#Locomotive Radiator Fan Market Size

[rushikesh-d]

Locomotive Radiator Fan Market Analysis: Forecasted Market Size, Top Segments, And Largest Region

The latest report by Fortune Business Insight Research Company Insights, titled Global Locomotive Radiator Fan Market - Size, Trends, Share, Growth, Dynamics, Competition, and Opportunity Forecast Period, provides a thorough analysis of the global Locomotive Radiator Fan Market. The report meticulously examines both macro and micro trends, offering insights into the dynamic factors influencing the market. It encompasses a detailed exploration of qualitative and quantitative aspects, delivering a precise depiction of market size, growth rates, annual progression, prevailing trends, key drivers, promising opportunities, and potential challenges. Additionally, the report highlights the impact of crucial events such as new product launches or approvals, as well as the influence of external factors such as technological advancements and consumer preferences on the automotive carbon wheels market landscape. This exhaustive examination equips businesses and stakeholders with invaluable intelligence for making informed decisions in the evolving automotive industry. 

Favorable regulations, policy decisions, and subsidies & concessions would propel the development of the locomotive radiator fan market.

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Market Size And Growth Forecast:

The automotive Locomotive Radiator Fan Market size has grown strongly in recent years. in the historic period can be attributed to vehicle production growth, stringent automotive safety standards, consumer demand for noise reduction, increasing emphasis on vehicle aesthetics, and globalization of automotive supply chains.

The Locomotive Radiator Fan Market size is expected to see strong growth in the next few years. It will grow in the forecast period & can be attributed to rise in autonomous vehicle adoption, stringent environmental regulations, demand for enhanced weather resistance, focus on energy-efficient vehicles, and innovations in seal manufacturing processes. Major trends in the forecast period include advancements in sealing technologies, the development of self-healing seals, customization for luxury and premium vehicles, integration of advanced materials, and collaborations for innovation.

Major Locomotive Radiator Fan Market Manufacturers covered in the market report include:

ZIEHL-ABEGG Inc., Flexxaire Inc., Aerovent, Ametek Inc., Valeo SA, Multi Wing America Inc., Sunonwealth Electric Machine Industry Co. Ltd, Bergstrom Inc., Horton Holding Inc., Rosenberg Ventilatoren GmbH, Delta Electronics Inc., Toshiba Electronics Devices & Storage Corporation and Air International Thermal Systems Inc.

The increasing population globally will fuel the market expansion. With rising population density and urbanization, there is an increase in office goers, leading to heavy congestion in the roadways.

What is the anticipated market size in 2030, along with the major drivers, restraints, and opportunities?

The market is driven by factors such as the increasing demand for lightweight and high-performance automotive components to enhance fuel efficiency and reduce carbon emissions. Advancements in carbon fibre technology, coupled with growing consumer preference for premium and customized vehicles, are also significant drivers. However, challenges such as high manufacturing costs and limited adoption in mass-market vehicles may hinder market growth. Opportunities lie in collaborations between automotive manufacturers and carbon fibre suppliers to develop innovative and cost-effective solutions for various vehicle segments.

Scope of the Report:

► Executive Summary

► Demand and Supply-side Trends

► Market Drivers, Restraints, Opportunities, and Challenges

► Value Chain Analysis

► Porter's Five Forces Analysis

► Industry SWOT Analysis

► COVID-19 Impact Assessment

► PESTLE Analysis

► Global Market Size and Forecast

► Regional Market Size and Forecast (Cross-country Analysis)

► Competition Landscape

► Company Profiles

Market Segmentation by Geography includes:

∆ North America: U.S., Canada, and Mexico

∆ Europe: Germany, France, U.K., Italy, Spain, and Rest of Europe

∆ Asia Pacific: China, India, Japan, South Korea, Southeast Asia, and Rest of Asia Pacific

∆ South America: Brazil, Argentina, and Rest of Latin America

∆ Middle East & Africa: GCC Countries, South Africa, and the Rest of Middle East & Africa

Frequently Asked Questions (FAQs):

► What is the current market scenario?

► What was the historical demand scenario, and forecast outlook from 2024 to 2030?

► What are the key market dynamics influencing growth in the Global Locomotive Radiator Fan Market?

► Who are the prominent players in the Global Locomotive Radiator Fan Market?

► What is the consumer perspective in the Global Locomotive Radiator Fan Market?

► What are the key demand-side and supply-side trends in the Global Locomotive Radiator Fan Market?

► What are the largest and the fastest-growing geographies?

► Which segment dominated and which segment is expected to grow fastest?

► What was the COVID-19 impact on the Global Locomotive Radiator Fan Market?

Table Of Contents:

1 Market Overview

1.1 Locomotive Radiator Fan Market Introduction

1.2 Market Analysis by Type

1.3 Market Analysis by Applications

1.4 Market Analysis by Regions

1.4.1 North America (United States, Canada and Mexico)

1.4.1.1 United States Market States and Outlook 

1.4.1.2 Canada Market States and Outlook 

1.4.1.3 Mexico Market States and Outlook 

1.4.2 Europe (Germany, France, UK, Russia and Italy)

1.4.2.1 Germany Market States and Outlook

1.4.2.2 France Market States and Outlook 

1.4.2.3 UK Market States and Outlook

1.4.2.4 Russia Market States and Outlook 

1.4.2.5 Italy Market States and Outlook 

1.4.3 Asia-Pacific (China, Japan, Korea, India and Southeast Asia)

1.4.3.1 China Market States and Outlook

1.4.3.2 Japan Market States and Outlook 

1.4.3.3 Korea Market States and Outlook 

1.4.3.4 India Market States and Outlook 

1.4.3.5 Southeast Asia Market States and Outlook 

1.4.4 South America, Middle East and Africa

1.4.4.1 Brazil Market States and Outlook

1.4.4.2 Egypt Market States and Outlook 

1.4.4.3 Saudi Arabia Market States and Outlook 

1.4.4.4 South Africa Market States and Outlook 

1.5 Market Dynamics

1.5.1 Market Opportunities

1.5.2 Market Risk

1.5.3 Market Driving Force

2 Manufacturers Profiles

Continued…

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[nirajresearchnester-blog]

Automotive Radiator Market is estimated to grow at a CAGR of 4.5% during the period 2017-2024, According to Research Nester

Automotive Radiator Market Overview

Automotive radiator is cooling devices installed in order to keep the internal combustion engine at proper operating temperature. Automotive radiator is a heat exchanger and consists of series of tubes or channels mounted in parallel arrangement. The coolant circulates through these channels and observes the heat produced by the running engine. Further, a fan is used to observe the heat of coolant and brigs its temperature down. These automotive radiators are generally used in piston-engine aircrafts, motorcycles, cars, railway locomotive and other automobiles.  

Market Size & Forecast

Global automotive radiator market is predicted to grow at a remarkable compound annual growth rate (CAGR) of 4.5% over the forecast period. Global automotive radiator market is mainly expanding on the back of growing automotive market. The market of automotive radiator is projected to reach at a valuation of USD 14.2 Billion by the end of forecast period

Growing demand for automotive heat exchanger coupled with increasing number of automobiles is expected to fuel the growth of global automotive radiator market in during the forecast period.

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On the basis of regional platform, global automotive radiator market is segmented into five major regions including North America, Europe, Asia Pacific, Latin America and Middle East & Africa region.

Asia Pacific is accounted for the largest market of automotive radiator. Further, Asia Pacific is leading producer of automobiles and is also the major market for original equipment manufactured automotive radiator. Additionally, India and China are expected to contribute significantly to the growth of automotive radiator market in Asia Pacific region.

North America and Europe regions are also anticipated to grow at significant pace during the forecast period. Moreover, these regions are dominating the aftermarket of automotive radiators due to high demand for spare parts, accessories and other components of automobiles in these regions. Factors such as large number of vehicles and growing average age of automobiles in these regions are anticipated to fuel the growth of automotive radiator market in these regions.

However, Middle East & Africa automotive radiator market is anticipated to grow at remarkable compound annual growth rate of 6.5% during the forecast period. This growth in Middle East & Africa region can be attributed to rising number of automobiles in this region.

On the basis of material used, aluminum radiators are anticipated to dominate the segment. Growing use of aluminum radiators in modern cars is a major factor which is likely to fuel the demand for aluminum radiators during the forecast period.

Furthermore, by flow structure, automotive radiators are further segmented into down flow and cross flow radiators. The down flow radiator segmented is envisioned to be the leading segment during the forecast period. Down flow radiators are anticipated to capture more than 50% share of the global radiator market during the forecast period owing to growing replacement of radiators in old vehicles across the globe.

Market Segmentation

Our-in depth analysis of the global automotive radiator market includes the following segments:

By Product

Cross-Flow Radiators

Down-Flow Radiators

By Material

Aluminum

Copper & Brass

By End User

Aftermarket

Original Equipment Manufacturing

By Vehicle Type

Heavy Commercial Vehicle

Light Commercial Vehicle

Passenger Cars

Sports Utility Vehicles

Multi Utility Vehicles

Luxury Vehicles

By Region

Global automotive radiator market is further classified on the basis of region as follows:

North America (U.S. & Canada) Market size, Y-O-Y growth & Opportunity Analysis

Latin America (Brazil, Mexico, Rest of Latin America) Market size, Y-O-Y growth & Opportunity Analysis

Europe (U.K., Germany, France, Italy, Spain, Hungary, Belgium, Netherlands & Luxembourg, Rest of Europe) Market size, Y-O-Y growth & Opportunity Analysis

Asia-Pacific (China, India, Japan, Singapore, Australia, New Zealand, Rest of Asia) Market size, Y-O-Y growth & Opportunity Analysis.

Middle East and Africa (GCC, North Africa, South Africa, Rest of Middle East and Africa) Market size, Y-O-Y growth & Opportunity Analysis

Growth Drivers & Challenges

Global automotive radiator market is driven by various factors including increasing number of vehicles, growing disposable income of the consumers and rising implementation for effective heat exchanger in vehicles across the globe.

Moreover, replacement of radiators in old vehicles is also escalating the demand for automotive radiators. Further, technological advancements with automobiles increasing average life of automobiles. This growing average life automobile on road is fueling the demand for spare parts, accessories and other components of vehicle in aftermarket. Further growing aftermarket of spare parts of vehicles is anticipated to drive the growth of global automotive radiators market.

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Furthermore, rising implementation of aluminum radiators in modern vehicles is a major factor propelling the growth of global market. Rising disposable income of consumers and their increased affordability are some of the major factors propelling the demand for automobiles. Further, this increasing number of vehicles is leaving a positive impact on global market of automotive radiators. Apart from this, market of automotive radiators is also expanding in emerging economies due to changing life style of the consumers and their inclination towards luxuries life style.

Besides this, growing competition between leading automobile companies in order to produce better and high end & performance cars is also likely to foster the growth of global automotive radiator market in near future.

However, recent decline in global economic has reduced overall sales of automobile globally. This negative impact of global economic downturn on automotive market is expected to hamper the growth of global automotive radiator market in near future.

Key Players

Behr GmBh & Co.

Company Overview

Key Product Offerings

Business Strategy

SWOT Analysis

Financials

Denso Corporation

Dongfeng Radiator Co. Ltd.

Visteon Corp.

Delphi Automotive Plc.

Valeo SA

Calsonic Kansei Corporation

Sanden Corporation

NISSENS A/S

CSF Radiators

Scope & Context

Overview of the Parent Market

Analyst View

Segmentation

The global automotive radiators market is segmented as follows:

By Product Market Size & Y-O-Y Growth Analysis

By Material Market Size & Y-O-Y Growth Analysis

By End User Market Size & Y-O-Y Growth Analysis

By Vehicle Type Market Size & Y-O-Y Growth Analysis

By Region Market Size & Y-O-Y Growth Analysis

Market Dynamics

Supply & Demand Risk

Competitive Landscape

Porter’s Five Force Model

Geographical Economic Activity

Key Players (respective SWOT Analysis) and their Strategies and Product Portfolio

Recent Trends and Developments

Industry Growth Drivers and Challenges

Key Information for Players to establish themselves in current dynamic environment

Research Nester is a leading service provider for strategic market research and consulting. We aim to provide unbiased, unparalleled market insights and industry analysis to help industries, conglomerates and executives to take wise decisions for their future marketing strategy, expansion and investment etc. We believe every business can expand to its new horizon, provided a right guidance at a right time is available through strategic minds. Our out of box thinking helps our clients to take wise decision so as to avoid future uncertainties.

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[jesusvasser]

John Deere 1050K: The Ultimate Building Machine

DUBUQUE, Iowa — This must be what it feels like to be God. I’m 8 feet off the ground, atop 94,000 pounds of shuddering steel, massive push beams the size of tree trunks holding aloft a towering, 13-foot-wide blade that’s advancing in front of me with the grim, relentless cadence of Caesar’s Roman army laying siege. Below, tracks more than 11 feet long on either side churn into the dirt as the rig’s 13.5-liter diesel throbs and bellows with 1,162 lb-ft of torque. Up ahead, I can almost see the massive mound of earth in our path begin to wince.

This is the John Deere 1050K crawler dozer—what city boys like me call a bulldozer—the largest and most powerful the company has ever built, a yellow-and-black Optimus Prime capable, it seems to me, of busting right through the Great Wall of China. Ten minutes ago, I’d never been in a crawler before. Now I’m seated inside the 1050K’s windowed cab, piloting this snorting behemoth alone. If I forget how to make it stop, I might just plow straight through to the Great Wall after all.

Let’s do Launch: On his first-ever dozer drive, St. Antoine aims the mighty Deere skyward—mostly because he doesn’t know how not to.

You would think a machine so brutish would require a crew of whip-snapping lion tamers to manage. But no. Despite the ease with which it can transform anything in its path into a Belgian waffle, the 1050K is a pussycat. Steering and speed are controlled with an intuitive joystick and a small thumb switch. A set-and-forget power-management system automatically maintains optimum engine rpm. A hydrostatic transmission (essentially a continuously variable tranny that requires no gear changing by the operator) means I’m able to manage the monster’s pace with one hand. The airy cab is heated, air-conditioned, and outfitted with an iPod-ready audio system. If I were so inclined, I could effortlessly bash the nearby maintenance building into rubble while simultaneously relaxing to Franz Liszt’s “Liebesträume No. 3 in A Major.” And on top of it all, the 1050K looks less like an ungainly construction implement and more like a piece of modern sculpture.

“Because of their work in automotive, Designworks is highlighting areas where we can bring in new materials. We’ve now got plastic roof lines, plastic handholds that allow us to bring together complex shapes without a lot of expense.”

For that, the folks at John Deere in part can thank their colleagues at BMW Designworks.

John Deere never lived to see a tractor with his name on it. It was 1837 when the blacksmith from Grand Detour, Illinois, invented the self-scouring steel plow that would revolutionize the farming industry. (Prior to Deere’s innovation, wooden or iron plows had to be stopped regularly and cleared of muck.) It wasn’t until 1912, after John and his son and business partner, Charles, were both dead, that Deere & Company president William Butterworth made the decision that would make the John Deere name famous worldwide: The brand began building tractors. By 1923, Deere had unveiled its legendary Model D, a two-cylinder design that would remain in production for an incredible 30 years.

The cab of a 1050K is no NASA clean room, but there’s plenty of high tech on hand. Steering and speed are controlled via joysticks, while a hydrostatic transmission manages gear changes.

In those early days, a tractor’s appearance meant nothing. Not to tractor makers. Not to buyers. Indeed, most tractors were of the “unstyled” variety, their various mechanical components hanging out like the frog you dissected in high school. But by the late 1930s, in an effort to differentiate themselves, tractor companies began to design their wares. Some, such as Ford, employed in-house stylists. Deere went a different way. In 1937, the company turned to renowned New York City industrial designer Henry Dreyfuss. By then Dreyfuss was already an acknowledged virtuoso, a human-factors pioneer who had fashioned everything from streamlined locomotives to the iconic Western Electric “I Love Lucy” 302 Bakelite telephone. He’d never even seen a tractor before, but Dreyfuss was so taken by the notion of working on one, it’s said that he jumped on a train to the Deere factory—then in Waterloo, Iowa—the same night.

Playing Dirty: In mere minutes the author discovers that rich Iowa farmland is no match for 94,000 pounds of thundering Deere.

Dreyfuss-designed tractors first appeared in 1938. He streamlined the much-beloved Model A (Deere’s first tractor with adjustable wheel treads) by enclosing the previously open fan shaft and adding a grille around the radiator. “For more than 80 years now, we’ve had some level of industrial design in our products,” says Gordon Miller, director of construction engineering at Deere’s Construction and Forestry Division. “It’s more than just the mechanical side. It even extends to Deere’s green-and-yellow paint scheme, which is known globally.”

Since 1995, though, John Deere’s products have taken shape in concert with a decidedly different associate: BMW Designworks. American designer Chuck Pelly founded the studio in California in 1972, and it proved so successful that by 1995 Germany’s BMW Group had wholly acquired it. Based in Newbury Park, California, Designworks also boasts studios in Munich and Shanghai. Clients include such diverse brands as Coca-Cola, Dassault Aviation, and Mercury Marine. And, of course, John Deere. “Interestingly, Chuck Pelly used to work for Dreyfuss,” says Stephen Chadwick, director of global operations for Designworks (who wrote his Ph.D. thesis on the aerodynamic properties of tennis balls). “So even way back, Pelly was helping John Deere out.”

The Deere/Designworks relationship bloomed from the start. “In the mid-’90s we were engaged on a new development, the H Series crawler,” says Doug Meyer, global director of construction engineering for Deere’s Construction and Forestry Division. “And one thing that’s always a struggle for us in construction is that we have various machine forms—from a backhoe to a skid-steer loader to a crawler—and to bring them all together somehow is a real challenge. So to give them all a similar language, a recognizable look and feel, we connected with Designworks.”

John the Ripper: Looking more like a tank than a construction implement, the Deere 1050K dozer is just as fearsome at the back as it is at the front.

The H Series was a milestone for us because it was the first crawler on the market with a hydrostatic transmission,” Miller says. To help get it right, Deere and Designworks turned to customer-advocate groups—lots and lots of focus groups. “We always engage the customer throughout the entire development process—from initial sketches to foamcore cabin mock-ups to early prototypes,” Meyer says. “We even let them experience prototypes at their job sites. From where an operator wants to store their lunch box to the joystick location to how the doors open, it’s all on the table. Sometimes, based on what our customers say, we have to do a lot of work over again.”

Yet it’s never as simple as building what the customer wants. “Whether the customer admits it or not,” Chadwick explains, “how a product looks plays a big part in their purchase decision. It’s the same with construction equipment as it is with automobiles. The emotional side. I can remember a designer once coming up to me and saying, ‘We’re done. This thing does everything we wanted it do to.’ And I laughed and said, ‘Yep, but it doesn’t look very good.’ It’s amazing. We might just break apart a few lines, blend a few surfaces. Sometimes it doesn’t cost us an extra cent. But the machine has to have good industrial design.”

The machine doesn’t just have to look good, it’s also got to look right. Brett Bedard, Deere’s manager of marketing communications, says, “A machine can be fully capable, but if it doesn’t look strong enough, the customer will ding it. They’ll say, ‘This one looks beefier.’ And you can counter with, ‘Well, ours will push more dirt.’ But if it doesn’t look like it can, the customer will say, ‘Well, I’m not buying it.’” Chadwick agrees: “We can identify from the outset how the machine form should look. Then we can test that with the customers, get the buy-in from them. It’s a constant validation process, making course corrections along the way.”

Meyer highlights another benefit of having Designworks on board: the studio’s automotive expertise. “Because of their work in automotive, Designworks is constantly highlighting areas where we can bring in new materials they’ve worked with, such as plastics. We’ve now got plastic roof lines, plastic handholds that allow us to bring together complex shapes without a lot of expense. Their designers see things in other industries and bring them into ours.”

Tonka toy heaven!

Designworks apparently did its part on the H Series, because the crawler was a hit. And in the two-plus decades since, the studio’s involvement has grown to include Deere’s entire spectrum of construction and forestry products. Indeed, Designworks is now considered “a strategic, enterprise-level supplier”— aka a partner. Today, the studio’s design influence has permeated the entire Deere product range. “For crawlers at least, we want angles that give a ‘moving forward’ look,” says Tim Post, engineering manager on crawlers. “It’s cues like the sloping hoodline. The roofline. The console layout and the color scheme. If you stand and look at our crawlers, the language carries through all the way from the 450 to the 1050—and into other product lines, too. Even from a distance, you can say, ‘That’s a Deere.’”

Designworks is now considered “a strategic, enterprise-level supplier,” aka a partner.

To see where Deere and Designworks are headed next, Robert Moore, engineering manager on backhoes, takes me out into the field to check out a model 410L, Deere’s second-largest backhoe. “You’ve got a loader bucket on the front and an excavator—or backhoe—at the rear,” Moore says. “But the thing is, the traditional backhoe form hasn’t changed much since the 1950s. It’s a tractor-based platform, and that’s always been a limitation.”

For a few minutes, I play around with the 410L, first scooping up dirt with the front bucket and then flipping the seat around to dig a deep hole with the excavator. Tonka toy heaven! I could do this all day. But Moore has other plans. He motions me to jump out of the cab and then hands me the newest product-development tool for Deere and Designworks: a pair of virtual reality goggles. I slip on the headset, and suddenly I’m looking 10 years into the future. There, “standing” before me where the 410L used to be, is a concept for a next-gen Deere backhoe: the so-called Fixstern. German for “fixed star,” fixstern is a word adopted by BMW to denote its pioneering design process (eyes fixed on a distant star). As applied to a backhoe, Fixstern basically means “wasn’t this thing in ‘Avatar’?”

“With VR, we’re able to sit together—engineers, designers, marketing people—and all see exactly what we’re building.

After switching the VR goggles to cockpit view, my hands grasp wildly at thin air as I attempt to “touch” the Fixstern’s controls. “We’re no longer constrained by having a tractor base,” Moore says. “The Fixstern is 20 percent lighter—thanks to emerging materials—has far better interior spaciousness and visibility, and features a hybrid powertrain for efficiency. With VR, you’re able to ‘see’ just what an operator would see from the driver’s seat. Notice the Fixstern’s backhoe. We’ve created a double-jointed mechanism that allows us to pivot the arm left or right of center. Right now the arm is on the right, giving you excellent visibility to the trench in front of you. In the 410L, the center-mounted arm blocks the trench.” Moore is correct. The Fixstern’s view to my “construction site” is vastly improved.

What a VR headset wearer “sees” from inside the Fixstern backhoe concept. (Note an enhanced view of the trench thanks to a pivoted arm.)

“With VR, we’re able to sit together in a conference room—engineers, designers, marketing people—and all see exactly what we’re building, discuss changes, where are we going to get this part. It’s revolutionary,” Moore says. Then he laughs. “Imagine me, Mr. Pocket Protector. In meetings I used to have to draw this stuff!”

For the past 20 minutes I’ve been charging the 1050K crawler into a massive mound of dirt, gouging out Cadillac Escalade-sized loads with the front bucket, then dumping them into another pile nearby. And by this point my new dirt pile has grown to a sizable mountain of its own. After making a final deposit into my dirt bank, suddenly I realize the 1050K and I are straddling the top of the mound. I’m staring almost straight up into the sky, the blade poised to dig into the clouds, the whole 47-ton leviathan practically teetering atop my pile’s summit. Do I back up? Go forward? I scramble around the cockpit. Surely there has to be an ejection switch in here. But no, I’m on my own.

Engineering manager Robert Moore, right, explains the vision that’s soon to become a reality.

I make the decision to go forward. I ease the 1050K ahead, gingerly, slowly … when suddenly the beast dives over the top, almost falls, and then with a thundering ka-blam, blade and tank tracks and mammoth diesel engine come crashing back to earth. Incredibly, the 1050K shakes it off as if this were business as usual. Me? I feel like a skydiver who’s just returned to Earth without a parachute.

As I step down from the cab, one of the 1050K’s attendants walks over and slaps one of the crawler’s treads. “Nice work!” he says with a laugh. “I’ve never seen this big ol’ boy do that!”

I smile back. But inside I’m thinking, “Well, duh. This Deere’s got BMW in it.”

The post John Deere 1050K: The Ultimate Building Machine appeared first on Automobile Magazine.

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[eddiejpoplar]

John Deere 1050K: The Ultimate Building Machine

DUBUQUE, Iowa — This must be what it feels like to be God. I’m 8 feet off the ground, atop 94,000 pounds of shuddering steel, massive push beams the size of tree trunks holding aloft a towering, 13-foot-wide blade that’s advancing in front of me with the grim, relentless cadence of Caesar’s Roman army laying siege. Below, tracks more than 11 feet long on either side churn into the dirt as the rig’s 13.5-liter diesel throbs and bellows with 1,162 lb-ft of torque. Up ahead, I can almost see the massive mound of earth in our path begin to wince.

This is the John Deere 1050K crawler dozer—what city boys like me call a bulldozer—the largest and most powerful the company has ever built, a yellow-and-black Optimus Prime capable, it seems to me, of busting right through the Great Wall of China. Ten minutes ago, I’d never been in a crawler before. Now I’m seated inside the 1050K’s windowed cab, piloting this snorting behemoth alone. If I forget how to make it stop, I might just plow straight through to the Great Wall after all.

Let’s do Launch: On his first-ever dozer drive, St. Antoine aims the mighty Deere skyward—mostly because he doesn’t know how not to.

You would think a machine so brutish would require a crew of whip-snapping lion tamers to manage. But no. Despite the ease with which it can transform anything in its path into a Belgian waffle, the 1050K is a pussycat. Steering and speed are controlled with an intuitive joystick and a small thumb switch. A set-and-forget power-management system automatically maintains optimum engine rpm. A hydrostatic transmission (essentially a continuously variable tranny that requires no gear changing by the operator) means I’m able to manage the monster’s pace with one hand. The airy cab is heated, air-conditioned, and outfitted with an iPod-ready audio system. If I were so inclined, I could effortlessly bash the nearby maintenance building into rubble while simultaneously relaxing to Franz Liszt’s “Liebesträume No. 3 in A Major.” And on top of it all, the 1050K looks less like an ungainly construction implement and more like a piece of modern sculpture.

“Because of their work in automotive, Designworks is highlighting areas where we can bring in new materials. We’ve now got plastic roof lines, plastic handholds that allow us to bring together complex shapes without a lot of expense.”

For that, the folks at John Deere in part can thank their colleagues at BMW Designworks.

John Deere never lived to see a tractor with his name on it. It was 1837 when the blacksmith from Grand Detour, Illinois, invented the self-scouring steel plow that would revolutionize the farming industry. (Prior to Deere’s innovation, wooden or iron plows had to be stopped regularly and cleared of muck.) It wasn’t until 1912, after John and his son and business partner, Charles, were both dead, that Deere & Company president William Butterworth made the decision that would make the John Deere name famous worldwide: The brand began building tractors. By 1923, Deere had unveiled its legendary Model D, a two-cylinder design that would remain in production for an incredible 30 years.

The cab of a 1050K is no NASA clean room, but there’s plenty of high tech on hand. Steering and speed are controlled via joysticks, while a hydrostatic transmission manages gear changes.

In those early days, a tractor’s appearance meant nothing. Not to tractor makers. Not to buyers. Indeed, most tractors were of the “unstyled” variety, their various mechanical components hanging out like the frog you dissected in high school. But by the late 1930s, in an effort to differentiate themselves, tractor companies began to design their wares. Some, such as Ford, employed in-house stylists. Deere went a different way. In 1937, the company turned to renowned New York City industrial designer Henry Dreyfuss. By then Dreyfuss was already an acknowledged virtuoso, a human-factors pioneer who had fashioned everything from streamlined locomotives to the iconic Western Electric “I Love Lucy” 302 Bakelite telephone. He’d never even seen a tractor before, but Dreyfuss was so taken by the notion of working on one, it’s said that he jumped on a train to the Deere factory—then in Waterloo, Iowa—the same night.

Playing Dirty: In mere minutes the author discovers that rich Iowa farmland is no match for 94,000 pounds of thundering Deere.

Dreyfuss-designed tractors first appeared in 1938. He streamlined the much-beloved Model A (Deere’s first tractor with adjustable wheel treads) by enclosing the previously open fan shaft and adding a grille around the radiator. “For more than 80 years now, we’ve had some level of industrial design in our products,” says Gordon Miller, director of construction engineering at Deere’s Construction and Forestry Division. “It’s more than just the mechanical side. It even extends to Deere’s green-and-yellow paint scheme, which is known globally.”

Since 1995, though, John Deere’s products have taken shape in concert with a decidedly different associate: BMW Designworks. American designer Chuck Pelly founded the studio in California in 1972, and it proved so successful that by 1995 Germany’s BMW Group had wholly acquired it. Based in Newbury Park, California, Designworks also boasts studios in Munich and Shanghai. Clients include such diverse brands as Coca-Cola, Dassault Aviation, and Mercury Marine. And, of course, John Deere. “Interestingly, Chuck Pelly used to work for Dreyfuss,” says Stephen Chadwick, director of global operations for Designworks (who wrote his Ph.D. thesis on the aerodynamic properties of tennis balls). “So even way back, Pelly was helping John Deere out.”

The Deere/Designworks relationship bloomed from the start. “In the mid-’90s we were engaged on a new development, the H Series crawler,” says Doug Meyer, global director of construction engineering for Deere’s Construction and Forestry Division. “And one thing that’s always a struggle for us in construction is that we have various machine forms—from a backhoe to a skid-steer loader to a crawler—and to bring them all together somehow is a real challenge. So to give them all a similar language, a recognizable look and feel, we connected with Designworks.”

John the Ripper: Looking more like a tank than a construction implement, the Deere 1050K dozer is just as fearsome at the back as it is at the front.

The H Series was a milestone for us because it was the first crawler on the market with a hydrostatic transmission,” Miller says. To help get it right, Deere and Designworks turned to customer-advocate groups—lots and lots of focus groups. “We always engage the customer throughout the entire development process—from initial sketches to foamcore cabin mock-ups to early prototypes,” Meyer says. “We even let them experience prototypes at their job sites. From where an operator wants to store their lunch box to the joystick location to how the doors open, it’s all on the table. Sometimes, based on what our customers say, we have to do a lot of work over again.”

Yet it’s never as simple as building what the customer wants. “Whether the customer admits it or not,” Chadwick explains, “how a product looks plays a big part in their purchase decision. It’s the same with construction equipment as it is with automobiles. The emotional side. I can remember a designer once coming up to me and saying, ‘We’re done. This thing does everything we wanted it do to.’ And I laughed and said, ‘Yep, but it doesn’t look very good.’ It’s amazing. We might just break apart a few lines, blend a few surfaces. Sometimes it doesn’t cost us an extra cent. But the machine has to have good industrial design.”

The machine doesn’t just have to look good, it’s also got to look right. Brett Bedard, Deere’s manager of marketing communications, says, “A machine can be fully capable, but if it doesn’t look strong enough, the customer will ding it. They’ll say, ‘This one looks beefier.’ And you can counter with, ‘Well, ours will push more dirt.’ But if it doesn’t look like it can, the customer will say, ‘Well, I’m not buying it.’” Chadwick agrees: “We can identify from the outset how the machine form should look. Then we can test that with the customers, get the buy-in from them. It’s a constant validation process, making course corrections along the way.”

Meyer highlights another benefit of having Designworks on board: the studio’s automotive expertise. “Because of their work in automotive, Designworks is constantly highlighting areas where we can bring in new materials they’ve worked with, such as plastics. We’ve now got plastic roof lines, plastic handholds that allow us to bring together complex shapes without a lot of expense. Their designers see things in other industries and bring them into ours.”

Tonka toy heaven!

Designworks apparently did its part on the H Series, because the crawler was a hit. And in the two-plus decades since, the studio’s involvement has grown to include Deere’s entire spectrum of construction and forestry products. Indeed, Designworks is now considered “a strategic, enterprise-level supplier”— aka a partner. Today, the studio’s design influence has permeated the entire Deere product range. “For crawlers at least, we want angles that give a ‘moving forward’ look,” says Tim Post, engineering manager on crawlers. “It’s cues like the sloping hoodline. The roofline. The console layout and the color scheme. If you stand and look at our crawlers, the language carries through all the way from the 450 to the 1050—and into other product lines, too. Even from a distance, you can say, ‘That’s a Deere.’”

Designworks is now considered “a strategic, enterprise-level supplier,” aka a partner.

To see where Deere and Designworks are headed next, Robert Moore, engineering manager on backhoes, takes me out into the field to check out a model 410L, Deere’s second-largest backhoe. “You’ve got a loader bucket on the front and an excavator—or backhoe—at the rear,” Moore says. “But the thing is, the traditional backhoe form hasn’t changed much since the 1950s. It’s a tractor-based platform, and that’s always been a limitation.”

For a few minutes, I play around with the 410L, first scooping up dirt with the front bucket and then flipping the seat around to dig a deep hole with the excavator. Tonka toy heaven! I could do this all day. But Moore has other plans. He motions me to jump out of the cab and then hands me the newest product-development tool for Deere and Designworks: a pair of virtual reality goggles. I slip on the headset, and suddenly I’m looking 10 years into the future. There, “standing” before me where the 410L used to be, is a concept for a next-gen Deere backhoe: the so-called Fixstern. German for “fixed star,” fixstern is a word adopted by BMW to denote its pioneering design process (eyes fixed on a distant star). As applied to a backhoe, Fixstern basically means “wasn’t this thing in ‘Avatar’?”

“With VR, we’re able to sit together—engineers, designers, marketing people—and all see exactly what we’re building.

After switching the VR goggles to cockpit view, my hands grasp wildly at thin air as I attempt to “touch” the Fixstern’s controls. “We’re no longer constrained by having a tractor base,” Moore says. “The Fixstern is 20 percent lighter—thanks to emerging materials—has far better interior spaciousness and visibility, and features a hybrid powertrain for efficiency. With VR, you’re able to ‘see’ just what an operator would see from the driver’s seat. Notice the Fixstern’s backhoe. We’ve created a double-jointed mechanism that allows us to pivot the arm left or right of center. Right now the arm is on the right, giving you excellent visibility to the trench in front of you. In the 410L, the center-mounted arm blocks the trench.” Moore is correct. The Fixstern’s view to my “construction site” is vastly improved.

What a VR headset wearer “sees” from inside the Fixstern backhoe concept. (Note an enhanced view of the trench thanks to a pivoted arm.)

“With VR, we’re able to sit together in a conference room—engineers, designers, marketing people—and all see exactly what we’re building, discuss changes, where are we going to get this part. It’s revolutionary,” Moore says. Then he laughs. “Imagine me, Mr. Pocket Protector. In meetings I used to have to draw this stuff!”

For the past 20 minutes I’ve been charging the 1050K crawler into a massive mound of dirt, gouging out Cadillac Escalade-sized loads with the front bucket, then dumping them into another pile nearby. And by this point my new dirt pile has grown to a sizable mountain of its own. After making a final deposit into my dirt bank, suddenly I realize the 1050K and I are straddling the top of the mound. I’m staring almost straight up into the sky, the blade poised to dig into the clouds, the whole 47-ton leviathan practically teetering atop my pile’s summit. Do I back up? Go forward? I scramble around the cockpit. Surely there has to be an ejection switch in here. But no, I’m on my own.

Engineering manager Robert Moore, right, explains the vision that’s soon to become a reality.

I make the decision to go forward. I ease the 1050K ahead, gingerly, slowly … when suddenly the beast dives over the top, almost falls, and then with a thundering ka-blam, blade and tank tracks and mammoth diesel engine come crashing back to earth. Incredibly, the 1050K shakes it off as if this were business as usual. Me? I feel like a skydiver who’s just returned to Earth without a parachute.

As I step down from the cab, one of the 1050K’s attendants walks over and slaps one of the crawler’s treads. “Nice work!” he says with a laugh. “I’ve never seen this big ol’ boy do that!”

I smile back. But inside I’m thinking, “Well, duh. This Deere’s got BMW in it.”

The post John Deere 1050K: The Ultimate Building Machine appeared first on Automobile Magazine.

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John Deere 1050K: The Ultimate Building Machine

DUBUQUE, Iowa — This must be what it feels like to be God. I’m 8 feet off the ground, atop 94,000 pounds of shuddering steel, massive push beams the size of tree trunks holding aloft a towering, 13-foot-wide blade that’s advancing in front of me with the grim, relentless cadence of Caesar’s Roman army laying siege. Below, tracks more than 11 feet long on either side churn into the dirt as the rig’s 13.5-liter diesel throbs and bellows with 1,162 lb-ft of torque. Up ahead, I can almost see the massive mound of earth in our path begin to wince.

This is the John Deere 1050K crawler dozer—what city boys like me call a bulldozer—the largest and most powerful the company has ever built, a yellow-and-black Optimus Prime capable, it seems to me, of busting right through the Great Wall of China. Ten minutes ago, I’d never been in a crawler before. Now I’m seated inside the 1050K’s windowed cab, piloting this snorting behemoth alone. If I forget how to make it stop, I might just plow straight through to the Great Wall after all.

Let’s do Launch: On his first-ever dozer drive, St. Antoine aims the mighty Deere skyward—mostly because he doesn’t know how not to.

You would think a machine so brutish would require a crew of whip-snapping lion tamers to manage. But no. Despite the ease with which it can transform anything in its path into a Belgian waffle, the 1050K is a pussycat. Steering and speed are controlled with an intuitive joystick and a small thumb switch. A set-and-forget power-management system automatically maintains optimum engine rpm. A hydrostatic transmission (essentially a continuously variable tranny that requires no gear changing by the operator) means I’m able to manage the monster’s pace with one hand. The airy cab is heated, air-conditioned, and outfitted with an iPod-ready audio system. If I were so inclined, I could effortlessly bash the nearby maintenance building into rubble while simultaneously relaxing to Franz Liszt’s “Liebesträume No. 3 in A Major.” And on top of it all, the 1050K looks less like an ungainly construction implement and more like a piece of modern sculpture.

“Because of their work in automotive, Designworks is highlighting areas where we can bring in new materials. We’ve now got plastic roof lines, plastic handholds that allow us to bring together complex shapes without a lot of expense.”

For that, the folks at John Deere in part can thank their colleagues at BMW Designworks.

John Deere never lived to see a tractor with his name on it. It was 1837 when the blacksmith from Grand Detour, Illinois, invented the self-scouring steel plow that would revolutionize the farming industry. (Prior to Deere’s innovation, wooden or iron plows had to be stopped regularly and cleared of muck.) It wasn’t until 1912, after John and his son and business partner, Charles, were both dead, that Deere & Company president William Butterworth made the decision that would make the John Deere name famous worldwide: The brand began building tractors. By 1923, Deere had unveiled its legendary Model D, a two-cylinder design that would remain in production for an incredible 30 years.

The cab of a 1050K is no NASA clean room, but there’s plenty of high tech on hand. Steering and speed are controlled via joysticks, while a hydrostatic transmission manages gear changes.

In those early days, a tractor’s appearance meant nothing. Not to tractor makers. Not to buyers. Indeed, most tractors were of the “unstyled” variety, their various mechanical components hanging out like the frog you dissected in high school. But by the late 1930s, in an effort to differentiate themselves, tractor companies began to design their wares. Some, such as Ford, employed in-house stylists. Deere went a different way. In 1937, the company turned to renowned New York City industrial designer Henry Dreyfuss. By then Dreyfuss was already an acknowledged virtuoso, a human-factors pioneer who had fashioned everything from streamlined locomotives to the iconic Western Electric “I Love Lucy” 302 Bakelite telephone. He’d never even seen a tractor before, but Dreyfuss was so taken by the notion of working on one, it’s said that he jumped on a train to the Deere factory—then in Waterloo, Iowa—the same night.

Playing Dirty: In mere minutes the author discovers that rich Iowa farmland is no match for 94,000 pounds of thundering Deere.

Dreyfuss-designed tractors first appeared in 1938. He streamlined the much-beloved Model A (Deere’s first tractor with adjustable wheel treads) by enclosing the previously open fan shaft and adding a grille around the radiator. “For more than 80 years now, we’ve had some level of industrial design in our products,” says Gordon Miller, director of construction engineering at Deere’s Construction and Forestry Division. “It’s more than just the mechanical side. It even extends to Deere’s green-and-yellow paint scheme, which is known globally.”

Since 1995, though, John Deere’s products have taken shape in concert with a decidedly different associate: BMW Designworks. American designer Chuck Pelly founded the studio in California in 1972, and it proved so successful that by 1995 Germany’s BMW Group had wholly acquired it. Based in Newbury Park, California, Designworks also boasts studios in Munich and Shanghai. Clients include such diverse brands as Coca-Cola, Dassault Aviation, and Mercury Marine. And, of course, John Deere. “Interestingly, Chuck Pelly used to work for Dreyfuss,” says Stephen Chadwick, director of global operations for Designworks (who wrote his Ph.D. thesis on the aerodynamic properties of tennis balls). “So even way back, Pelly was helping John Deere out.”

The Deere/Designworks relationship bloomed from the start. “In the mid-’90s we were engaged on a new development, the H Series crawler,” says Doug Meyer, global director of construction engineering for Deere’s Construction and Forestry Division. “And one thing that’s always a struggle for us in construction is that we have various machine forms—from a backhoe to a skid-steer loader to a crawler—and to bring them all together somehow is a real challenge. So to give them all a similar language, a recognizable look and feel, we connected with Designworks.”

John the Ripper: Looking more like a tank than a construction implement, the Deere 1050K dozer is just as fearsome at the back as it is at the front.

The H Series was a milestone for us because it was the first crawler on the market with a hydrostatic transmission,” Miller says. To help get it right, Deere and Designworks turned to customer-advocate groups—lots and lots of focus groups. “We always engage the customer throughout the entire development process—from initial sketches to foamcore cabin mock-ups to early prototypes,” Meyer says. “We even let them experience prototypes at their job sites. From where an operator wants to store their lunch box to the joystick location to how the doors open, it’s all on the table. Sometimes, based on what our customers say, we have to do a lot of work over again.”

Yet it’s never as simple as building what the customer wants. “Whether the customer admits it or not,” Chadwick explains, “how a product looks plays a big part in their purchase decision. It’s the same with construction equipment as it is with automobiles. The emotional side. I can remember a designer once coming up to me and saying, ‘We’re done. This thing does everything we wanted it do to.’ And I laughed and said, ‘Yep, but it doesn’t look very good.’ It’s amazing. We might just break apart a few lines, blend a few surfaces. Sometimes it doesn’t cost us an extra cent. But the machine has to have good industrial design.”

The machine doesn’t just have to look good, it’s also got to look right. Brett Bedard, Deere’s manager of marketing communications, says, “A machine can be fully capable, but if it doesn’t look strong enough, the customer will ding it. They’ll say, ‘This one looks beefier.’ And you can counter with, ‘Well, ours will push more dirt.’ But if it doesn’t look like it can, the customer will say, ‘Well, I’m not buying it.’” Chadwick agrees: “We can identify from the outset how the machine form should look. Then we can test that with the customers, get the buy-in from them. It’s a constant validation process, making course corrections along the way.”

Meyer highlights another benefit of having Designworks on board: the studio’s automotive expertise. “Because of their work in automotive, Designworks is constantly highlighting areas where we can bring in new materials they’ve worked with, such as plastics. We’ve now got plastic roof lines, plastic handholds that allow us to bring together complex shapes without a lot of expense. Their designers see things in other industries and bring them into ours.”

Tonka toy heaven!

Designworks apparently did its part on the H Series, because the crawler was a hit. And in the two-plus decades since, the studio’s involvement has grown to include Deere’s entire spectrum of construction and forestry products. Indeed, Designworks is now considered “a strategic, enterprise-level supplier”— aka a partner. Today, the studio’s design influence has permeated the entire Deere product range. “For crawlers at least, we want angles that give a ‘moving forward’ look,” says Tim Post, engineering manager on crawlers. “It’s cues like the sloping hoodline. The roofline. The console layout and the color scheme. If you stand and look at our crawlers, the language carries through all the way from the 450 to the 1050—and into other product lines, too. Even from a distance, you can say, ‘That’s a Deere.’”

Designworks is now considered “a strategic, enterprise-level supplier,” aka a partner.

To see where Deere and Designworks are headed next, Robert Moore, engineering manager on backhoes, takes me out into the field to check out a model 410L, Deere’s second-largest backhoe. “You’ve got a loader bucket on the front and an excavator—or backhoe—at the rear,” Moore says. “But the thing is, the traditional backhoe form hasn’t changed much since the 1950s. It’s a tractor-based platform, and that’s always been a limitation.”

For a few minutes, I play around with the 410L, first scooping up dirt with the front bucket and then flipping the seat around to dig a deep hole with the excavator. Tonka toy heaven! I could do this all day. But Moore has other plans. He motions me to jump out of the cab and then hands me the newest product-development tool for Deere and Designworks: a pair of virtual reality goggles. I slip on the headset, and suddenly I’m looking 10 years into the future. There, “standing” before me where the 410L used to be, is a concept for a next-gen Deere backhoe: the so-called Fixstern. German for “fixed star,” fixstern is a word adopted by BMW to denote its pioneering design process (eyes fixed on a distant star). As applied to a backhoe, Fixstern basically means “wasn’t this thing in ‘Avatar’?”

“With VR, we’re able to sit together—engineers, designers, marketing people—and all see exactly what we’re building.

After switching the VR goggles to cockpit view, my hands grasp wildly at thin air as I attempt to “touch” the Fixstern’s controls. “We’re no longer constrained by having a tractor base,” Moore says. “The Fixstern is 20 percent lighter—thanks to emerging materials—has far better interior spaciousness and visibility, and features a hybrid powertrain for efficiency. With VR, you’re able to ‘see’ just what an operator would see from the driver’s seat. Notice the Fixstern’s backhoe. We’ve created a double-jointed mechanism that allows us to pivot the arm left or right of center. Right now the arm is on the right, giving you excellent visibility to the trench in front of you. In the 410L, the center-mounted arm blocks the trench.” Moore is correct. The Fixstern’s view to my “construction site” is vastly improved.

What a VR headset wearer “sees” from inside the Fixstern backhoe concept. (Note an enhanced view of the trench thanks to a pivoted arm.)

“With VR, we’re able to sit together in a conference room—engineers, designers, marketing people—and all see exactly what we’re building, discuss changes, where are we going to get this part. It’s revolutionary,” Moore says. Then he laughs. “Imagine me, Mr. Pocket Protector. In meetings I used to have to draw this stuff!”

For the past 20 minutes I’ve been charging the 1050K crawler into a massive mound of dirt, gouging out Cadillac Escalade-sized loads with the front bucket, then dumping them into another pile nearby. And by this point my new dirt pile has grown to a sizable mountain of its own. After making a final deposit into my dirt bank, suddenly I realize the 1050K and I are straddling the top of the mound. I’m staring almost straight up into the sky, the blade poised to dig into the clouds, the whole 47-ton leviathan practically teetering atop my pile’s summit. Do I back up? Go forward? I scramble around the cockpit. Surely there has to be an ejection switch in here. But no, I’m on my own.

Engineering manager Robert Moore, right, explains the vision that’s soon to become a reality.

I make the decision to go forward. I ease the 1050K ahead, gingerly, slowly … when suddenly the beast dives over the top, almost falls, and then with a thundering ka-blam, blade and tank tracks and mammoth diesel engine come crashing back to earth. Incredibly, the 1050K shakes it off as if this were business as usual. Me? I feel like a skydiver who’s just returned to Earth without a parachute.

As I step down from the cab, one of the 1050K’s attendants walks over and slaps one of the crawler’s treads. “Nice work!” he says with a laugh. “I’ve never seen this big ol’ boy do that!”

I smile back. But inside I’m thinking, “Well, duh. This Deere’s got BMW in it.”

The post John Deere 1050K: The Ultimate Building Machine appeared first on Automobile Magazine.

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Global Automotive Radiator Market (2016-2024)- Research Nester

Global Automotive Radiator Market By Product (Cross-Flow Radiators, Down-Flow Radiators) By Material (Aluminum, Copper & Brass) By End User (Aftermarket, Original Equipment Manufacturing) By Vehicle Type (Heavy Commercial Vehicle, Light Commercial Vehicle, Passenger Cars) and Region - Global Forecast to 2024

 Automotive Radiator Market Overview

Automotive radiator is cooling devices installed in order to keep the internal combustion engine at proper operating temperature. Automotive radiator is a heat exchanger and consists of series of tubes or channels mounted in parallel arrangement. The coolant circulates through these channels and observes the heat produced by the running engine. Further, a fan is used to observe the heat of coolant and brigs its temperature down. These automotive radiators are generally used in piston-engine aircrafts, motorcycles, cars, railway locomotive and other automobiles.   

Market Size & Forecast

Global automotive radiator market is predicted to grow at a remarkable compound annual growth rate (CAGR) of 4.5% over the forecast period. Global automotive radiator market is mainly expanding on the back of growing automotive market. The market of automotive radiator is projected to reach at a valuation of USD 14.2 Billion by the end of forecast period

Growing demand for automotive heat exchanger coupled with increasing number of automobiles is expected to fuel the growth of global automotive radiator market in during the forecast period.

On the basis of regional platform, global automotive radiator market is segmented into five major regions including North America, Europe, Asia Pacific, Latin America and Middle East & Africa region.

Asia Pacific is accounted for the largest market of automotive radiator. Further, Asia Pacific is leading producer of automobiles and is also the major market for original equipment manufactured automotive radiator. Additionally, India and China are expected to contribute significantly to the growth of automotive radiator market in Asia Pacific region.

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 North America and Europe regions are also anticipated to grow at significant pace during the forecast period. Moreover, these regions are dominating the aftermarket of automotive radiators due to high demand for spare parts, accessories and other components of automobiles in these regions. Factors such as large number of vehicles and growing average age of automobiles in these regions are anticipated to fuel the growth of automotive radiator market in these regions.

However, Middle East & Africa automotive radiator market is anticipated to grow at remarkable compound annual growth rate of 6.5% during the forecast period. This growth in Middle East & Africa region can be attributed to rising number of automobiles in this region.

On the basis of material used, aluminum radiators are anticipated to dominate the segment. Growing use of aluminum radiators in modern cars is a major factor which is likely to fuel the demand for aluminum radiators during the forecast period.

Furthermore, by flow structure, automotive radiators are further segmented into down flow and cross flow radiators. The down flow radiator segmented is envisioned to be the leading segment during the forecast period. Down flow radiators are anticipated to capture more than 50% share of the global radiator market during the forecast period owing to growing replacement of radiators in old vehicles across the globe.

Market Segmentation

Our-in depth analysis of the global automotive radiator market includes the following segments:

 By Product

·         Cross-Flow Radiators

·         Down-Flow Radiators

By Material

·         Aluminum

·         Copper & Brass

By End User

·         Aftermarket

·         Original Equipment Manufacturing

By Vehicle Type

·         Heavy Commercial Vehicle

·         Light Commercial Vehicle

·         Passenger Cars

o    Sports Utility Vehicles

o    Multi Utility Vehicles

o    Luxury Vehicles

By Region

Global automotive radiator market is further classified on the basis of region as follows:

·         North America (U.S. & Canada) Market size, Y-O-Y growth & Opportunity Analysis

·         Latin America (Brazil, Mexico, Rest of Latin America) Market size, Y-O-Y growth & Opportunity Analysis

·         Europe (U.K., Germany, France, Italy, Spain, Hungary, Belgium, Netherlands & Luxembourg, Rest of Europe) Market size, Y-O-Y growth & Opportunity Analysis

·         Asia-Pacific (China, India, Japan, Singapore, Australia, New Zealand, Rest of Asia) Market size, Y-O-Y growth & Opportunity Analysis.

·         Middle East and Africa (GCC, North Africa, South Africa, Rest of Middle East and Africa) Market size, Y-O-Y growth & Opportunity Analysis

Growth Drivers & Challenges

Global automotive radiator market is driven by various factors including increasing number of vehicles, growing disposable income of the consumers and rising implementation for effective heat exchanger in vehicles across the globe.

Moreover, replacement of radiators in old vehicles is also escalating the demand for automotive radiators. Further, technological advancements with automobiles increasing average life of automobiles. This growing average life automobile on road is fueling the demand for spare parts, accessories and other components of vehicle in aftermarket. Further growing aftermarket of spare parts of vehicles is anticipated to drive the growth of global automotive radiators market.

Furthermore, rising implementation of aluminum radiators in modern vehicles is a major factor propelling the growth of global market. Rising disposable income of consumers and their increased affordability are some of the major factors propelling the demand for automobiles. Further, this increasing number of vehicles is leaving a positive impact on global market of automotive radiators. Apart from this, market of automotive radiators is also expanding in emerging economies due to changing life style of the consumers and their inclination towards luxuries life style.

Besides this, growing competition between leading automobile companies in order to produce better and high end & performance cars is also likely to foster the growth of global automotive radiator market in near future.

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 However, recent decline in global economic has reduced overall sales of automobile globally. This negative impact of global economic downturn on automotive market is expected to hamper the growth of global automotive radiator market in near future.

Key Players

·         Behr GmBh & Co.

o    Company Overview

o    Key Product Offerings

o    Business Strategy

o    SWOT Analysis

o    Financials

·         Denso Corporation

·         Dongfeng Radiator Co. Ltd.

·         Visteon Corp.

·         Delphi Automotive Plc.

·         Valeo SA

·         Calsonic Kansei Corporation

·         Sanden Corporation

·         NISSENS A/S

·         CSF Radiators

Scope & Context

Overview of the Parent Market

Analyst View

Segmentation

The global automotive radiators market is segmented as follows:

·         By Product Market Size & Y-O-Y Growth Analysis

·         By Material Market Size & Y-O-Y Growth Analysis

·         By End User Market Size & Y-O-Y Growth Analysis

·         By Vehicle Type Market Size & Y-O-Y Growth Analysis

·         By Region Market Size & Y-O-Y Growth Analysis

Market Dynamics

Supply & Demand Risk

Competitive Landscape

Porter’s Five Force Model

Geographical Economic Activity

Key Players (respective SWOT Analysis) and their Strategies and Product Portfolio

Recent Trends and Developments

Industry Growth Drivers and Challenges

Key Information for Players to establish themselves in current dynamic environment

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Automotive Radiator Market size is over USD 14.2 Billion by 2024 with 4.5% CAGR estimation from 2017 to 2024, According to Research Nester

Automotive radiator is cooling devices installed in order to keep the internal combustion engine at proper operating temperature. Automotive radiator is a heat exchanger and consists of series of tubes or channels mounted in parallel arrangement. The coolant circulates through these channels and observes the heat produced by the running engine. Further, a fan is used to observe the heat of coolant and brigs its temperature down. These automotive radiators are generally used in piston-engine aircrafts, motorcycles, cars, railway locomotive and other automobiles.   

 Global automotive radiator market is anticipated to flourish at 4.5% CAGR over the forecast period. Additionally, the global automotive radiator market is envisioned to reach at notable revenue of USD 14.2 Billion by the end of 2024. Increasing number of vehicles coupled with growing average life of cars is a major factor which is likely to escalate the demand for automotive components such as automotive radiators during the forecast period.

 From raw materials to downstream buyers of this industry will be analyzed scientifically, the feature of product circulation and sales channel will be presented as well. In a word, this report will help you to establish a panorama of industrial development and characteristics of the Automotive Radiator market.

 Increasing Average Age of Vehicles

Rising average age of vehicles such as passenger cars and truck is a major factor which is increasing the demand for automotive components across the globe. The average life of vehicles in U.S. has been raised by 17% in last ten years. The rising replacement of automotive components such as cooling system in old cars is a major factor which is estimated to drive the growth of automotive radiator market.    

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 Increasing Sales of Vehicles

Rising number of vehicles on road across the globe is increasing the demand for vehicle components. Furthermore, growing automotive aftermarket market is also predicted to foster the growth of automotive radiator market over the forecast period.

 Although, increasing penetration of electric vehicles, low spending on maintenance of vehicles in under developed countries are some of the factors that are envisioned to inhibit the growth of the automotive radiator market in the near future.

 The report titled “Automotive Radiator Market: Global Historical Growth (2012-2016) & Future Outlook (2017-2024) Demand Analysis & Opportunity Evaluation” delivers detailed overview of the global automotive radiator market in terms of market segmentation by product type, by end-user type, by material, by vehicle type and by region.

 Further, for the in-depth analysis, the report encompasses the industry growth drivers, restraints, supply and demand risk, market attractiveness, BPS analysis and Porter’s five force model.

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  This report also provides the existing competitive scenario of some of the key players of the global automotive radiator market which includes company profiling of Behr GmBh & Co., Denso Corporation, Dongfeng Radiator Co. Ltd., Visteon Corp., Delphi Automotive Plc., Valeo SA, Calsonic Kansei Corporation, Sanden Corporation, NISSENS A/S, and CSF Radiators. The profiling enfolds key information of the companies which encompasses business overview, products and services, key financials and recent news and developments. On the whole, the report depicts detailed overview of the global automotive radiator market that will help industry consultants, equipment manufacturers, existing players searching for expansion opportunities, new players searching possibilities and other stakeholders to align their market centric strategies according to the ongoing and expected trends in the future.

  Research Nester is a leading service provider for strategic market research and consulting. We aim to provide unbiased, unparalleled market insights and industry analysis to help industries, conglomerates and executives to take wise decisions for their future marketing strategy, expansion and investment etc. We believe every business can expand to its new horizon, provided a right guidance at a right time is available through strategic minds. Our out of box thinking helps our clients to take wise decision so as to avoid future uncertainties.

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