Catalytic Converters 109 435 0.2 0.6

Lower Roll Resistance & Other 

 Rubber Technology

40 96 0.1 0.1

Other 49 61 0.1 0.1

 Total 2,258 4,398 3.3 6.6

Light-Weighting - The use of plastics and composites in light vehicles has been rising steadily for nearly 

40 years. Polymers not only reduce costs and allow for more appealing and function design, they also 

foster significant weight reduction. The favorable performance properties of plastics and composites 

are manifold, but weight-savings is primary among these. 

Each pound of plastics and composites, for example, supplants 2-3 pounds of other, heavier materials. 

As a result, polymers help to reduce vehicle weight, thus improving fuel efficiency and reducing 

greenhouse gas (GHG) emissions. The light vehicle market presents significant opportunities for further 

diffusion of polymers in the future.

Substantial weight reduction is possible as composites are typically up to 40% lighter than steel parts of 

equal strength. In addition to light-weighting to improve fuel efficiency and reduce emissions, plastics 

and composites also enhance design flexibility, allow exceptional aerodynamic modeling, enhance 

safety, provide unparalleled corrosion and damage (dent and ding) resistance, enable better internal 

damping (reduced noise, vibration and harshness), and consolidate parts and assembly time. In 

addition, tooling for composites parts can be as much as 80% lower than comparable steel parts. There 

are more than 30 different applications in light vehicles in which plastics and composites provide 

weight reduction and reduced fuel consumption. These applications can be aggregated into four main 

categories:

1. Chassis

2. Under-the-hood

3. Body

4. Interior

For each of these applications, the average weight savings and energy savings were aggregated and 

this was compared to savings via competing materials. Taken together, the automotive weight 

reduction through the use of plastics and composites in light-weighting resulted in energy savings on 

the order of 1.49-2.61 quads (the equivalent of 3.0-3.9 MPG). High-density polyethylene (HDPE), 

polypropylene, polyamide, and polyetheretherketone (PEEK) resins, for example, are supplanting steel 

and aluminum in a number of applications, polycarbonate is supplanting glass, and polyurethane is 
13 | P a g e

supplanting textiles. Another example is found with traditional aluminum air intake manifolds that are 

gradually being replaced by polyamide resins. The latter at 3.3 pounds provides weight savings of 50%. 

Moreover, their resistance to oils and greases has led to the use of polyamides in engine covers, gears 

and bearings.

Fuel Additives - Gasoline additives increase gasoline's octane rating or act as corrosion inhibitors or 

lubricants, thus allowing the use of higher compression ratios for greater fuel efficiency and power.

Types of additives include metal deactivators, corrosion inhibitors, oxygenates and antioxidants.

Gasoline combustion results in the formation of engine deposits in fuel injectors and on intake valves, 

which typically results in reduced engine performance (and increased emissions). Detergent, 

dispersants and full-deposit-control additives help clean and prevent engine deposits, thus boosting 

fuel efficiency. Gasoline detergent additives have been used by gasoline marketers since the 1960’s to 

help control engine deposits but in recent decades they have evolved into full-deposit-control 

detergent additives. The EPA requires that all gasoline sold to consumers contain a minimum level of 

detergent additive. In a similar manner, diesel fuel additives reduce fuel consumption (and emissions) 

over the life time of a vehicle. Fuel additives resulted in energy savings on the order of 264-310 trillion 

BTUs; the equivalent of 0.4-0.5 MPG in 2011.

Improved Oil Additives - Oil additives are used with base oil to enhance lubrication in automotive

engines. These help to reduce friction, wear, corrosion and oxidation, all of which may contribute to 

compression problems. Improving engine oil additives allows greater fuel efficiency in light vehicles. 

These also support additional engine power. Gas mileage can be significantly improved by using more 

advanced motor oils. This includes regular oil with additives or synthetic motor oil, which is created in 

the research and development lab and not from petroleum-based crude oil. Synthetic oils are 

specifically designed to reduce friction. While more expensive than organic petroleum-based oil, they 

last a lot longer, and thus the change interval for synthetic oil is longer than the change interval for 

petroleum-based oil. Overall, the use of advanced oil additives and synthetic motor oils in gasoline 

engines improves fuel mileage by 2% to 6%. In diesel engines, fuel savings of 5% to 18% are possible 

with fuel additives and catalysts. In addition to significant fuel savings, emissions reductions and 

prolonged engine life are achieved. The advances in oil additives resulted in energy savings on the 

order of 303-885 trillion BTUs; the equivalent of 0.4 to 1.3 MPG in 2011.

Catalysis - A catalytic converter is a vehicle emissions control device that converts toxic by-products of 

combustion in the exhaust of an internal combustion engine to less toxic substances by way of 

catalyzed chemical reactions. Most modern catalytic converters contain two distinct catalysts: the 

reduction catalyst and the oxidation catalyst. First introduced in the 1975 model year, the diffusion of 

lean-burn engines with "three-way" converters in the 1980s resulted in improved efficiency. These

three-way units rely on advanced catalyst chemistry that stores and releases oxygen on a single 

substrate. Catalysts used in catalytic converters are precious metals such as platinum, palladium, and 

rhodium coated on the surface of ceramic honeycomb structures. Improved thermal and conversion 

efficiency and durability occur while reducing the size and weight of converters. These advances in 

catalysts resulted in energy savings on the order of 109-435 trillion BTUs; the equivalent of 0.2 to 0.6 

MPG in 2011.
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Rolling Resistance & Elastomer Chemistry – Styrene-butadiene rubber (SBR) is the most widely used 

rubber in tires. Compared to natural rubber, SBR improves automotive fuel efficiency, extends the life 

of the tire (product life), and decreases scrapping of tires. SBR also enhances performance (cornering, 

speed, stopping, etc.). Other synthetic elastomer compounds provide similar performance attributes 

including energy savings. In tires, rolling resistance is a factor in fuel efficiency. This is the amount of 

force needed to keep tires moving at a constant speed. The greater the force needed; the higher fuel 

consumption. The U.S. Department of Energy estimates that 5%-15% of fuel consumption is used to 

overcome rolling resistance for light vehicles. Some kinds of fuel efficient tires are engineered to utilize 

lower rolling resistance and reduce the strain on the engine. The concept behind low rolling resistance 

tires is that they require less energy. Although design plays the largest role, chemistry also plays an 

important role. In particular, the use of silica and more highly activated carbon blacks in combination 

with blends of solution polymerized SBR and natural rubber have fostered low rolling resistance. An 

analysis by the National Renewable Energy Laboratory indicates the sensitivity coefficient (percent 

increase in fuel economy per percent decrease in rolling resistance) to be as high as 0.2 for a 

conventional vehicle. A Green Seal report, Low Rolling Resistance Tires, indicates that a 1.5%-4.5% 

savings is possible for high rolling resistance tires. Most roll resistance tires offer 10% improvements (in 

some cases 20%) in roll resistance if proper maintenance is achieved. This isn’t always possible and the 

diffusion of the technology is only modest. In addition, tire design plays a dominant role. Nonetheless, 

the energy savings from low resistance tires and from more advanced elastomer technology (including 

rubber additives) suggests that energy savings from chemistry resulted in energy savings on the order 

of 40-96 trillion BTUs; the equivalent of 0.1 MPG in 2011.

Other - While the products of chemistry improve energy efficiency in other areas, the extent is difficult 

to quantify. The use of plastics and composites, for example, may provide more aerodynamic designs. 

New automotive OEM coatings may feature improved drag resistance and thus energy savings. Other 

fluids such as brake fluids and automatic transmission fluids and the use of non-woven fabrics may also 

enhance energy efficiency. Advances in chemistry are also aiding battery technology, not only in 

lithium and other advanced batteries but also in lead acid batteries. Finally, silicon and other chemistry 

are making possible the use of sensors, advanced displays, and other innovative electronics which can 

contribute to energy efficiencies as well. All together, the energy savings from these applications for 

chemistry resulted in savings on the order of 49-61 trillion BTUs; the equivalent of 0.1 MPG in 2011.

The difficulty in quantifying energy savings is especially the case in examining the energy savings over 

the life cycle of a product. For example, it is catalysis that engenders modern oil refining and 

concomitant increase in yields. That is, the portion of every barrel of oil that can be processed into 

product. Fluid catalytic cracking allows high conversion. In addition, work-over and completion fluids, 

cementing and other stimulation chemicals, and other oilfield chemicals provide for greater recovery 

of oil in mature oilfields. Other energy efficiency-enhancing technologies such as bio-fuels, advanced 

batteries, hydrogen and fuel cells all rely upon chemistry. These energy savings are outside the scope 

of this analysis and aren’t included. 
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Summary

The $142 billion light vehicle industry represents an important sector of the US economy and a large 

end-use customer market for chemistry. In 2011, the 10.57 million light vehicles assembled in the 

United States and Canada required $38.4 billion in chemistry (chemical products and chemical 

processing), or $3,636 of chemistry in every vehicle. This is up significantly from $2,444 in 2006 and 

$1,740 in 2001. 

The latest data indicate that the average weight of North American light vehicles continues to rise. The 

use of plastics and composites in light vehicles continues to rise as well, reaching 377 pounds per 

vehicle in 2011. In addition to plastics and composites, the typical light vehicle also utilizes 222 pounds 

of rubber and 48 pounds of man-made fibers. The latter are primarily synthetic fibers. The typical 

North American light vehicle also featured 34 pounds of coatings (dry weight) in 2011.

The products of the business of chemistry (plastic resins, catalysts, etc.) to a very large degree help the 

light vehicle industry and consumers save energy and ultimately reduce greenhouse gas emissions. 

Chemistry has played a leading role in improving fuel efficiency. For example, the average fuel 

efficiency (as measured in miles per gallon, or MPG) for model 2011 vehicles was 22.8 MPG2. If it 

weren’t for chemistry -- in particular, the use of plastics resins and composites in light-weighting –

average fuel efficiency would be much lower perhaps as low as only 16.2 MPG. 

The use of gasoline by light vehicles amounted to 15.62 quadrillion British thermal units (BTUs), or 

15.62 quads in 2011. The energy savings of 2.26 to 4.40 quads is the equivalent of 1.1-2.1 million 

barrels of oil per day. In other words, in absence of the benefits of chemistry, energy consumption by 

light vehicles would be 14.4%-28.2% above their current levels. Most of the energy savings arose from 

weight reduction and improved fuel efficiency from light-weighting efforts. Other areas where 

chemistry has improved fuel efficiency include better performing oil and fuel additives, advanced 

catalysis, and greater rolling resistance through advances in elastomer chemistry among other 

applications. 

 

2

Source: Environmental Protection Agency 
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Economics and Statistics Department

The Economics & Statistics Department provides a full range of statistical and economic advice and 

services for ACC and its members and other partners. The group works to improve overall ACC 

advocacy impact by providing statistics on American Chemistry as well as preparing information about 

the economic value and contributions of American Chemistry to our economy and society. They 

function as an in-house consultant, providing survey, economic analysis and other statistical expertise, 

as well as monitoring business conditions and changing industry dynamics. The group also offers 

extensive industry knowledge, a network of leading academic organizations and think tanks, and a 

dedication to making analysis relevant and comprehensible to a wide audience.

Dr. Thomas Kevin Swift

Chief Economist and Managing Director

202.249.6180

kevin_swift@americanchemistry.com 

Martha Gilchrist Moore

Senior Director – Policy Analysis and Economics

202.249.6182

martha_moore@americanchemistry.com

Dr. Smita Bhatia

Director, Chemistry and Industry Dynamics

202.249.6184

smita_bhatia@americanchemistry.com

Emily Sanchez

Director, Surveys & Statistics and Editor

202.249.6183

emily_sanchez@americanchemistry.com
17 | P a g e

Appendix: Data Sources and Methodology

The information presented in this report is an update building on ACC’s earlier assessments of 

materials use per vehicle. Those previous assessments depended upon the materials use per vehicle 

data supplied by American Metal Market with some adjustments for non-automobile light vehicles 

(SUVs, light-duty trucks, mini-vans, etc.) The reporter who tabulated this data, however, has retired 

and the data are no longer available. The assessment presented here reflects an attempt to resurrect 

and re-estimate the data for materials use per vehicle. While the original data reflected typical 

domestic automobile use of materials, the present assessment reflects the average for all light vehicles 

on an OEM (original equipment manufacturer) basis.

A “bottoms-up” approach was taken by examining light vehicle use by type of material. The data for 

the materials use were provided by trade associations and government statistical agencies. Data 

sources include The Aluminum Association, American Composite Manufacturers Association, American 

Fiber Manufacturers Association, American Iron & Steel Institute, Copper Development Association, 

International Magnesium Association, and the Rubber Manufacturers Association. The provision of 

data and advice from these associations are gratefully acknowledged. Data from the Bureau of the 

Census and the US Geological Survey were also used.

The plastics and composite data are derived from the American Chemistry Council’s Plastics Industry 

Producers’ Statistics (PIPS) service, which provides relevant, timely, comprehensive and accurate 

business statistics on the plastic resins industry. This was supplemented by an exhaustive search of the 

trade literature. The averages are calculated using an assessment of the material consumed with 

adjustments made to take into account replacement demand. The sum of the individual materials data 

are close to the comparable average vehicle data provided by the Environmental Protection Agency 

(EPA) and the Office of Energy Efficiency and Renewable Energy (EERE) of the US Department of Energy 

(DOE). 

This 2012 edition of the report has been expanded to include an assessment of how (and to what 

extent) chemistry plays a role in fostering energy efficiency in light vehicles. The analysis was based on

previous econometric analysis, technical information and estimates, and analysis conducted by 

McKinsey & Company. 

Using econometrics, ACC has analyzed the relationship between fuel efficiency relative to vehicle 

weight, horsepower, and other performance metrics. Using historical data on materials composition, 

the results of the ACC analysis indicates that for each 10 pound increase in plastics substitution for 

other materials, a vehicle’s fuel efficiency improves by 0.11% to 0.14%. 

A literature search of energy savings was conducted. The various applications in which chemistry plays 

a role in improving energy efficiency were identified. These included oil and fuel additives, catalysis, 

rolling resistance and elastomer chemistry, and other areas in which chemistry improved miles per 

gallons. A search of the technical (scientific and engineering) literature provided various estimates of 

the energy savings. In 2009, on behalf of the International Council of Chemical Associations (ICCA), 

McKinsey & Company developed estimates of the global greenhouse gas savings attributable to use of 

chemistry products. These included applications in lighting, household operations, and light vehicles 

among others. This study by McKinsey and Company found that the use of plastics and composites for 

automotive weight reduction enable a savings of three units of GHG emissions for every unit emitted 
18 | P a g e

during production. Since the data in the ICCA study reflected global coverage, we used US values 

where available or made adjustments to reflect US conditions in each of the various cases, or end-uses. 

The larger size of a typical American light vehicle is larger (and feature a larger plastics and chemistry 

component) in the United States than in Europe and Japan. As a result, light vehicles will figure more 

prominently among end-use markets for chemistry in the United States. On the other hand, existing 

relative weight- (and energy-) savings in Europe and Japan may be more extensive in this end-use, 

somewhat offsetting the greater prominence in the United States. Using a variety of sources, a range 

of estimates (low and high) is provided. 

Every effort has been made in the preparation of this publication to provide the best available 

information. However, neither the American Chemistry Council, nor any of its employees, agents or 

other assigns makes any warranty, expressed or implied, or assumes any liability or responsibility for 

any use, or the results of such use, of any information or data disclosed in this material.