Transitioning to Electric UTVs: Implications for Assembly Tooling

Abstract

This case report explores the UTVs (utility terrain vehicles) transition from internal combustion engines to electric drive and how the shift will impact the assembly tooling industry. A multiple-case study at manufacturing plants was complemented by an exploratory survey with key stakeholders in the industry. The findings showed that the transition to electric drive is still in its infancy and is likely to accelerate soon. Electric vehicles were generally found to contain fewer components and thus have fewer applications for tightening tools in their assembly. Much of the difference comes from the fact that electric engines require far fewer tightening operations compared to internal combustion engines. However, the assembly of electric components and battery packs requires new advanced tooling solutions. When transitioning to electric drives, manufacturers were found to source their battery packs and electric engines most commonly from external suppliers. This can displace the tooling industry’s business within the segment. Several opportunities and challenges for assembly tool suppliers were identified. Firstly, the transition to electric drive will likely generate significant tooling needs on the manufacturers side. Electric vehicles tend to require more advanced tools and solutions, which likely will benefit premium tool suppliers with Industry 4.0 solutions. There are, however, long-term challenges as electric UTVs have fewer components and fewer tightenings in their assembly process. One long-term opportunity that could potentially offset the decline in tightenings within final assembly is battery pack assembly. This process does not only require a lot of advanced tightenings, but there are also opportunities for other joining techniques. Thus, the assembly tooling business’ biggest opportunities within the UTV industry are likely to shift from the vehicle’s final- to battery pack assembly.

1. Introduction

1.1. The Assembly Tooling Industry

The assembly tooling industry plays a crucial role in supporting the manufacturing processes across multiple sectors by producing specialized tools such as screwdrivers, nut-runners, angle tools, pistol tools, and a variety of other precision instruments. These tools are designed not only for manual operations but also for use in automated and semi-automated systems that enhance the efficiency and accuracy of assembly lines. This industry is integral to maintaining high productivity and ensuring the consistency of quality in assembled products. The market was valued at USD 3.32 billion in 2022, with its biggest sales in aerospace and defense, heavy equipment, automotive, and electronics [1]. In rapidly evolving markets such as automotive and electronics, understanding the current landscape and anticipating future shifts within specific segments is crucial for tool manufacturers to maintain a competitive edge.

1.2. E-Mobility

The trend towards e-mobility is accelerating as governments, industries, and consumers increasingly recognize its environmental and economic benefits. Electric vehicles (EVs) are at the forefront of this shift, supported by government incentives, expanding charging infrastructure, and advancements in battery technology. Major automotive manufacturers are investing in EV production, while consumers, driven by environmental awareness and potential cost savings, are more inclined to consider EVs. Despite barriers like charging accessibility and upfront costs, the global push for sustainable transport solutions signals a strong, ongoing commitment to the growth of e-mobility [2].

1.3. The UTV Industry

The utility terrain vehicle (UTV) and the similar all-terrain vehicle (ATV), also known as quad-bikes, side-by-sides, or four-wheelers, are four-wheel vehicles used to navigate rough terrain. The vehicle was first introduced in Canada in 1965 but was not popularized until the 1980s [3]. Traditionally, the vehicles have been powered by combustion engines, but as companies in all industries are pressured by clients and stakeholders to produce more environmentally sustainable products, several companies have begun producing ATVs powered by electric motors.

The market for electric ATV’s and UTV’s was estimated to be worth USD 707.6 million in 2021 and is expected to reach USD 3845.3 million by 2030 [4]. By comparison, the global market for all ATV’s was USD 9810 million in 2021 [5]. This new market segment is highly competitive, and an optimized assembly process is a key factor in success.

1.4. Problem Description and Contribution

This publication aims to investigate how the transition from internal combustion engine (ICE) to electric drive in UTVs will impact the assembly process and, consequently, the business of assembly tool manufacturers. First, it examines the current assembly process of ICE-powered UTVs, then explores the differences in assembly between ICE and electric-drive UTVs. The focus is on identifying the tooling needs for electric drive assembly and the adjustments required for the original ICE assembly processes to meet the demands of the electric drive industry. This research will clarify how these changes influence business opportunities for assembly tool manufacturers.

The research question for the publication is:

How will the transition to electric drive within the UTV segment affect the assembly tool industry’s business opportunities?

1.5. Research Gaps and Novelty of Research

As the automotive industry is dynamically developing and changing its structure to accommodate the increasing demand for electric vehicles, there is a growing body of research on the electrification of the automotive industry [6,7]. Despite this, there is limited focus on the specific effects of the transition on the assembly tooling industry, particularly for utility terrain vehicles (UTVs). Existing studies often overlook the unique challenges and opportunities that arise for assembly tool suppliers as manufacturers adapt to electric drive systems. This paper addresses this gap by examining how the shift from internal combustion engines to electric drives in the UTV industry impacts the need for tightening tools while also identifying emerging opportunities in battery pack assembly.

2. Methodology

2.1. Research Approach

A case study was conducted to comprehensively examine the assembly processes of two specific vehicle models. In addition to offering exploratory insights into these cases, a complimentary survey was administered to investigate broader trends in the industry’s transition to electric drive (see Figure 1).

2.1.1. Case Study

A multiple-case study was conducted by virtually and physically visiting two UTV manufacturers. A case study can be defined as an intensive, systematic investigation of a single individual, group, community, or some other unit in which the researcher examines in-depth data relating to several variables [8], the unit of investigation in this case being specific UTV assembly lines.

Case studies can be either holistic or embedded. A holistic approach recognizes the unit of study as a single phenomenon, while an embedded approach considers it a combination of different segments that together make up the unit [9]. In this case, the embedded approach is used since the assembly of a UTV is made up of several assembly stations, which together form an assembly line. The distinction between a single-case and multiple-case study is dependent on whether only one unit or if multiple units are studied [10]. As multiple UTV assembly lines are studied, a multiple-case study is performed.

One disadvantage of case studies is that general conclusions are made by studying only one, or a few units. Another possible issue is that it is difficult to set up boundaries for the case [10]. To deal with the possible issue of drawing general conclusions from a few units, the UTV manufacturers studied were chosen carefully to make sure that they could be considered representative to the rest of the industry. The boundaries of the case study were defined as follows: The case study focuses on two UTV manufacturers, from which the final assembly of their EVs and ICE vehicles are studied. The operations analyzed are limited to tightening operations in which power tools are used. This includes the tightening of bolts, nuts, and screws.

2.1.2. Survey

To investigate the status of the UTV industry and the implications of the shift towards electric drive, a small-scale survey was chosen as the appropriate strategy. A survey is a research approach with three main characteristics: it has a wide scope, a specific point in time is investigated, and the data come from empirical research.

There are several types of surveys, each using different data gathering methods. Universally, however, a survey investigates a sample to draw conclusions about a population [10]. In this case, the population consists of the entire UTV assembly industry. As it would be inconvenient to gather empirical data from everyone in this population, a small sample was studied.

When selecting a sample to survey, there are two different strategies. A sample can either be representative or exploratory. A representative sample generally involves gathering large amounts of quantitative data from a cross-section of the total population. In this case, it is important that all different segments of the population are represented proportionally. With an exploratory sample, however, the purpose is not to represent the general population. Instead, the aim is to explore a specific topic. An exploratory sample includes extreme instances rather than a cross-section of the population and the data are more often qualitative rather than quantitative [10]. For this survey, an exploratory sample was used. The exploratory approach aligns with the research objectives by focusing on a specific topic—the shift towards electric drive in the UTV industry. By surveying manufacturers already transitioning to electric drives, the study aims to gain in-depth insights into their experiences. A representative sample would not be suitable, as it would require including manufacturers who have not yet adopted electric drives, which would not address the research’s focus on the effects of electrification. The exploratory sample’s qualitative data from niche cases provide a clearer understanding of the challenges and innovations in this transition.

2.2. Data Collection Methods

Both the case study and the small-scale survey are research strategies rather than methods. A combination of methods were used for each strategy, and some of the empirical data were used for both.

2.2.1. Data Collection for Case Study

Unstructured observational interviews at manufacturing plants were performed, combined with in-depth semi-structured interviews with the local manufacturing engineers. The authors virtually or physically walked through assembly lines, observing the process and asking a series of questions about the different applications and their significance for the end-product. Follow-up questions were asked continuously during the process. Some data gathered using this method were too sensitive to be included in this publication. Therefore, only general insights from the observations were included.

An observational interview is a qualitative research method in which the interviewer gathers data through observations and unstructured interviews with one or more interviewees. The interviewee should be a person with knowledge in the field willing to act as a mentor and commentator for the interviewers, in this case the local manufacturing engineer. The interviewer asks questions about their observations and takes thorough notes of the findings. No interview is ever completely unstructured but can often be close to a guided conversation about specific topics [11].

The authors also held a more detailed, semi-structured interview with the plant engineers in style with the survey interview. The purpose was to obtain more data on the assembly applications and general insights from professionals within the field. The questionnaire and additional information are available in Appendix B.

2.2.2. Data Collection for Survey

Data collection for the survey was carried out in two steps. First, an industry mapping was performed to learn about the electrification strategy of the different manufacturers. Second, semi-structured interviews were held with the most relevant manufacturers and sales engineers from the assembly tool industry.

ATV and UTV manufacturers could be mapped using internal customer data from a large assembly tool supplier, as well as web searches. For each identified manufacturer, the authors investigated whether they have an electric vehicle (EV) on the market, if they have announced a prototype, or if they do not have any public plans for EVs. Information on whether manufacturers assemble their own battery packs and electric drivetrains or whether these are sourced from external suppliers was also gathered. Finally, the size of the vehicles was also considered. Some manufacturers were found to produce small EVs, not as capable and not comparable to ICE counterparts, such as golf carts and ATVs, for youths. These could not be considered representative of the future EV industry. After the industry mapping was completed, stakeholders from the most relevant suppliers were mapped using the tool suppliers’ network, emails, and LinkedIn. The industry mapping can be found in the appendix (Appendix C).

The process for the interviews was to prepare an interview guide, connect with stakeholders, and conduct the interviews. The purpose was to gather qualitative data on electrification within the UTV segment. A semi-structured interview format was chosen since it allows for an open conversation around the topic. The semi-structured interview provides qualitative, in-depth information and lets the interviewer steer the interview in the relevant direction for the participants scope of knowledge [12]. The full interview guide can be found in Appendix A.

2.3. Analysis Methods

2.3.1. Survey Analysis

The industry mapping data were analyzed by identifying patterns and trends among the manufacturers. The purpose was to get an overview of which direction the industry is taking in general. The analysis of the data from the interviews was performed in three steps. First, each interview was summarized, and key insights were sorted into various categories. Second, the insights from all different interviews were compared and clustered. The process was iterative, and categories were determined according to patterns found in the interview answers. Once categories were set, comparisons between the interviews could be made and the general consensuses identified. The trends and patterns found were then used to identify possible opportunities and challenges related to the assembly tool industry’s business.

2.3.2. Case Study Analysis

The data from the different assembly lines were summarized and compared to draw general conclusions. The different steps of each assembly line were compiled into categories based on what tightening operations were completed in each step. Subsequently, these two were compared to generate an overview of a UTV assembly line. Furthermore, the most critical tightening applications of each line were summarized, and upon comparison, general conclusions about UTV assembly could be made. Lastly, the critical applications that are specific to electric UTVs were investigated in more detail to understand what new assembly tools and solutions are needed in these situations.

2.3.3. Opportunities and Challenges

The data from the survey and case study were analyzed, and the identified challenges and opportunities were visualized and summarized using a challenge and opportunity matrix.

2.4. Ethical Considerations

Several possible ethical issues were identified and discussed during the project. These apply especially to the interview process and the research conducted. The subjects of the interviews participated voluntarily and were informed of what the material would be used for and how. The manufacturers interviewed were kept anonymous. Transparency for all parties involved was of great importance, and the aim has been to represent the results and findings accurately. To ensure proper research conduct, the project was under continuous review by mentors from both Lund University and peer reviewed by the authors.

2.5. Research Boundaries

Research boundaries were set up by the authors to further define the scope of the project.

2.5.1. Assembly Solutions Boundaries

Since the research question investigates how the assembly tool industry’s business will be affected, it is crucial to define what assembly solutions are being referred to. This definition was made based on relevance to the industry in question. The authors decided to narrow the solutions down to those that are part of general industry assembly tools and solutions. This consists of all tightening tools and the software and equipment used with them. Equipment includes tools, operator guidance systems, workstation integration solutions, and quality assurance solutions.

2.5.2. Vehicle Boundaries

The focus of the research is on UTVs; however, other similar vehicles are also studied. For the industry mapping and the interviews, only companies that currently produce or have announced the production of an electric UTV or ATV (all-terrain vehicle) are mapped. When selecting manufacturers to visit for the case study, manufacturers of both electric and ICE UTVs are considered for a comparative analysis between the two to be made. When investigating battery assembly for EV’s, only the assembly of the packs, the connections, and the mounting of these on the vehicles are studied. The manufacturing of the battery cells is not included in the scope.

3. Theory

3.1. Principles of Tightening Technique

Using a screw together with a nut or a threaded hole to clamp two materials together is by far the most common way to assemble parts and components in the industry. There are several other methods, such as gluing, riveting, welding, and soldering. However, the screw tightening method allows for simple assembly design, easy disassembly, and often lower cost [13].

3.1.1. Screw Joint

A tightening has two phases: First, the bolt or screw is run all the way down with the only resistance coming from friction between the threads. This can be referred to as the “rundown stage”. Secondly, when the bolt is all the way down, the “snug level” has been reached. At this point, further rotating the bolt or screw will elastically elongate the bolt. Rotating the bolt builds up a tensile lead in the bolt, which results in a clamping force between the two joined materials, which is the purpose of the joint. The clamping force is proportional to the turning angle of the screw and the pitch of the thread. Furthermore, there is a relation between the tightening torque of the screw within its elastic elongation and the clamping force. Yet, there is no practical way to measure the clamping force itself. Of the tightening torque applied to a screw, about 10% is transferred to clamping force. The rest is absorbed in friction. By measuring the tightening torque, it is possible to derive what clamping force has been achieved [13].

From a tightening perspective, arguably the most important aspect of a joint is its hardness, also referred to as its torque rate. This is a measurement of how far the bolt must be rotated after the snug level to reach a certain torque. A joint is considered “hard” if it only requires a short rotation after the snug level to reach the desired clamping force. A soft joint is one that requires further rotation after the snug point has been reached [13].

3.1.2. Errors in Tightening

Measuring the tightening torque is a method to ensure that the desired clamping force has been reached. Yet, reaching the target torque is not a guarantee that the correct clamping force is achieved. There are several reasons why this can happen, and additional measurements can be used to detect these errors [13].

One possible reason is that the threads of the screw or nut are damaged. This can lead to increased resistance when turning the screw, which results in the target torque being reached before the desired clamping force has been achieved. This can be detected by measuring the angle that the screw has been turned. Another error is missing joint components. In the assembly process, an operator could forget to place a washer or a packing, which will change the conditions of the tightening. The relationship between tightening torque and clamping force can consequently change, making the measurements invalid. Errors can also occur due to relaxation. After the tightening, the screw joint sets. This means that a short time after the tightening, the clamping force drops. Depending on the characteristics of the joint, the drop in clamping force or relaxation can be significant. There are several methods to address this issue. For example, the tightening can be done in multiple stages. Lastly, some joints are designed to have elements in the thread that cause more friction. This means the torque will increase so that the tool cannot determine it due to increased resistance. To tackle this, some tools can electronically track the relationship between torque and angle over time to accurately measure the target torque [13].

3.1.3. Material Properties and Clamping Force

When exploring what properties are effecting the clamping force of a joint, one must first understand what aspects of the clamping force are being effected. Two main aspects are studied: the magnitude and the stability of the clamping force. The magnitude will be effected mostly by the tensile and sheer strengths of the materials as well as the turning torque transferred to the joint. The stability of the clamping force is a more complex topic since a myriad of factors could possibly impact the joint over time [14].

The thermal properties of the materials that make up a joint can have a big impact on the clamping force, especially on its stability. One such thermal property is that of its expansion of contraption. Changes in temperature will affect the length of bolts and screws, which will change their relative elongation, so the clamping force will be affected. Even minor changes in temperature can, over time, lead to relaxation in the joint, which, as described above, will affect the clamping force. Issues related to the thermal properties of the materials are further complicated when different materials are used in the joints. Differential expansion, or contraction, between the different materials can either increase or decrease the clamping force depending on the situation. In cases where clamping force is increased, there is a risk that the bolts or other parts might break [14].

Another material property that impacts the clamping force is that of elastic modulus. Even in situations where temperature is consistent, the working loads exposed to the joint can affect the clamping force, especially when the joint is made up of materials with differences in stiffness. Elastic interactions between bolts, nuts, washers, and other parts can impact the stability of the clamping force when loads are applied. When combining changes in temperature with a mix of materials of different elastic moduli. The risk of jeopardizing the stability of the clamping force is considerable. There is a plethora of miscellaneous properties that could affect the stability of the joint. One not aforementioned is that of the electric and magnetic properties of the materials. Complications related to this are not very common, yet it is important to bear them in mind [14].

3.1.4. Tightening Measurements

To know if the desired clamping force has been achieved in a joint, there are several relevant measurements to be made. The most important one is the tightening torque. There are two general ways to measure the tightening torque: static measurement or dynamic measurement. A static measurement is when the torque is measured after the tightening is completed. This can be done using a click wrench. A click wrench has a spring-loaded clutch that will release at a certain torque. This way one can measure if the desired torque is achieved. However, it is not possible to check if it is over-tightened. A more accurate static method that can measure over-tightening is an electronic torque wrench. This device contains an electronic torque transducer that can accurately measure the torque [13].

A dynamic measurement means that the torque is measured continuously throughout the tightening. This gives more data about the tightening and can be used to detect errors, such as relaxation. It also saves time, as no additional measurements need to be made after the tightening. With electric tools, dynamic measurements can be derived from measurements of the current output or by a built-in torque transducer. It is also possible to install angle encoders to provide measurements on the angle that the screw has been rotated to [13].

3.1.5. Tightening Tools

Pneumatic

Pneumatic tools are powered by compressed air fed through a tube system. The tools have a high torque and are relatively cheap to buy. However, they produce a lot of noise and do not provide any feedback data. Unavoidable leakages in the air compressor and tube system also result in larger CO₂ emissions compared to electric tools [15].

Impact Tools

Impact tools use the same principle as hammering on the side of a wrench in order to tighten a bolt. These tools have a great power-to-weight ratio and produce a relatively small reaction force for the operator. However, they produce a lot of noise and are not very accurate in terms of reaching the target torque. They are ideally used for loosening tough bolts in heavy industry [15].

Hydraulic Pulse Tools

Pulse tools use a hydraulic cushion to produce torque. Pulse tools have similar advantages to an impact tool, such as high torques and low reaction forces, without the high noise levels or bad precision. This has made them very popular in industry. However, like the impact tool, they do not collect any feedback data. Pulse tools also produce a vibration that can become unergonomic for the operator if used during extended periods of time [15].

Electric Clutch

Electric clutch tools are set to a target torque using an external measuring tool. Once the tool exceeds the target torque, the clutch will slip until the operator releases the trigger. This technique is commonly used in commercial screwdrivers most people are accustomed to. Electric clutch tools are, however, less accurate than transduzericed tools and do not provide any feedback data [15].

Electric Transducer

Electric transducerized tools are capable of measuring and adjusting both torque and angle continuously during each tightening. This way, advanced strategies can be used to tighten bolts in several steps depending on the specific characteristics of the joint. These tools are also able to gather data about each tightening, allowing full traceability of the assembly process [15].

Battery Tools

All types of electric tools can be powered by a battery instead of a cable. These tools offer more flexibility as no cables are in the way of the operator but can often be heavier [15].

3.1.6. Tightening Strategies

To ensure that a joint has been fastened properly and that the clamping force will be maintained, it is not enough to be able to make measurements. One must use these measurements to make predictions and furthermore provide adaptive inputs to the tool. Transducerized electric tools can use advanced programs, commonly referred to as strategies, to control the tightening process [14].

One common strategy is torque–angle window control. This is a strategy that uses torque to control the tool while evaluating if the angle is within an expectable range. First, the tools will produce a preset torque, which is around 30–50% of the target torque. At this torque, the snug point has been reached, meaning that further rotation will elastically elongate the bolt, which will build up clamping force. After this, the tool will start to measure both torque and angle to compare how they build up over time. If the torque increases much faster than the angle, or if the angle increases much faster than the torque, the tool will shut off. This method makes it possible to detect several problems that torque measurements alone cannot. However, this method does not take into account any issues that can occur at the initial stages of the tightening. Problems such as cross threading in the rundown stage cannot be discovered using only torque–angle window control [14].

Another strategy is yield control; as mentioned in the name, this method tightens the bolt to the threshold of yield. This strategy measures torque over time during the full course of the tightening. As the snug point is reached and torque is building up, the curve monitoring toque and time is monitored. When the material starts to yield, the torque will flatten out; at this point, the tool will shut off. This is a method that can be up to 3% accurate and is good at measuring pre-load. Yet another strategy is prevailing torque control. Prevailing torque is when some property of the joint creates resistance for the fastener to turn. A travailing torque control program will understand that this is not part of the elongating torque and disregard it when fastening. However, it can detect if the prevailing torque is above acceptable limits [14].

3.2. Industry 4.0

Industry 4.0 refers to the fourth industrial revolution and a new era of using smart connected solutions to optimize efficiency in production. One major driver of the transition is increased automation in industrial processes to limit human intervention and thus reduce dependency on human factors [16]. To do so, smart reporting tools and assembly line integration systems are needed. Industry 4.0 tools collect massive amounts of data, which are used for decision-making, quality assurance, and backtracking errors. The tools are equipped with sensors capable of measuring torque, tightening angles, and counting the number of threads. The data are reported to both the operator and to centralized systems. The massive amount of information gathered is known as “big data” and is used by the system for analysis and decision-making. The data can determine when maintenance, new inventory, personnel management, process alterations, and much more are needed. These solutions result in vast improvements in quality, reliability, and efficiency [17].

The ability to trace every tightening associated with each product unit can also be of immense help if a product fails. The manufacturer can easily find out how the error occurred, know which other units could be affected, and quickly install measures to prevent the error from happening again. If recalls must be made, backtracking information can be used to significantly reduce the number of units and more efficiently perform rework [18].

Furthermore, solutions for operator guidance have vastly improved. Instead of the assembly operations relying on an operator to manually set tools to the correct requirements, real-time tool location systems are able to track which tightening is being performed based on the tools’ location and adjust its setting to the specific tightening. This can greatly reduce errors being made in the assembly and improve the cycle time [19].

3.3. EV Battery Pack Assembly

The supply chain and manufacturing process of the battery packs used in electric vehicles is complex and consists of many different stages. One important part is, however, the assembly of the battery pack. The inputs to this process are individual battery cells, units used to form modules, connections, and some other components. The output of this process is battery packs ready to be mounted in an electric vehicle. The process varies depending on the types of cells used and the design of the pack. However, the process generally consists of the following steps: First, individual cells are assembled into battery modules. Second, modules are assembled into a battery pack. Third, adding components, connections, and covering the battery pack. After this, the battery pack is tested and validated before being mounted into the vehicle [20,21].

The battery module assembly process consists of several steps where battery cells are placed, inspected, connected, and joined. It is common to use adhesives, such as Loctite, to attach the cells to the module. Components such as cell inserts and collector plates are also commonly attached using adhesives. Additional electric and thermal components are automatically or manually fastened using screws, bolts, or specialized fasteners [20,22].

4. Results

4.1. Survey Result

In the survey, information from 34 different EV manufacturers was gathered and mapped. Eight interviews were held with manufacturing engineers from several manufacturers in the UTV industry and engineers from assembly tool manufacturers.

4.1.1. Industry Mapping

When comparing information about the ATV/UTV manufacturers, several patterns and insights were found. Out of the 34 identified manufacturers, 18 were found to have an electric ATV/UTV on the market, and a further 9 had another type of EV on the market. Three manufacturers had announced an EV prototype, one a hybrid ATV, and only three manufacturers had not announced any EV at all. This gives an indication that the transition to electric drive in this industry has already begun. However, out of the 18 manufacturers with EVs on the market, only 9 sold full-size ATV/UTVs. Furthermore, few of the full-size electric ATV/UTSs had entered production.

As for sourcing battery packs and drivetrains, information proved more difficult to find. Out of the 31 manufacturers that produce EVs, 9 were found to assemble their own battery pack, 10 sourced from external suppliers, and for the remaining 12, no public information was found. When it comes to the electric drivetrain, 9 manufacturers produce their own, 6 sources externally, and for the final 16, no information was available. The full industry mapping can be found in Appendix C.

4.1.2. Interviews

After conducting the interviews, notes and transcripts were summarized and analyzed. The notes from each interview were sorted into topics, and multiple interviews were compared to identify common themes. The following themes were identified: the transition to electric; differences in number of components between EV and ICE vehicles; EV tooling needs; and component sourcing. Based on these themes, a matrix was created to understand what insights were drawn from each interview (Appendix D).

Theme 1 Trend towards Electric Drive

There was a general consensus among the interviewees that there exists a significant trend towards electrification within the powersports industry. Although the extent of the trend is lagging the automotive industry, it is quickly gaining momentum. The automotive industry therefore provides an indication of how the progression will develop.

“Nobody will want to be the last manufacturer to only produce combustion vehicles, so once the EV industry gets traction on the market, the change to electric will be very rapid”

—Interviewee 4

Manufacturers had different perceptions of what the main driving force was to the accelerated trend. Several people mentioned that the reduced noise levels were the biggest selling point, especially for hunters and clients in the tourism sector. One manufacturer was certain that the increased vehicle acceleration was the biggest seller. Interviewee 2 believed that the trend towards sustainability was the main driving force. However, all agreed that the reason for the trend was most likely a combination of factors.

Only one manufacturer expressed confidence that internal combustion UTVs will remain the standard for the foreseeable future.

“The recreational vehicle segment is likely to continue using combustion engines for quite some time, at least in the U.S. Most customers work in the countryside and prefer a reliable product that is easy to fuel. Electric vehicles will have niche applications, such as hunters who need a quiet vehicle and companies that want to have zero carbon footprint. I would say 90% will still be combustion engine based.”

—Interviewee 8

Theme 2 Component Sourcing

Interviews indicate that manufacturers are more likely to source battery packs and electric drivetrains from third-party manufacturers rather than assembling their own. There are several reasons for this trend. Sourcing these components externally makes it easier to quickly get a product on the EV market and thereby secure a market share early. Less risk is also taken by the manufacturer, who does not need to invest as much in new assembly solutions and new competence within the field. There is, however, an ambition among some of the bigger manufacturers to set up their own battery pack assemblies in the future since this could cut costs for production in the long term. Some manufacturers have already set up their own drivetrain and/or battery pack assembly, indicating a strong commitment to electrification. Interviewees 2 and 6 pointed out that manufacturing electric engines is generally easier than assembling battery-packs. It is therefore likely manufacturers will focus on their own engine assembly while outsourcing the battery pack assembly in the future.

“Some big investments are needed to switch to producing electric, especially concerning the handling of the battery which is a very sensitive component and needs special warehousing conditions. I believe only a few very big companies will assemble their own battery packs, since this requires a lot of new know-how in, for example, electronics and material sciences. More companies will assemble their own electrical motor, as this is an area they might already have the know-how for.”

—Interviewee 6

Theme 3 Differences in Components

There are considerable differences in the number of components when comparing EVs and ICE vehicles. Six out of eight people interviewed commented that electric vehicles have fewer components and, furthermore, fewer tightenings than combustion-driven vehicles. However, the answers are less unanimous on the topic of which assembly is more difficult. Two manufacturing engineers believed that the assembly of EVs is simpler overall, yet they both commented that the assembly of electric components is very difficult. Both manufacturers B and C commented that their EV versions contain more new tech features, such as infotainment systems and connectivity systems. They both mentioned that these technologies are not necessarily needed for the electric drivetrain and are in fact just as useful for a combustion-driven vehicle. The features are added to the EVs because customers are expecting these vehicles to be more futuristic and high-tech than their ICE counterpart.

“It is much easier to produce electric vehicles. The drivetrain consists of three main components: a motor, a battery and a controller. There are fewer moving parts and no need for oil, transmission, exhausts and fuel system. It’s a simpler setup. However, more electrical wiring is usually needed, and the battery requires special care due to regulations.”

—Interviewee 4

Theme 4 Tooling Needs

The tooling needs of vehicle manufacturers will change as they transition to electric drive. However, there are many uncertainties as to how this will happen. Multiple interviewees mentioned that electric vehicles have less components and therefore the assembly lines will have fewer joining applications. One could argue that this will mean that fewer tightening tools will be used. However, several manufacturers mentioned that their EV assembly lines require more advanced tightening tools than the ICE variants. Interviewees agreed that most of the new tooling needs will be associated with battery pack assembly and high voltage electrical connections. Interviewee 7 commented that battery pack assembly lines have a considerable need for advanced tightening solutions. Not only high precision tools, but the demand for other products such as insulated sockets, tracking systems and software is also growing.

In interview 3, a sales engineer mentioned that their key account is investing heavily in a new plant for battery pack assembly. In this case, many high accuracy tranducerized tools in combination with operator guidance systems and semi-autonomous products were chosen. The reason for these advanced systems was to meet the strict tolerances associated with battery pack assembly. Interviewee 1 on the other hand mentioned that based on what they had seen in the automotive industry, the new tooling needs will not be focused on tightening solutions, rather it will be in areas such as adhesive dispensing, riveting and machine vision solutions.

Manufacturer C commented that the final assembly of their EV created new tooling needs to complete high voltage electrical connections. Not only are these difficult to perform, but there is also a considerable safety risk both for the operator and the final user of the vehicle. One area that almost all interviewees agreed on is that the assembly of an electric engine has a lot fewer tightening applications than that of a combustion engine.

4.2. Case Study Result

The case study comprises two visits to UTV manufacturers, one virtual visit and one physical. The authors walked through the final assembly line, taking special care to observe and inquire about tightening solutions and critical applications.

4.2.1. Final Assembly Overview

The final assembly line of a UTV can be designed in many ways. However, some steps are common for all UTV’s. The assembly of an ICE UTV generally includes six steps: chassis assembly, suspension and brakes assembly, engine assembly, interiors, exteriors, and wheels. At the chassis assembly, parts such as the skid plate and control arms are attached to the chassis. At this stage, it is common to attach cables and pipes for cooling, brakes, and electronics. The suspension and brake assembly is a step that generally includes several sub-assemblies for parts such as shock absorbers and brake hubs. The engine assembly is commonly the step that includes the biggest amount of critical tightenings. In some instances, the engine is assembled at another plant, yet in these cases, parts such as the transmission, gearbox, and driveshaft must still be attached at the final assembly line. The interior assembly includes several safety-critical tightenings, such as seats, seatbelts, pedals, and steering. Exterior assembly is where bumpers, rollover protection cages and similar parts are attached to the vehicle. Finally, wheels are mounted and aligned (see Figure 2).

The final assembly process of an electric UTV shares many characteristics with its ICE counterpart. However, there are some noticeable and important differences. Steps one and two are often identical; after that, the process is different. The engine assembly is often an automated process and contains relatively few tightenings. However, joining the electric engine to the transmission and attaching the engine to the vehicle are critical tightening operations. Battery pack assembly is an advanced process that is very different from the rest of the final assembly. Battery cell modules are linked via sensitive electric connections and enclosed in a closed battery pack. This can be performed at a separate line or even plant. Even if the manufacturing of the battery pack is not included in the final assembly, attaching and connecting it to the vehicle is an intricate process. The remaining three steps of the assembly are largely identical to that of an ICE vehicle (see Figure 3).

4.2.2. Critical Assembly Applications

In the final assembly of a UTV, about a third of all tightenings can be regarded as safety critical, some examples of which are the suspensions, brakes, seat belts, and motor. A failed tightening in these applications can have serious consequences for the consumer, and thus smart reporting tools are preferably used. Depending on the torque requirements, a transducerized battery or cable tools are generally favored, from which data can be stored and analyzed. Having access to vehicle-specific data can be crucial if a product fails and decisions for potential recalls must be made.

A few tightnenings, such as wheel and control arm assembly, have high torque requirements, where torque-arm attachments are necessary. For non-critical applications, electric clutch tools are commonly used. These are generally used when assembling interior and exterior plastics, as well as many non-critical details where several bolts must quickly be fastened, such as securing the wiring harness. Clutch tools do not gather data from operations, which limits the traceability of tightenings for the plant.

4.2.3. EV Specific Critical Assembly Applications

Although an EV has fewer components than an ICE UTV, there are several new critical tightening applications specific to EV assembly. These include high-voltage connections, battery pack assembly, and electric engine assembly. The high voltage used to power EVs is a potential safety risk not only for the users of the final product but for the assembly line operators as well. If high-voltage connections are not properly attached and insulated, short circuits could occur, which in turn could lead to combustion. High-voltage cables are often connected to the battery and engine using insulated bolts. Tightening these bolts can be difficult for several reasons. Both bolts and threads are often constructed in a mix of metal and plastic for conductivity reasons. This can be problematic from a tightening perspective since these materials have very different characteristics.

Electric engines can either be assembled in the final assembly line or in another line or even plant. Compared to combustion engines, electric engine assembly was found to have much fewer tightenings. This is mostly since electric engines have far fewer moving parts than a combustion variant. Like electric engines, battery packs can be assembled at the final assembly line or at another location. In either case, the combination of high voltages, small tolerances, and many parts creates multiple needs for advanced assembly solutions. For safety, performance, and productivity purposes, the battery pack assembly process is often automated. A combination of welding, riveting, tightening, and adhesive joining is common for these applications. Regardless of whether the engine and the battery are manufactured at another plant, they will be mounted and connected to the vehicle at the final assembly line. Mounting these involves multiple critical tightenings. Furthermore, these must be connected to one another as well as to other electrical components. In cases that connections must be made inside the battery pack itself, additional complications can occur. The high voltage involved can pose a safety risk for the operators, and mistakes in the connections could also be a risk for the final user. Another critical application can be observed while enclosing the battery pack. If the pack itself is not properly enclosed, debris could enter and potentially ignite inside the battery pack. Lastly, both battery packs and engines must be attached to the vehicle. This generally involves multiple critical fastenings.

4.2.4. Assembly Solutions

The assembly applications specific to electric vehicles create new requirements for tools and solutions. The high voltages result in vastly different situations compared to those of ICE assembly, and the same tools cannot always be used. Five main needs have been identified regarding electric tightening applications: insulation, advanced tightening strategy, traceability, operator guidance, and automatic screw feeding.

First, insulation is perhaps most important since it is a question of operator safety. Metal tools conduct electricity, which means operators working with high-voltage joints could potentially be electrocuted. Thus, insulated tools and sockets are especially important in these situations. Secondly, the intricate joints created by a mix of materials generate a need for advanced tightening strategies. As many joints connected to electrical applications are made up of varied materials, it is much more difficult to predict what clamping force is achieved and how well it will be maintained. For example, some joints in battery pack assembly were found to be made up of combinations of aluminum, steel, and plastics. These materials have vastly different thermal properties, and their elongation or contraction could therefore cause an instable clamping force during operation. To counteract this, tightening programs must be able to detect cross threads, take prevailing torque into account, and closely track the torque and angle buildup to detect any deviances.

Another need is that of full traceability. Gathering tightening data is central to all Industry 4.0 operations, especially in safety-critical tightenings. Since high voltage failures in the product could have dire consequences, it is vital to be able to track each completed tightening. Further, electric connections involve many tightening operations, often with different torque and angle requirements. There is therefore a need for operator guidance systems that ensure that each tightening is completed using the correct strategy. Lastly, automatic screw feeding systems are favorable since they allow for many screws to be tightened effectively with very high accuracy. An additional advantage of these is that they can be integrated into automated systems, allowing them to be used for battery pack assembly situations.

5. Discussion

5.1. Trend Towards Electrification

The analysis of the interview data reveals a growing trend towards electric vehicle (EV) adoption within the powersports industry, albeit at a slower pace than in the broader automotive sector. Interviewees highlighted multiple driving forces behind this transition, including environmental sustainability, noise reduction, and improved vehicle performance. However, practical barriers, such as the continued dominance of internal combustion engines (ICE) in certain recreational markets, were also emphasized. In comparison, broader industry trends show a more optimistic shift towards e-mobility, supported by government incentives, expanding charging infrastructure, and technological advancements in battery systems [2]. While the powersports sector shares the same underlying motivations for electrification, the challenges in infrastructure and consumer habits, as well as the slower pace of adoption in niche markets, suggest that the transition in this segment may lag behind the global automotive push for EVs.

5.2. Challenges and Opportunities

Based on the themes and trends that were found in the survey and the results of the case study, several challenges and opportunities were identified (see Figure 4). These were sorted based on whether they will affect the assembly tool industry in the long term or short term. Two main challenges were found. In the short term, manufacturers sourcing components from external suppliers could mean less business with current customers. In the long term, EVs with fewer components could have a big impact on sales. As for opportunities, in the short term, EV manufacturers will require advanced tooling solutions due to high-voltage applications, and many new EV assembly lines are set to pop up. In the long term, tooling solutions for battery pack assembly and for electric connections are both promising opportunities.

5.2.1. External Sourcing of Battery Pack

Even though some manufacturers are planning to produce their own battery packs and drivetrains in the future, the results indicate that the majority will not. As of today, many manufacturers do produce their own combustion engines for UTVs. Thus, it is possible that the assembly tool business with these manufacturers will shrink as EV production increases. This applies especially to the near future, as many manufacturers will start their EV production by outsourcing battery pack and drivetrain assembly. Once manufacturers have acquired the know-how, they might set up their own manufacturing. Battery packs and drivetrains will, however, have to be manufactured somewhere. Consequently, it will be important for the assembly tool industry to understand where that will be for the entire production chain and the future of battery and battery pack assembly. By doing so, stakeholders can get a holistic perspective of the changes in the industry and successfully break into the segment.

5.2.2. Fewer Components in EVs

Electric vehicles have substantially fewer components compared to their ICE counterparts. This will in turn lead to fewer joining operations on the assembly lines and, thus, a decreased need for tightening tools. The biggest difference between ICE vehicles and EVs in terms of tightening operations is in the engine assembly. The assembly of electric engines has far fewer moving parts and only a fraction of the tightenings compared to that of an internal combustion engine. The short-term effects of the differences in the number of components are expected to be quite inconsequential since new tooling needs connected to the transition are likely to counteract the decline in tightening operation. However, this is likely to be a long-term challenge as the electric UTV industry matures, and purpose-built EV assembly lines dramatically can reduce the number of tightenings needed.

5.2.3. New Plants and Need for Advanced Tools

As the vehicle electrification trend is undoubtedly here to stay, the largest manufacturers and several start-ups are rushing to get a competitive advantage by becoming recognized as a pioneer in electric UTV manufacturing. This provides a great short-term opportunity for assembly tool manufacturers as assembly lines and even entire manufacturing plants are set up, creating new tooling needs. New EV assemblies also often require new competencies for manufacturers, such as deep understanding in electronics to handle sensitive components and tightenings within the battery assembly. This could be an opportunity for providers of consulting services for advanced tightenings. The high risks of handling new high-voltage components mean companies are willing to invest capital to ensure a safe product.

When setting up a new assembly line for a high-tech product, manufacturers are also more likely to invest in full Industry 4.0 integration throughout the line. This means investments in smart connected assembly systems and the use of transducerized tools throughout the assembly lines. The data indicate that manufacturers of electric vehicles are more likely to invest in electric smart-reporting tooling solutions and less likely to buy pneumatic and clutch tools. As sales of these smart tools result in higher revenue, this is a great short- and long-term opportunity for the assembly tool industry.

5.2.4. Tooling Needs for Battery Pack Assembly

As battery pack assembly involves many tightening operations where smart assembly tools are crucial, future trends toward increased battery pack assembly among manufacturers can mean huge long-term opportunities for the assembly tool industry. Batteries have sensitive tolerances, and poor assembly can have considerable consequences for the performance of the product and for the safety of users and assembly operators. Apart from tightening operations, battery pack assembly commonly uses methods such as riveting, welding, and adhesive dispensing. Since these are not tightening operations, they are not within the scope of this project. However, it is important to recognize that providers of these assembly products and solutions are likely to have favorable opportunities within the segment.

5.2.5. Labor Skill Requirements

The UTV industry’s transition towards electrification comes with an increasing need for a workforce with specialized skills. Traditional UTV assembly operations relied heavily on mechanical expertise, but with the rise of electric drivetrains and advanced battery systems, manufacturers will need workers with know-how in electronics and high-voltage safety protocols. This shift will require significant investment in retraining and upskilling current employees while also attracting new talent with expertise in these fields. The adoption of Industry 4.0 solutions further emphasizes the need for skills in automation, data analytics, and smart assembly systems. As a result, labor shortages in these specialized areas could present a bottleneck for manufacturers looking to scale their electric UTV production, especially as the automotive industry increasingly pursues the same talent. Ensuring a robust training infrastructure will be critical to meet the growing demands for a skilled labor force capable of working with high-voltage and intricate applications in EV assembly.

5.2.6. Long-Term Market Predictions

The long-term outlook for the electric UTV market appears promising, driven by advancements in battery technology, decreasing production costs, and growing environmental concerns among consumers and governments. As electric drivetrains become more efficient and affordable, it is anticipated that their adoption will accelerate, resulting in a broader shift across both the recreational and commercial UTV segments. However, as the industry matures, a key trend to monitor is whether manufacturers will keep their drivetrain and battery pack assembly in-house or outsource it to third-party manufacturers. If many manufacturers centralize their production and increase vertical integration, the demand for certain assembly tooling could decrease. Despite this, the evolution of battery technology and the growing importance of Industry 4.0 solutions suggest that there will be continued demand for highly specialized and automated tooling systems, especially for battery assembly and high-voltage connections. Tool manufacturers will need to adapt by focusing on innovation in these areas to capture the growing market for advanced tooling solutions in a rapidly electrifying industry.

5.3. Execution and Limitations

During the project, the authors have been forced to iteratively make several alterations to the methodology and consequently changes to the execution of the research. These alterations were primarily made due to limitations from manufacturers within the case study. A couple of manufacturers expressed concerns about the publication of potentially sensitive or confidential information from their assembly; this issue has been carefully examined and adjusted for. As the extent of usable data from the case study was limited, more emphasis was instead put into the outcome of the survey, which became an important method for gathering data.

Another area that should be mentioned is research biases. The case report is conducted in collaboration with Atlas Copco, a major provider of assembly tooling solutions. Considerable amounts of data have been gathered from the company for use in the project. This has been used both in terms of material in the theory for principles of tightening technique and tightening tools, as well as several interviews within the survey with relevant engineers from Atlas Copco. A predicament for a bias in favor of Atlas Copco could exist in the research. However, the purpose of the project is to explore how the changes in the industry will affect the company’s future business in the segment, and it is therefore of interest for Atlas Copco and the authors that the research is impartial and that conclusions are accurate.

5.4. Novelty of Research

The novelty of the research lies in its exploration of how the shift from internal combustion to electric drive systems specifically impacts the assembly tooling industry within the utility terrain vehicle (UTV) sector. By addressing the effects on assembly processes, tightening operations, and the emergence of new tooling requirements for electric components and battery packs, this study fills a critical research gap in understanding how assembly tooling suppliers can adapt to these industry shifts.

5.5. Future Research

Further research on the rate of adoption of electric UTVs would be relevant to further predict how the industry will change. This could also give an indication of what the future for internal combustion UTVs could look like and if and how the segment might consequently decline.

Additional research on how alternative joining solutions, such as riveting, welding. and adhesive dispensing, are used in battery pack assembly could also be made. This would be of value to better predict how the different segments within the assembly tool industry will be affected by the transition.

6. Conclusions

The electric UTV industry is yet far from mature. As battery and drivetrain technology becomes more efficient and less expensive over time and consumers realize the improvements in acceleration and noise levels and become more conscious about how their purchasing choices are affecting the climate, the industry is set to rapidly grow.

As the UTV industry shifts from combustion to electric-drive vehicles, their tooling needs will adapt. From the assembly tool industry’s perspective, the shift itself will likely generate substantial short-term business as manufacturers need to acquire more advanced tools for the electric and high-voltage assembly and set up new, Industry 4.0 integrated assembly lines. However, as the electric UTV industry matures, the reduced number of components in electric drivetrains compared to internal combustion engines suggests that the overall need for traditional tightening tools will decline. Over time, this could lead to a decrease in the demand for certain assembly tools, particularly for engine assembly, which has traditionally been a significant market for tool manufacturers.

For assembly tool manufacturers to maintain and grow their assembly business within the segment, the authors recommend targeting battery pack manufacturers. Industry stakeholders should put a big focus on alternative assembly solutions such as riveting, adhesive dispensing, and machine vision inspection, as these are integral parts of battery manufacturing. Investments in Industry 4.0 technologies and integrated assembly systems will also be essential to ensuring continued relevance and growth as the industry continues to evolve.