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Luca Greco

@lucagrecoita • 10,478 subscribers

Working in high pressure die casting 🏭 Global Gigacasting Congress 2027 organizing committee member Gigacasting market & magnesium supply chain analyst 📊

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Tesla cut its Gigacasting processing time from 180 seconds to 75 seconds — nearly 60% faster 🌊 The Model Y Juniper rear casting now weighs approximately 60 kg, down from 67 kg on the previous generation. Much of the industry conversation centers on press size and tonnage. The concrete gains in speed and mass on this high-volume part come from targeted process refinements inside the die and across the production system. -> Processing time reduced from 180s to 75s on the rear casting -> Part weight lowered by 7 kg through incremental design improvements -> Faster cycle achieved while improving microstructure and mechanical properties Conformal cooling makes the difference. Complex water channels, drilled or through 3D-printed inserts directly into the die steel, target hot spots and pull heat out rapidly and evenly across the entire casting. This accelerates solidification, reduces temperature gradients, and allows the part to be ejected sooner without defects. The result is a casting that is both lighter and stronger, produced in less than half the time. Supporting elements include advanced software that controls every injection parameter and runner/gate designs refined through five years of iteration since 2020 + close collaboration among casting designers, die engineers, production, and safety teams running high-volume lines on three continents. Tesla’s manufacturing edge is not the Giga Press hardware itself. It is the accumulated knowledge of how to run these machines at scale. 📊 The Gigacasting Database gives you the full picture of the market: Credit: Atomic Industries - Aaron Slodov ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📬

Tesla cut its Gigacasting processing time from 180 seconds to 75 seconds — nearly 60% faster 🌊 The Model Y Juniper rear casting now weighs approximately 60 kg, down from 67 kg on the previous generation. Much of the industry conversation centers on press size and tonnage. The concrete gains in speed and mass on this high-volume part come from targeted process refinements inside the die and across the production system. -> Processing time reduced from 180s to 75s on the rear casting -> Part weight lowered by 7 kg through incremental design improvements -> Faster cycle achieved while improving microstructure and mechanical properties Conformal cooling makes the difference. Complex water channels, drilled or through 3D-printed inserts directly into the die steel, target hot spots and pull heat out rapidly and evenly across the entire casting. This accelerates solidification, reduces temperature gradients, and allows the part to be ejected sooner without defects. The result is a casting that is both lighter and stronger, produced in less than half the time. Supporting elements include advanced software that controls every injection parameter and runner/gate designs refined through five years of iteration since 2020 + close collaboration among casting designers, die engineers, production, and safety teams running high-volume lines on three continents. Tesla’s manufacturing edge is not the Giga Press hardware itself. It is the accumulated knowledge of how to run these machines at scale. 📊 The Gigacasting Database gives you the full picture of the market: Credit: Atomic Industries - Aaron Slodov ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📬

169,989 просмотров

Tesla's Giga Berlin expansion confirmed: 500,000 to 800,000 annual capacity 🏭 In July 2025, Tesla confirmed an expansion of Giga Berlin that will add 2 million square feet of factory space. This boosts annual production capacity from 500,000 to 800,000 vehicles, with provisions for in-house battery cell production. In December 2025, Tesla announced plans for new local battery cell production by 2027. The rear underbody Gigacasting at Giga Berlin consolidates what were previously 70 individual parts into a single large aluminum casting. By late 2025, the factory is operating on two shifts to meet demand, exporting Model Y vehicles to over 30 markets globally. ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📧 📊 The Gigacasting Database:

Tesla's Giga Berlin expansion confirmed: 500,000 to 800,000 annual capacity 🏭 In July 2025, Tesla confirmed an expansion of Giga Berlin that will add 2 million square feet of factory space. This boosts annual production capacity from 500,000 to 800,000 vehicles, with provisions for in-house battery cell production. In December 2025, Tesla announced plans for new local battery cell production by 2027. The rear underbody Gigacasting at Giga Berlin consolidates what were previously 70 individual parts into a single large aluminum casting. By late 2025, the factory is operating on two shifts to meet demand, exporting Model Y vehicles to over 30 markets globally. ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📧 📊 The Gigacasting Database:

98,931 просмотров

$Isn’t it crazy? This is a semi molten aluminum slurry at ~50% solid fraction It looks like cold slush 🍧 but it’s hot af 🎞️: Casting-Campus GmbH$

Isn’t it crazy? This is a semi molten aluminum slurry at ~50% solid fraction It looks like cold slush 🍧 but it’s hot af 🎞️: Casting-Campus GmbH

10,239 просмотров

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I’ve finally found what Tesla uses for the Cybercab’s RIM body panels 😉 The technology is KraussMaffei's ColorForm modified for Tesla's requirements and size/scale The machine in the video is tiny, but for the Cybercab body panels Tesla must require machines of at least 4,500 tons of clamping force Much smaller than the Giga Press for aluminum Gigacastings Context: Tesla makes Cybercab exterior panels with Reaction Injection Molding (RIM): two liquid polyurethane precursors mix and cure in a closed mold at low pressure Color is mixed into the polymer, so the gold finish is built through the part rather than sprayed on. That lets Tesla skip a paint shop, cut cycle time from hours to minutes, and drop emissions on those parts. KraussMaffei Colorform tech:

I’ve finally found what Tesla uses for the Cybercab’s RIM body panels 😉 The technology is KraussMaffei's ColorForm modified for Tesla's requirements and size/scale The machine in the video is tiny, but for the Cybercab body panels Tesla must require machines of at least 4,500 tons of clamping force Much smaller than the Giga Press for aluminum Gigacastings Context: Tesla makes Cybercab exterior panels with Reaction Injection Molding (RIM): two liquid polyurethane precursors mix and cure in a closed mold at low pressure Color is mixed into the polymer, so the gold finish is built through the part rather than sprayed on. That lets Tesla skip a paint shop, cut cycle time from hours to minutes, and drop emissions on those parts. KraussMaffei Colorform tech:

95,836 просмотров • 1 день назад

This video perfectly illustrates one of Elon Musk's most iconic quotes 💡 "The most common error of a smart engineer is to optimize something that should not exist" In the video's opening, robotic arms meticulously seam-seal a car's chassis. A standard process for vehicles built from hundreds of stamped metal sheets joined by thousands of welds. This video was touted as "seamless perfection" and an "innovation." But here's the truth: engineers have poured countless hours into perfecting a process that shouldn't exist! Why? Because a car underbody crafted from just two massive Gigacastings eliminates thousands of hyper-optimized micro and macro processes, saving manufacturers space, time, and labor. This is the approach Tesla has mastered with the Model Y, Cybertruck, Robotaxi, and its future vehicles. It's no surprise that legacy OEMs are now following; • 🇸🇪 Volvo installed 6 Gigacasting machines globally • 🇯🇵 Honda installed 6 machines out of 7 ordered • 🇯🇵 Toyota actively installing capacity • 🇩🇪 Volkswagen Group just ordered 16(!) 9,000 ton machines • 🇺🇸 Ford now installing up to 4 9,000 ton machines for the new UEV platform Not to mention the >100+ machines installed in China 🇨🇳 🔎 A complete overview of The Gigacasting Industry is available on 📨 Check out the Gigacasting Newsletter on

This video perfectly illustrates one of Elon Musk's most iconic quotes 💡 "The most common error of a smart engineer is to optimize something that should not exist" In the video's opening, robotic arms meticulously seam-seal a car's chassis. A standard process for vehicles built from hundreds of stamped metal sheets joined by thousands of welds. This video was touted as "seamless perfection" and an "innovation." But here's the truth: engineers have poured countless hours into perfecting a process that shouldn't exist! Why? Because a car underbody crafted from just two massive Gigacastings eliminates thousands of hyper-optimized micro and macro processes, saving manufacturers space, time, and labor. This is the approach Tesla has mastered with the Model Y, Cybertruck, Robotaxi, and its future vehicles. It's no surprise that legacy OEMs are now following; • 🇸🇪 Volvo installed 6 Gigacasting machines globally • 🇯🇵 Honda installed 6 machines out of 7 ordered • 🇯🇵 Toyota actively installing capacity • 🇩🇪 Volkswagen Group just ordered 16(!) 9,000 ton machines • 🇺🇸 Ford now installing up to 4 9,000 ton machines for the new UEV platform Not to mention the >100+ machines installed in China 🇨🇳 🔎 A complete overview of The Gigacasting Industry is available on 📨 Check out the Gigacasting Newsletter on

965,018 просмотров • 1 месяц назад

🚨 BREAKING: Volvo officially becomes the first European OEM to adopt Tesla style Gigacasting The Volvo EX60 rear underbody uses an 8,500 T die casting machine 🔥

🚨 BREAKING: Volvo officially becomes the first European OEM to adopt Tesla style Gigacasting The Volvo EX60 rear underbody uses an 8,500 T die casting machine 🔥

371,417 просмотров • 7 месяцев назад

🚨 Big win for Gigacasting repairability! Renowned YouTuber JerryRigEverything broke down the full Gigacasting repair after a brutal tow hitch failure test on his Tesla — 10x the rated tongue weight. This modular approach slashes repair costs and proves large-scale aluminum castings can be practical also on the consumer side. Full article: Video source: JerryRigEverything on YouTube

🚨 Big win for Gigacasting repairability! Renowned YouTuber JerryRigEverything broke down the full Gigacasting repair after a brutal tow hitch failure test on his Tesla — 10x the rated tongue weight. This modular approach slashes repair costs and proves large-scale aluminum castings can be practical also on the consumer side. Full article: Video source: JerryRigEverything on YouTube

107,011 просмотров • 2 месяцев назад

Ford’s Unicastings are 27% lighter than Tesla’s 2022 Model Y 💡 Weight is one of the greatest efficiency robberies in EVs. Ford’s engineering team has a clear philosophy: “Best part is no part.” The Universal EV Platform uses front and rear Unicastings that deliberately prioritize weight over maximum part consolidation. Wide flat surfaces are excluded from the rear casting for this reason. The result is a 75% reduction in parts compared with a conventional pickup truck body, with the two castings eliminating 146 individual components. Welds drop by 66% and fasteners by 25%. Ford’s own data show the castings are 27% lighter than those on Tesla’s 2022 Model Y, with the front piece estimated under 65 kg and the rear under 45 kg. This design doesn't achieve the biggest possible consolidation. It is the lightest structure that still delivers major part and process reduction. The platform also changes how the vehicle is built. A three-branch assembly line replaces the traditional single conveyor — one branch for the front, one for the rear, and one for the structural battery, seats, consoles and carpets. The modules are then integrated, cutting workstations by 40% and raising production speed by 15%. This architecture underpins Ford’s $2 billion transformation of the Louisville plant. The first vehicle, a mid-size electric pickup, is planned for 2027, followed by crossovers and ride-hailing models on the same platform. When weight reduction and part reduction move together, the economics of affordable EVs start to look different. 📊 Ford program tracked in The Gigacasting Database and forecast report: ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📬

Ford’s Unicastings are 27% lighter than Tesla’s 2022 Model Y 💡 Weight is one of the greatest efficiency robberies in EVs. Ford’s engineering team has a clear philosophy: “Best part is no part.” The Universal EV Platform uses front and rear Unicastings that deliberately prioritize weight over maximum part consolidation. Wide flat surfaces are excluded from the rear casting for this reason. The result is a 75% reduction in parts compared with a conventional pickup truck body, with the two castings eliminating 146 individual components. Welds drop by 66% and fasteners by 25%. Ford’s own data show the castings are 27% lighter than those on Tesla’s 2022 Model Y, with the front piece estimated under 65 kg and the rear under 45 kg. This design doesn't achieve the biggest possible consolidation. It is the lightest structure that still delivers major part and process reduction. The platform also changes how the vehicle is built. A three-branch assembly line replaces the traditional single conveyor — one branch for the front, one for the rear, and one for the structural battery, seats, consoles and carpets. The modules are then integrated, cutting workstations by 40% and raising production speed by 15%. This architecture underpins Ford’s $2 billion transformation of the Louisville plant. The first vehicle, a mid-size electric pickup, is planned for 2027, followed by crossovers and ride-hailing models on the same platform. When weight reduction and part reduction move together, the economics of affordable EVs start to look different. 📊 Ford program tracked in The Gigacasting Database and forecast report: ❌ Don't leave your insights to chance with the X algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📬

39,955 просмотров • 1 месяц назад

Dongfeng's 16,000-ton Gigacasting machine just entered production - the largest die casting machine ever built 🏭 It is now producing battery trays. For scale: before 2018, a "large" die casting machine was 4,000 tons. Tesla raised the bar to 6,000 tons for the Model Y in 2020. Then 9,000 tons for the Cybertruck. Now Dongfeng is producing at 16,000 tons. Four times the pre-Gigacasting standard. At this tonnage, Dongfeng can cast integrated chassis and battery tray structures in a single shot - components that require multiple machines and assembly steps at any other OEM. The evolution in 7 years: -> Pre-2018: 4,000T (industry ceiling) -> 2020: 6,000T (Tesla Model Y) -> 2023: 9,000T (Tesla Cybertruck) -> 2026: 16,000T (Dongfeng, in production) No Western machine is operating above 9,000 tons today. March 25-28th I will be in Wuhan, China where I will see this 16,000 T machine If you want to follow my trip, foIIow me on Instagram, I’ll post stories of the factory and event

Dongfeng's 16,000-ton Gigacasting machine just entered production - the largest die casting machine ever built 🏭 It is now producing battery trays. For scale: before 2018, a "large" die casting machine was 4,000 tons. Tesla raised the bar to 6,000 tons for the Model Y in 2020. Then 9,000 tons for the Cybertruck. Now Dongfeng is producing at 16,000 tons. Four times the pre-Gigacasting standard. At this tonnage, Dongfeng can cast integrated chassis and battery tray structures in a single shot - components that require multiple machines and assembly steps at any other OEM. The evolution in 7 years: -> Pre-2018: 4,000T (industry ceiling) -> 2020: 6,000T (Tesla Model Y) -> 2023: 9,000T (Tesla Cybertruck) -> 2026: 16,000T (Dongfeng, in production) No Western machine is operating above 9,000 tons today. March 25-28th I will be in Wuhan, China where I will see this 16,000 T machine If you want to follow my trip, foIIow me on Instagram, I’ll post stories of the factory and event

111,133 просмотров • 5 месяцев назад

After Tesla introduced Gigacastings in 2020, many Chinese OEMs adapted quickly and immediately introduced the technology This is how the rear gigacastings for Huawei’s AITO M9 are made 👇🏼 (awesome footage) 🎞️: Dongguan Daseon

After Tesla introduced Gigacastings in 2020, many Chinese OEMs adapted quickly and immediately introduced the technology This is how the rear gigacastings for Huawei’s AITO M9 are made 👇🏼 (awesome footage) 🎞️: Dongguan Daseon

281,665 просмотров • 1 год назад

A 2-year study just proved Gigacasting repairs can cost LESS than traditional bodies 💡 Thatcham Research conducted a rigorous study on Tesla Model Y repairability. At 15 km/h impacts: Crash cans absorbed energy. Gigacasting sustained zero damage. Standard repair. At 25 km/h impacts: Casting cracked. Full replacement required. The replacement casting costs just £716. Total repair bill? Comparable to - sometimes cheaper than - traditional steel structures. The data: -> Model Y partial repairs: £2,167 CHEAPER than Model 3 repairs -> Model 3 uses traditional steel subframe -> The "unrepairable" casting was more economical The repair myth isn't based on evidence. It's based on 2021 assumptions the industry has solved. ❌ Don't leave your insights to chance with the LinkedIn algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📩

A 2-year study just proved Gigacasting repairs can cost LESS than traditional bodies 💡 Thatcham Research conducted a rigorous study on Tesla Model Y repairability. At 15 km/h impacts: Crash cans absorbed energy. Gigacasting sustained zero damage. Standard repair. At 25 km/h impacts: Casting cracked. Full replacement required. The replacement casting costs just £716. Total repair bill? Comparable to - sometimes cheaper than - traditional steel structures. The data: -> Model Y partial repairs: £2,167 CHEAPER than Model 3 repairs -> Model 3 uses traditional steel subframe -> The "unrepairable" casting was more economical The repair myth isn't based on evidence. It's based on 2021 assumptions the industry has solved. ❌ Don't leave your insights to chance with the LinkedIn algorithm ✅ Subscribe for free to my weekly newsletter about all things Gigacasting and magnesium Thixomolding: 📩

94,749 просмотров • 7 месяцев назад

Xiaomi delivered 550,000 vehicles in 20 months. And every single one uses Gigacasting. In 2020, Tesla pioneered Gigacasting. By 2024, Xiaomi was already in mass production - with self-developed alloys and now has 6 machines running at full capacity. But Xiaomi isn't alone. Here's what my database shows: → Xpeng launched 4 new Gigacast models in just 2 years → Seres (AITO) uses Gigacasting on ICE vehicles - not just EVs → Tesla still leads in process reduction, but Chinese OEMs are catching up fast I've built a side-by-side comparison of Tesla vs. three Chinese OEMs: Xpeng, Xiaomi, and Seres. It covers: - When each started Gigacasting and how they scaled - Machine sizes, suppliers, and production volumes - Design philosophy: why the castings are the way they are - Vertical integration vs. outsourcing tradeoffs This is the data behind the headlines. Want the Tesla vs China Gigacasting Comparison? 1. Connect with me 2. Comment "GIGA" below I'll send you the report. PS - Repost for priority access.

Xiaomi delivered 550,000 vehicles in 20 months. And every single one uses Gigacasting. In 2020, Tesla pioneered Gigacasting. By 2024, Xiaomi was already in mass production - with self-developed alloys and now has 6 machines running at full capacity. But Xiaomi isn't alone. Here's what my database shows: → Xpeng launched 4 new Gigacast models in just 2 years → Seres (AITO) uses Gigacasting on ICE vehicles - not just EVs → Tesla still leads in process reduction, but Chinese OEMs are catching up fast I've built a side-by-side comparison of Tesla vs. three Chinese OEMs: Xpeng, Xiaomi, and Seres. It covers: - When each started Gigacasting and how they scaled - Machine sizes, suppliers, and production volumes - Design philosophy: why the castings are the way they are - Vertical integration vs. outsourcing tradeoffs This is the data behind the headlines. Want the Tesla vs China Gigacasting Comparison? 1. Connect with me 2. Comment "GIGA" below I'll send you the report. PS - Repost for priority access.

36,541 просмотров • 7 месяцев назад

Ex Tesla director of body repair program, John Sweigart about Tesla’s engineering and the competition Special guest: The Cybertruck 📐 🎥: Evolve: Electric Vehicle Specialists /YT link below

Ex Tesla director of body repair program, John Sweigart about Tesla’s engineering and the competition Special guest: The Cybertruck 📐 🎥: Evolve: Electric Vehicle Specialists /YT link below

77,787 просмотров • 2 лет назад

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