The Economics of Lightweighting in Heavy-Duty Vehicles

Steel Warehouse metallurgists do the math on how truck and off-highway vehicle manufacturers can reap greater profitability while increasing payload and improving maneuverability.

September 18, 2025

Mick Gugel

By reducing equipment weight by 10%, it’s possible to improve fuel efficiency by between 6 and 8%. (Adobe Stock)

Like those in many other industries, truck and off-highway vehicle manufacturers face the challenge of producing quality components and maintaining productive processes while also generating a better bottom line. Improving employee training, simplifying complex operations and implementing better workflows can all help generate efficiencies.

A modest price increase per unit weight for advanced high-strength steels will still yield cost savings through the production of parts that are thinner and weigh less. (Adobe Stock)

While not a new concept, lightweighting – in this case, reducing the weight of parts through the substitution of traditional steel with high-strength, thinner steels – can also be a viable answer to a better vehicle. As a rule of thumb, when manufacturers double the strength of the material through lightweighting, it is possible to reduce the weight of the part by one-third. That weight reduction can then lower the cost per part for greater profitability per piece of equipment and greater annual savings.

Perceived barriers to lightweighting

For equipment like excavators and cranes, lightweighting increases lift capacity. (Adobe Stock)

Even though lightweighting can save truck and off-highway vehicle manufacturers money, some may be hesitant to move forward with the change. Some of that hesitation may be a lack of awareness of the benefits of lightweighting, or it could come from a habit of manufacturing parts with the same steel.

Mick Gugel, metallurgist at Steel Warehouse. (Steel Warehouse)

Having a steady supply chain may also be a perceived barrier to lightweighting. Fortunately, lighter materials are readily available domestically. Working with a steel provider that offers inventory management services can help secure these materials as needed, along with offering the advantage of cost savings and predictability in pricing since the purchases are made in bulk at an agreed-upon cost.

There may also be a reluctance to change welding specifications to accommodate a new design, or there may be concerns about the weight of a vehicle when moving to thinner materials, namely whether it will be structurally sound. With the proper design, high-strength steel provides parts with increased strength even in thinner sections, while still maintaining structural integrity and functionality. The design simply needs to take into account the fact that less steel will be used.

Most often, the grade extra of high-strength steel is the main reason manufacturers shy away from lightweighting. But that shouldn’t be the case.

How the savings add up

Allison Lucak, P.E. metallurgist at Steel Warehouse. (Steel Warehouse)

Advanced high-strength grades such as ASTM A1011/A1018, UHSS Grade 100 and ASTM A656 Grade 100 have been around for decades and have been widely accepted for lightweighting. They are also excellent options for improving profitability. That is due largely to the fact that the base price of traditional hot-rolled steel has increased and remained high, so a modest price increase per unit weight for advanced high-strength steels will still yield cost savings through the production of parts that are thinner and weigh less.

To illustrate how manufacturers can gain profitability through lightweighting, consider the cost of both hot-rolled steel and advanced grades of steel. Currently (as of August 2025), the base price of hot-rolled steel is $43 CWT. The grade extras for this analysis will be $0.50 CWT for Grade 50 and $8.50 CWT for grade 100.

The formula for thickness reduction is New Thickness = Current Thickness *sqrt (Current yield strength/New yield strength). Take this example of a part being lightweighted and the cost savings it provides:

Current part thickness = ½ inch
Current steel yield strength = 50 ksi
New thickness with high-strength steel = 0.500” x sqrt (50 ksi/100 ksi) = 0.353”
New yield strength with high-strength steel = 100 ksi
Weight reduction = (0.500”-0.353”)/0.500 = 0.294 or 29% reduction in the part weight.

To determine the part cost reduction, consider a manufacturer that is currently using a 0.5- x 60- x 120-inch plate of Grade 50. The plate weighs approximately 1,020 lb. If the design engineer reconfigures the component to use Grade 100, the new plate is 0.353 x 60 x 120 inches and weighs approximately 720 lb.

The cost of the Grade 50 plate is $0.43/lb + $0.005/lb = $0.435/lb, and the plate cost is 1,020 lb x $0.435/lb = $443.70 per plate.

The cost of the Grade 100 plate is $0.43/lb +$0.085/lb= $0.515/lb, and the Grade 100 plate cost is $0.515/lb x 720 lb = $370.80 per plate.

Paying a higher price per pound for Grade 100 but buying much thinner steel saves the manufacturer 16.4%. The weight reduction is large enough that freight savings will also be impacted to the positive. The thinner and lighter plate will reduce the freight cost by 29%.

These cost savings are just one example of what manufacturers can expect when transitioning to higher-strength steels as a way to lightweight parts. Given that lightweighting can be applied to multiple parts within a manufacturing facility, the cost savings can be compounded, leading to a better bottom line.

The path to profitability can start small. Consult with a metallurgist who can discuss design considerations for a specific part. They can help manufacturers choose the best part to analyze, both from a design and cost perspective, and provide details to put the lighter, stronger part from paper into production. From there, it is possible to expand lightweighting to other parts of the equipment for even greater profitability.

Other advantages

In addition to cost savings, lightweighting can offer increased payload and improved maneuverability. A lighter truck or off-highway vehicle allows for more space and the ability to carry more weight. Simply put, when this equipment is lighter, it can allocate more structural capacity to carrying a load rather than supporting its own weight.

With the increased payload comes cost savings due to a reduction in fuel usage from carrying a larger load in fewer trips, which also results in greater productivity. Further, lightweighting improves fuel efficiency by reducing the overall mass of the vehicle. In fact, by reducing equipment weight by 10%, it’s possible to improve fuel efficiency by between 6 and 8%.

For equipment like excavators and cranes, lightweighting increases lift capacity, as well. For customers who have sustainability in mind, lightweighting can contribute to their goals since lighter vehicles reduce emissions and require lower amounts of material in their design, minimizing waste.

A lighter truck can allocate more structural capacity to carrying a load rather than supporting its own weight. (Adobe Stock)

Lightweighting can be a potential market differentiator for manufacturers, providing them with the opportunity to stand out from the competition. It can also reduce workplace hazards by making parts lighter to move. To simplify manufacturing of this equipment, higher-strength steel is compatible with traditional welding, forming and cutting processes.

Looking ahead

Consolidation in steel mill ownership has brought pricing discipline to the market. Trade policies appear to be reinforcing elevated base prices. If the base price gets below $25.50 CWT, the Grade 100 will no longer offer savings. It is very unlikely the base price for hot strip mill coils will ever get down to a base price of $25.50. If the base price rises above $43.00 CWT, the savings will increase.

Mick Gugel, metallurgist, and Allison Lucak, P.E. metallurgist, at Steel Warehouse , wrote this article for SAE Media.