First Product Rolls Off 16,000-Ton Line, Dongfeng Motor Doubles Down on Integrated Die-Casting

Gasgoo Munich - Jan. 21 marked the delivery of the first battery casing from Dongfeng Motor's 16,000-ton gigacasting line. It's a milestone that signals a major breakthrough for the automaker in lightweighting and integrated manufacturing of core new-energy vehicle components.

Source: Dongfeng Motor

More than a mere technological win for a single company, this represents a forward-looking move by Chinese automakers in the gigacasting race. It holds the promise of revolutionizing how cars are built—yet it also faces practical tests ahead.

Technical Breakthrough: From 10,000-Ton Equipment to Full-Chain Collaboration

The gigacast battery casing delivered by Dongfeng is no simple product of an equipment upgrade; it is the result of a systematic drive spanning technology, collaboration, and capacity. As the first automaker in China to introduce 16,000-ton gigacasting technology, Dongfeng Motor partnered with its R&D institute and collaborators like Yuechuang Tech. Leveraging an "OEM-supplier" innovation mechanism, the company completed the full journey from technical verification to mass production in just 14 months.

Compared with traditional manufacturing, the advantages of this technology are disruptive. Conventional battery casings are assembled from hundreds of welded parts—a process that is not only cumbersome and riddled with weld points but also risks insufficient structural rigidity. Gigacasting drastically slashes the number of parts, significantly boosts material utilization, and delivers the dual benefit of a lighter body and lower energy consumption, directly extending the driving range of new-energy vehicles.

Even more noteworthy, with the launch of this first product, Dongfeng has become the first automaker in the industry to achieve a gigacasting layout covering the front, middle, and rear sections of a vehicle. The first phase of the project targets an annual output of 200,000 lightweight components; a second phase plans to add four more lines, bringing total capacity to 600,000 units and laying the groundwork for large-scale application across multiple models.

Looking ahead, Dongfeng Motor will continue building capacity for gigacast battery casings and bodies across multiple models. The company is tackling technologies for large, ultra-thin battery pack enclosures and exploring die-casting applications with advanced materials like magnesium alloy. These moves aim to further lighten vehicles and seize the technological high ground in the "second half" of the intelligent-vehicle competition.

Industry Race: Tech Iteration and the Global Frenzy to Stake Claims

Dongfeng’s move is, in essence, a microcosm of the technological iteration unfolding on the global gigacasting track. Originating with the Tesla Model Y, this process has become a battleground for many companies thanks to its core advantages: lower costs, reduced weight, and higher efficiency. Yet it also carries common challenges that the entire industry must solve together.

From established automakers to startups, and from OEMs to the supply chain, the entire industry has joined the race. Behind the buzz lies a dual contest of technology and market dynamics.

As the pioneer, Tesla validated the technology’s value with the Model Y: rear-floor parts were slashed from more than 70 to just one, cutting the cost per vehicle by over $600 while significantly boosting production efficiency and yield rates.

Domestic startups have followed close behind. Gigacasting lines at XPENG and Li Auto are already operational, with component weight reduced by 20% to 25%. That translates directly into range advantages, adding a competitive edge to their products.

Top players are doubling down. BYD has deployed a 9,000-ton line and plans to upgrade to a 13,000-ton machine; GAC is investing 1.2 billion yuan in a new plant, targeting a 40% cost reduction by 2026; and Volvo is using 8,000-ton equipment to enhance body rigidity.

The supply chain is restless, too. Guangdong Hongtong is sprinting toward a 12,000-ton die-casting unit, while Seres is betting on the magnesium alloy route, seeking to carve out a differentiated path in materials.

Industry Dilemma: The Survival Game and Paths to Breakthrough Amid the Frenzy

Previous skepticism from Great Wall Motor Chairman Wei Jianjun captures the industry’s cautious reflection. Behind the collective push by top players lie three major hurdles—heavy assets, difficult repairs, and material limitations. These have become temporary barriers to widespread adoption, yet they are also forcing the industry to accelerate its search for solutions.

High barriers to entry are weeding out players. A single 16,000-ton press costs over 100 million yuan, with supporting molds running into the millions. The technology is only cost-effective for models with annual sales exceeding 100,000 units, effectively shutting out small and medium-sized automakers.

Repair economics are an even more critical weak spot. Once damaged, integrated components typically require full replacement, making the economics of repair a major concern. Industry data shows that under comparable accident conditions, the average repair cost for gigacast vehicles is roughly 3 to 4 times that of traditionally built cars, with labor costs taking up a significantly larger share. Because individual losses are high, some insurers have raised premiums for models using this technology, quietly increasing hidden costs for consumers.

Materials and applications are also constrained. Mainstream aluminum die-casting cannot yet be used for critical safety structures like A- and B-pillars. Furthermore, mold development cycles stretch from 6 to 12 months, struggling to keep pace with the rapid iteration demands of modern vehicle models.

The year 2026 is widely viewed as the dawn of mass-produced gigacasting, and the industry is already splitting into distinct camps. Traditional giants like Dongfeng and GAC are leveraging their financial strength to pursue scale, while startups are focusing on optimizing non-core components and cautiously managing risk.

The direction of technological iteration is becoming clearer. R&D into heat-treatment-free aluminum alloys and magnesium materials promises to break through current application boundaries, while modular molds and rapid die-change technologies are attempting to solve the challenges of flexible production.

A consensus has emerged: gigacasting will not replace traditional manufacturing but will instead create a landscape of "multi-process collaboration and complementarity." Only by selecting the appropriate process based on component performance and cost targets can the industry achieve a balance of efficiency, cost, and safety.

The launch and delivery of Dongfeng’s 10,000-ton line is an exploration marked by both courage and foresight. Even as it faces the dual pressures of heavy capital investment and market uncertainty, it lays a foundation for Chinese automakers to seize the high ground in global die-casting technology.

In this revolution of automotive manufacturing, the ultimate competition will not be about equipment tonnage, but about the comprehensive ability to control costs, iterate technology, adapt to ecosystems, and manage risk. Dongfeng’s attempt is providing valuable experience for domestic brands as they strive to break through.