Industrial Coils for Electric Automotives
Electric vehicles are no longer an emerging market dominated by Tesla. Electric Vehicles are here to stay and are being produced by automotive giants such as Audi, BMW, Changan, Chrysler, Ford, GM, Mercedes, Nissan, SAIC Motor, Tata, Toyota, and Volkswagen.
With more electric cars being built and delivered every day, Coiling Technologies, Inc., is well suited to support the Electric Vehicles market. We can design and manufacture customized springs ideal for use in all make and models of electric and alternative fuel vehicles whether it is for passenger or commercial vehicles.
Electric Vehicles have unique load and weight distribution requirements over a typical Internal Combustion Engine (ICE) vehicle. The added weight due to batteries, the location of the electrical drive motors and components, and fuel storage cells can significantly alter the ride and handling characteristics of the vehicle. Electric Vehicles' typical GVW is 15 – 25% higher than a conventional ICE vehicle. This means Electric Vehicles require a suspension that has a higher load rating capacity than a standard configuration ICE vehicle. This makes Coiling Technologies an ideal fit when larger suspension springs are required for an EV application.
Coiling Technologies, Inc., has more than 3 decades of experience in manufacturing automotive and truck suspension springs and suspensions for military vehicles such as up-armor springs for the HMMWV (Hummer) program. Where the HMMWV GVWR increased by more than 50% due to the additional armoring. Our technical team has a background in vehicle dynamics and can provide the necessary tools to assist our customers in creating a custom spring solution for their specific vehicle application. CTI can reproduce or reverse engineer a spring from your sample or work with the customers' design specifications.
Providing the right EV Spring
Coiling Technologies, Inc., manufactures customized springs, suspension springs, extension springs, wave springs, and torsion springs for the ever-evolving electric vehicle market.
Our skillfully designed, expertly engineered, and rigidly tested springs can be deployed in a wide range of applications to support the EV market.
Our capabilities include creating customized suspension springs, compression springs, extension springs, and torsion springs for:
- Suspension systems
- Armoring Springs
- Lowering Springs
- Lifting Springs
- Racing Springs
- Trip Springs
- Valve Springs
The most common suspension spring material is chrome silicon alloy (CrSi). CTI has the capacity to cold coil high strength chrome silicon suspension grade wires up to 0.984” (25 mm) on their Simco 6250 automatic coiler. We also have the capacity to cold coil up 2.50” (63.5 mm) diameter bar material in various alloys including:
We stock all these alloys and can support low or high-volume manufacturing to meet our customers' needs. Contact us to see how CTI can help develop springs for your electric car today!
Coiling Technologies: Your Trusted Electric Vehicle Spring Manufacturer
Coiling Technologies, Inc., incorporates innovative cold coiling processes and state-of-the-art technology to design, develop, and deliver the reliable spring you require for your electric vehicles to operate in all environments.
We manufacture springs to our customers’ exact design specifications, meeting the tightest tolerances and producing the most complex designs with supreme accuracy and attention to detail.
We work with a wide range of materials such as carbon-grade steels that include chrome silicon ASTM A401 and ASTM A1000, chrome vanadium ASTM A 231, ASTM A 232, and other high-strength micro-alloy carbon steels. CTI also utilizes high-end and specialized materials, that include exotic super alloys like Inconel 718, Inconel X750, MP35N, and Elgiloy for high temperature / corrosive applications, and various stainless-steel grades like 302, 316, and 17-7. Each material has a unique chemical composition and varied properties to function in various environments. We can help you choose the right material that works best for your application.
Coiling Technologies, Inc., is committed to delivering exceptional service in the spring industry. We accomplish this every day with every customer and client with our highly skilled engineers, experienced staff, and the proven best practices we apply to our manufacturing products and services. We also have faster-than-average delivery because of our commitment to stocking a large number of raw materials to support the suspension spring market.
We provide comprehensive services, starting with requirement gathering and analysis, followed by design support, and culminating in the manufacturing of custom springs that meet your quality and cost needs.
Our customization is unbeatable, and with our springs’ high performance and quality, you can count on us to deliver exactly what you need every time. Contact us today to get started on manufacturing springs for your EV today!
Industrial Coils for Automotive & Electric Vehicles FAQs
Why do electric vehicles need different suspension springs than gasoline vehicles?
Weight, and where that weight sits. CTI's page puts typical EV gross vehicle weight 15 to 25 percent above a comparable internal combustion vehicle, driven by the battery pack, the drive motors, and their supporting hardware. That requires a higher load rating than the standard configuration spring, so both rate and section go up. Mass distribution also changes, because a floor mounted pack sits low and centered rather than over the front axle, which shifts corner weights and alters the ride and handling behavior the spring has to work with.
What EV spring applications does CTI cover?
The published application list covers suspension systems, armoring springs, lowering springs, lifting springs, racing springs, trip springs, and valve springs, built as customized suspension, compression, extension, torsion, and wave springs. CTI cites more than three decades of automotive and truck suspension spring experience, including military vehicle work such as up-armor springs for the HMMWV program, where gross vehicle weight rating rose by more than half because of added armor. That heavy vehicle background transfers directly, because an armored truck and a battery electric vehicle present the same problem of a chassis carrying far more than its original design weight.
What size wire and bar can CTI cold coil for EV suspension springs?
The page gives specific figures. Chrome silicon suspension grade wire is cold coiled up to 0.984 in (25 mm) on a Simco 6250 automatic coiler, and bar material in various alloys is cold coiled up to 2.50 in (63.5 mm) diameter. The stocked bar alloys are 5160, 51860, 6150, 51CrV4, 52CrMoV4, and 9254. That upper section range is what makes heavier EV and commercial vehicle suspension work practical, since a higher load rating usually means a larger section, and CTI states it supports low or high volume manufacturing on those alloys.
What materials does CTI use across EV spring work?
Chrome silicon alloy is the most common suspension spring material on the page, with carbon grade steels covering chrome silicon to ASTM A401 and ASTM A1000, chrome vanadium to ASTM A231 and ASTM A232, and other high strength micro-alloy carbon steels. Specialized materials include Inconel 718, Inconel X-750, MP35N, and Elgiloy for high temperature or corrosive service, plus stainless grades 302, 316, and 17-7. CTI's material categories also include copper based alloys, which is the family that matters for battery pack contact and busbar springs, beryllium copper in particular.
Why do battery pack contact and busbar springs get designed differently?
A contact spring carries current as well as force, so two requirements have to be satisfied at once. Contact resistance falls as normal force rises, because higher force flattens surface asperities and increases the real metal to metal contact area, and resistance at a loose joint turns into localized heating that accelerates oxidation and drives resistance higher still. At the same time the spring member itself should not act as a resistive element. That combination points to copper based alloys, beryllium copper especially, since it reaches spring temper strength while keeping conductivity far above a stainless or nickel alloy.
How do thermal conditions in an EV affect spring selection?
Battery packs operate within a controlled temperature band, so springs and contact members inside them see repeated thermal cycling rather than high peak heat. Cycling matters because differing expansion rates between the spring, the busbar, and the housing cause relative motion at the contact interface, which produces fretting and rising contact resistance over time. Contact force therefore has to hold across the whole temperature range, which makes stress relaxation resistance the property to specify. Power electronics and motor adjacent locations are a separate case, where sustained temperature is higher and a nickel alloy becomes the answer.
Do EV springs need to be non-magnetic?
Some do, and it depends on location rather than on the vehicle being electric. Springs sitting near a position, speed, or current sensor, or inside a motor assembly, can distort the field a sensor reads or interact with motor flux, so low magnetic permeability becomes a drawing requirement. This rules out most cold worked stainless grades, because coiling transforms austenite to martensite and raises permeability even in a grade that measures non-magnetic as supplied. MP35N and Inconel 718 hold low permeability in the cold worked and aged condition, and both appear on CTI's material list.
How does NVH behavior change on a heavier electric vehicle?
The masking noise is gone. With no engine running, road and suspension noise that a combustion vehicle covered up becomes audible, so spring related noise sources carry more weight in the design. Higher sprung mass also lowers suspension natural frequency unless rate rises with it, which is part of why EV spring rates go up rather than only load capacity. Contributors worth specifying include coil clash at full compression, end coil seating against the isolator, and surface finish where the spring contacts the perch. Powder coating, applied in house by CTI, affects both the corrosion barrier and that contact condition.
