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Interview Mirco Wöllenstein: ‘We expect increasing demand for large-format and complex aluminium castings.’
The Kassel plant with its 15,500 employees is Volkswagen's largest component plant worldwide. It is also home to the largest light metal foundry in Europe, which was recently upgraded to a ‘Large Castings Competence Centre’. EUROGUSS 365 interviewed foundry manager Mirco Wöllenstein about the function and future of large castings at VW.
Mr Wöllenstein, you manage the largest die-casting foundry in Europe. Please tell us a few key figures so that we can better understand the dimensions involved here.
Mirco Wöllenstein: We process over 80,000 tonnes of aluminium a year - up to 20 tonnes of aluminium chips a day, which are melted down again and recycled. We have a production capacity of over six million parts a year, including cylinder crankcases, clutch and gearbox housings as well as e-drive housings. With over 1,200 employees and an area of 50,000 square metres, we are one of the leading players in the industry.
In February 2024, the Group Executive Board visited Kassel to open the ‘Large Castings Competence Centre’. What does this mean for the division you manage?
Wöllenstein: The Large Castings Competence Centre in Kassel, which opened in February 2024, will play a central role in the Group. It will act as an innovation and development centre to further optimise the production technologies for large castings and develop new production methods. This will enable us to produce more complex and larger components with greater precision and efficiency.
Which parts will you produce in Kassel in future and in which vehicles will they be installed?
Wöllenstein: Yes, we are breaking new technological ground, but we are not planning to install larger machines. There are currently no plans to install machines with a clamping force of 9,000 tonnes. However, we are investing in existing systems that will enable us to produce even larger and more complex parts in order to remain competitive.
Die casting is a complex process and the larger the parts, the more difficult it is to handle. Where do you currently see unsolved technical problems?
Wöllenstein: One of the biggest challenges is heat treatment and stress management within the cast parts in order to avoid cracks and deformation. In addition, precise control of the casting process and ensuring uniform material properties for large components are technically demanding.
The trend towards ever larger parts raises the question of economic efficiency. How do you assess this?
Wöllenstein: Our goal of making production in Kassel CO2-neutral by 2040 requires comprehensive measures. These include the use of renewable energies, improving energy efficiency and the recycling rate of aluminium. The Foundry Chair at the University of Kassel, headed by Prof. Dr Martin Fehlbier, is supporting us with individual development plans to implement sustainable production methods and utilise innovative technologies.
Technological development is progressing. Where do you see die casting at VW or in relation to the entire automotive industry in ten years' time?
Wöllenstein: In ten years' time, die casting will play an even more important role in the automotive industry. We expect that the increased use of lightweight components and the increasing electrification of vehicles will further increase the demand for large-format and complex aluminium castings. We see die casting as a key technology for the production of lighter, safer and more efficient vehicles. With die casting machines of more than 4,000 tonnes, production only makes sense directly at the vehicle construction site. As a foundry in Kassel, we will support the successful rollout with our expertise.
