| HS Code | 158106 |
| Density | 1.34 g/cm³ |
| Tensile Strength | 105 MPa |
| Tensile Modulus | 9500 MPa |
| Elongation At Break | 3.5% |
| Flexural Strength | 145 MPa |
| Flexural Modulus | 8500 MPa |
| Charpy Impact Strength | 40 kJ/m² |
| Heat Deflection Temperature Hdt 1 82 Mpa | 165 °C |
| Melting Temperature | 185 °C |
| Water Absorption | 0.5% |
As an accredited CRP Technology Windform XT 2.0 Polyamide-Carbon Fiber Composite factory, we enforce strict quality protocols—every batch undergoes rigorous testing to ensure consistent efficacy and safety standards.
| Packing | CRP Technology Windform XT 2.0 Polyamide-Carbon Fiber Composite is supplied in a sealed, moisture-resistant container, 10 kg net weight. |
| Container Loading (20′ FCL) | 20′ FCL container loading of CRP Technology Windform XT 2.0 polyamide-carbon fiber composite, safely secured and documented for efficient transport. |
| Shipping | CRP Technology Windform XT 2.0 ships as a dry, moisture-sensitive composite. Package under sealed, desiccant-lined conditions to preserve polyamide integrity and carbon fiber properties. Avoid extreme temperatures and static discharge. Use protective cushioning against impact; no hazardous material classification, but handle with care. |
| Storage | Store Windform XT 2.0 in a sealed, original container to prevent moisture absorption, which degrades print quality. Keep in a cool, dry, dark environment below 30°C (86°F), away from direct sunlight, heat sources, and UV exposure. Handle with clean, dry gloves to avoid contamination. Properly reseal after each use. |
| Shelf Life | Shelf life is typically 12 months when stored sealed, dry, and away from direct sunlight to prevent moisture absorption. |
When Windform XT 2.0 is introduced into a motorsport engine air management and brake cooling portfolio, the powder is not compounded, diluted, or fibre-loaded at the shop floor; the end-user addition ratio is therefore 100% Windform XT 2.0. The supplier-controlled carbon fibre reinforcement is already distributed in the polyamide matrix before the material reaches the SLS machine. In teams performing homologated fitment trials, the build chamber is charged with 100% virgin powder for parts that will be repeatedly exposed to inlet air temperatures above 90 °C and to vibration from the engine assembly. The mechanical compliance basis rests on ISO 527-2:2012 tensile testing, ISO 178:2019 flexural testing, and ISO 75-2:2013 Method A heat deflection testing at 1.80 MPa. The full supplier-reported property profile is tabulated below. Because the heat deflection temperature is close to the upper underbonnet soak temperature, the production process includes a build-chamber oxygen limit below 0.7% and a layer thickness of 100 μm on a CO₂ laser SLS platform to limit oxidative degradation of the carbon fibre during scanning. Parts are orientated so that the principal stress vector lies in the X-Y plane; Z-axis coupons are pulled as part of each build series because interlayer tensile strength must be confirmed against the engineering drawing. After depowdering, glass-bead blasting at 2 bar removes partially fused surface particles, and sealing faces are machined only where a throttle-body flange or duct coupler requires flatness below 0.1 mm. Terminal components include engine air intake plenums, brake cooling ducts, airbox trumpets, and non-structural sensor brackets mounted near hot surfaces. The operational boundary is strict: the material is not placed into service for suspension, steering, or brake torque paths, because the elongation at break is below that required for ductile overload indications in those load paths.
| Property | Test method | Reported value |
|---|---|---|
| Tensile strength | ISO 527-2:2012 | 87.93 MPa |
| Tensile modulus | ISO 527-2:2012 | 8948 MPa |
| Elongation at break | ISO 527-2:2012 | 2.27% |
| Flexural strength | ISO 178:2019 | 125.4 MPa |
| Flexural modulus | ISO 178:2019 | 8390 MPa |
| Heat deflection temperature at 1.80 MPa | ISO 75-2:2013 | 173 °C |
| Density | ASTM D792-20 | 1.097 g/cm³ |
The material is used in uncrewed aerial system brackets that are non-critical in the airframe certification sense, but the qualification file is still managed through an AS9100D production organisation or equivalent supplier quality arrangement. Mechanical acceptance data are generated against ASTM D638-14 and ASTM D790-17 rather than inferred from supplier datasheets, and the European operator adds REACH Regulation (EC) No 1907/2006 and RoHS Directive 2011/65/EU only after declaration that no Article 57 candidate-list substance is present above the reportable threshold. The addition ratio for flight-test hardware is 100% virgin powder; the only permitted deviation occurs on fit-check mock-ups, where a 70:30 virgin-to-reclaimed blend can be used after the reclaimed powder has been sieved through a 250 μm aperture, dried at 80 °C for 2 h, and tested for melt-flow retention according to ISO 1133-1:2022. Parts are built on a CO₂ laser SLS system at 100 μm layer thickness, with the build orientation chosen to place the primary bending axis along the longest X-Y vector; this orientation reduces the loss of strength that appears in Z-axis coupons. Because UAS brackets operate outdoors, the downstream process includes a drying step after depowdering and before dimensional inspection, since moisture uptake in the polyamide phase can change mass and dimensions at the inspection stage. The material is then checked by computed tomography or at minimum X-ray inspection for trapped powder in closed cell sections. Terminal parts in this scenario are gimbal mounts, antenna brackets, optical-payload footpads, ducted fan housings, and internal cable guides. The main operational boundary is that impact-prone landing gear or primary structural spars are excluded unless the airframe integrator conducts additional dynamic testing, because published data for high-rate impact performance of this specific powder in UAS structural joints is limited.
The material enters automotive under-bonnet prototype workflows as a direct replacement for short-run CNC machined aluminium or selective laser-sintered unfilled PA12, but it is not blended with those materials. The addition ratio at the printer is 100% Windform XT 2.0; the supplier’s carbon fibre loading remains fixed at the powder manufacturing stage, and injection-moulding anti-shrinkage or impact-modifier packages are not added downstream because they do not survive the SLS powder bed temperature. Under IATF 16949:2016 clause 8.3 design and development documentation, the parts are treated as prototype data carriers, not production service parts, so the quality record requires correlation to the final injection-moulded design rather than PPAP approval. The compliance standards are ASTM D638-14 for tensile properties, ISO 178:2019 for flexural properties, ISO 75-2:2013 for heat deflection, and IEC 60068-2-14 thermal cycling for test fixtures where the part must survive -40 °C to 120 °C transitions without cracking. In the production process, the SLS build is performed with 100 μm layers and a chamber temperature close to the polyamide crystallisation temperature; after cooling, the part is bead-blasted and then thermally conditioned at 80 °C in a dry oven to remove moisture before dimensional verification. For parts that will contact engine oil, coolant, or fuel vapour, a post-process sealant is applied only after the surface has been cleaned of residual powder, because unsealed carbon-filled PA12 can wick fluid along the layer boundaries. Terminal parts are turbo inlet adapters, charge-air cooler end tanks, engine wiring loom brackets, and brake fluid reservoir mounts. The material is excluded from crash-relevant under-bonnet structures because the low elongation at break and anisotropic interlayer response do not provide the progressive failure behaviour required for occupant-impact load paths.
Aerodynamic validation programmes require low-density components that can be produced without hard tooling when the test matrix calls for multiple spoiler or endplate geometries in a single wind-tunnel campaign. In this use, Windform XT 2.0 is charged into the SLS machine at 100% material concentration; reclaimed powder is held below 30% by weight for balance-sensitive parts because the change in particle size distribution after multiple builds can alter surface roughness and mass distribution, both of which are measured by the wind-tunnel balance team. The compliance framework is not a structural airworthiness code but a laboratory safety and repeatability framework: the material’s deflection under aerodynamic load is checked against ISO 178:2019, and its density is verified against ASTM D792-20 because mass trimming affects model inertia. When pressure taps are integrated, the process includes printing 1.0 mm internal pressure channels and then clearing them with a 0.6 mm flexible lance after depowdering; the part is then leak-checked with a pressure-decay test at 0.5 bar because any residual powder particle can block a tap and corrupt the pressure coefficient data. The build itself uses 100 μm layer thickness and a slow cooling cycle in the SLS machine to limit warpage on long, thin wing sections. Terminal components include front wing endplates, diffuser strakes, sensor mounting masts, and pressure-tap arrays for airbox inlet runs. The operational limitation is that the material must not be used as a rotating balance component or as a structural strut carrying the full model load, because the low elongation at break and interlayer tensile strength create a brittle failure mode if a tunnel gust or model flutter event exceeds the design deflection.
This application zone is driven by the stiffness-to-weight requirements of high-cycle pick-and-place cells rather than thermal endurance. The powder is used at 100% concentration in the SLS build; for non-load-bearing fixture bodies, a 60:40 virgin-to-reclaimed blend is allowed only after the reclaimed fraction has passed melt-flow evaluation according to ISO 1133-1:2022 and has been sieved through a 250 μm aperture, because larger or oxidised particles increase the chance of void formation at the layer interface. The compliance basis is plant-level equipment safety and dimensional control: fixture datum geometry is checked against ISO 2768-1, robot system safety documentation follows ISO 10218-1:2011, and collaborative force-limited applications are assessed under ISO/TS 15066:2016. In the production process, the part is first topology-optimised to maintain a minimum wall thickness of 2 mm, then built on an SLS platform at 100 μm layer thickness. After depowdering, holes for alignment pins are reamed to an H7 tolerance, and threaded inserts are installed by heat staking because carbon-filled surfaces can crack under aggressive ultrasonic insertion. Terminal parts include end-of-arm gripper fingers, vacuum cup holders, machine vision camera mounts, assembly fixture plates, and conveyor guides. The operational boundary is that abrasive or sharp-edge handling is not performed with uncoated Windform XT 2.0 surfaces, because progressive wear exposes fibre ends and changes surface roughness; for such duties the part requires a wear-resistant coating or an alternative material.
When drop-impact testing replaces metal enclosures in portable instrumentation, the polyamide-carbon fibre composite is evaluated for its ability to reduce mass while surviving repeated free-fall events that are specified by IEC 60068-2-31 or IEC 60068-2-27. The addition ratio for certification units is 100% virgin powder; pre-test prototypes may use up to 30% reclaimed powder only after a build series demonstrates that no layer delamination occurs at the corner radii. Compliance is driven by the instrument manufacturer’s environmental qualification document, with material tensile and flexural baselines taken from ASTM D638-14 and ISO 178:2019. The production process uses an SLS build at 100 μm layer thickness with internal corner radii held at or above 3 mm because smaller radii concentrate stress at layer boundaries during drop loading. After depowdering, threaded inserts are installed with heat-staking rather than ultrasonic insertion because the carbon-fibre phase conducts ultrasonic energy unevenly and causes local matrix melting. The finished housing is then subjected to a 1 m free-fall onto concrete according to IEC 60068-2-31; the pass criterion allows cosmetic surface cracking only if no internal component contact occurs. Terminal part types in this category are portable thermal imaging camera shells, handheld gas detector frames, LIDAR mounting brackets, and geophysical sensor housings. The material is excluded from intrinsically safe instrument housings unless the specific ATEX or IECEx assessment covers the surface resistivity and potential electrostatic accumulation of the carbon-fibre-reinforced part, because the conductive filler can alter the electrostatic discharge path in a way that differs from unfilled PA12.
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CRP Technology Windform XT 2.0 is a polyamide-carbon fiber composite supplied as a laser-sintering powder for producing rigid, dimensionally stable end-use parts. Published datasheet values include density 1.097 g/cm³, tensile strength at break 83.84 MPa (ASTM D638), tensile modulus 8920 MPa, elongation at break 3.80%, flexural strength 132.65 MPa (ASTM D790), flexural modulus 7330 MPa, and heat deflection temperature 173.4 °C at 1.82 MPa (ASTM D648). The carbon-fiber filler increases stiffness and reduces creep under load compared with unfilled polyamide 12 SLS powders, but the low elongation value indicates limited plastic deformation before fracture.
Relative to unfilled polyamide 12 SLS feedstocks, Windform XT 2.0 raises tensile modulus from approximately 1.6–1.8 GPa to 8.92 GPa. Heat deflection temperature increases from below 100 °C at 0.45 MPa in many unfilled PA12 grades to 173.4 °C under a 1.82 MPa load. The trade-off is reduced ductility: unfilled PA12 may exhibit elongation at break values above 15%, whereas Windform XT 2.0 is specified at 3.80%. Snap-fit arms, living hinges, and press-fit bosses that function in unfilled PA12 are therefore not automatically transferable to this carbon-filled grade without redesign to reduce strain concentration.
The product is designed for selective laser sintering on production systems with CO₂ lasers and heated build chambers. Because SLS requires no sacrificial support structures, internal channels and complex assembly-consolidated geometries can be produced. However, small channels below 2.0 mm may trap powder and require extended depowdering or design modifications. The powder form and laser processing distinguish this material from filament-based carbon-fiber-reinforced thermoplastics used in fused filament fabrication; continuous-fiber processes can deliver higher unidirectional strength, but SLS offers freer geometry and more uniform properties across the build plane.
Raw powder handling affects the composite after sintering. Virgin Windform XT 2.0 should be stored in moisture-barrier containers. If the powder is exposed to ambient relative humidity above 60% RH, drying may be required to prevent steam porosity during laser melting. Recycled powder must be sieved to remove carbon-fiber agglomerates and fused particulate. Blending recycled powder with virgin material should follow the manufacturer’s specified refresh ratio; typical industrial practice for carbon-filled polyamide SLS materials uses a substantial virgin fraction because the filler alters melt viscosity and powder-bed density. The first measurable effect of an incorrect blend is often a drop in Z-direction tensile strength, followed by an increase in surface porosity and a loss of small feature definition.
Machine-specific parameter sets supplied by CRP Technology are used during qualification on CO₂ laser powder-bed systems. Layer thickness is typically in the 0.10–0.12 mm range for carbon-filled polyamide feedstocks. The part bed must be held within a narrow thermal window between the crystallization onset of the polyamide matrix and the melting peak to minimize curl. On production SLS machines with 100 W CO₂ lasers operating at 10.6 µm, effective melt depth is influenced by laser power, scan speed, scan spacing, and the absorption difference between carbon-filled and unfilled powder. Carbon-fiber particles increase laser absorption and can create a wider melt pool at the same energy density; if laser power is increased to compensate for recycle viscosity shifts, the result may be heat-affected zone overlap and secondary fusion of surrounding powder.
Powder-bed temperature uniformity is monitored with infrared pyrometry or contact thermocouples. A bed-temperature drift of ±2 °C may be sufficient to produce edge curl or layer separation in large flat build areas. Carbon-filled powder also changes bulk thermal conductivity and powder flow, which can produce recoater streak defects if the hopper or feed chute is not conditioned. Operators using recycled powder observe that carbon-fiber agglomerates must be removed by sieving before re-use. CRP Technology specifies refresh ratios for virgin powder; drifting from the specified blend ratio can raise melt viscosity, reduce Z-direction layer adhesion, and shift dimensional accuracy before optical density measurements detect a problem.
On production SLS machines, an inert nitrogen atmosphere is used to limit oxidative degradation of the polyamide matrix during prolonged heated exposure. Oxygen levels above approximately 1–2% can cause discoloration and a loss of impact resistance in unsaturated zones. Some facilities monitor oxygen sensors and powder temperature continuously during builds. Carbon-filled powder can carry more absorbed heat into the recoater area; if the recoater blade speed is too high, the powder bed may show density variation and the resulting parts may exhibit density gradients.
Because SLS parts are produced by successive powder layers, mechanical response is not isotropic. Datasheet values for tensile and flexural properties are generated in the principal XY build orientation, not the build Z direction. Z-direction tensile strength and elongation are commonly lower; the exact reduction depends on laser energy density, layer thickness, and part-bed temperature. Thin webs below 2.0 mm may fail at layer interfaces rather than at the geometric stress concentration if Z-direction layer fusion is insufficient. Designers should specify tensile bars in multiple orientations during machine qualification and inspect fracture surfaces for exposed unfused powder.
Published datasheet values are reproduced below for reference. They are not lot-specific certification data, and they do not replace component-level testing.
| Property | Method | Published Value |
|---|---|---|
| Density | ASTM D792 | 1.097 g/cm³ |
| Tensile strength at break | ASTM D638 | 83.84 MPa |
| Tensile modulus | ASTM D638 | 8920 MPa |
| Elongation at break | ASTM D638 | 3.80% |
| Flexural strength | ASTM D790 | 132.65 MPa |
| Flexural modulus | ASTM D790 | 7330 MPa |
| Heat deflection temperature | ASTM D648, 1.82 MPa | 173.4 °C |
The specific tensile modulus, calculated from the published density and tensile modulus, is approximately 8.13 GPa·cm³/g. This value is higher than that of many unfilled PA12 materials and supports lightweight bracket and duct design when stiffness governs the section. The density of 1.097 g/cm³ is approximately one-third that of aluminum alloy 7075-T6 (2.81 g/cm³), but the tensile strength of the sintered material is roughly an order of magnitude lower than wrought aluminum. Direct substitution in fatigue-critical metallic load paths is not supported.
Compared with glass-filled SLS polyamide grades, Windform XT 2.0 typically offers lower density and higher specific stiffness because carbon fiber has lower density and higher modulus than E-glass. Glass-filled grades may show lower tool wear during post-machining and different thermal expansion behavior; when comparing off-axis properties, component trials are required because datasheet averages do not capture local filler orientation near ribs and bosses.
Lot-specific mechanical data and particle size distribution are available through CRP Technology. The datasheet values reflect controlled test methods, but batch-to-batch variation in carbon-fiber dispersion can shift elongation at break by a few tenths of a percentage point. Users should request certification for critical production runs and avoid relying on historical averages for regulatory submissions. Regulatory status under REACH and RoHS should be confirmed through the manufacturer’s safety and compliance documentation; no statement is made here.
Unfinished Windform XT 2.0 surfaces are rougher than unfilled PA12 because exposed carbon fibers create a textured surface. If aerodynamic surfaces are required, sanding, primer, or coating is necessary. Surface roughness data should be obtained from CRP Technology; published data for this specific configuration is limited. Dye penetrant inspection of unsealed surfaces is unreliable because porous sintered surfaces absorb penetrant.
Laser-sintered surfaces are microporous after depowdering. Where a duct or manifold must hold air pressure or exclude moisture, a secondary sealing operation is required. The sealant system must be compatible with polyamide 12 and with the carbon-fiber surface. Solvent-borne coatings may migrate into the sintered structure and induce stress cracking in thin sections; feasibility trials should include thermal cycling between −40 °C and 120 °C if the part is used in an engine bay or underhood environment. Polyamide matrices absorb atmospheric moisture, which can change dimensions and reduce tensile modulus. Drying to constant mass at 80 °C is a common pre-coating step, but residual moisture limits for this material should be taken from CRP Technology’s processing documentation.
Carbon-fiber reinforcement increases tool wear in post-machining. Drilling and tapping should use carbide or diamond-coated tools with low cutting speeds and controlled feed; high-speed steel tooling may exhibit rapid edge rounding. Because elongation at break is 3.80%, thread forming by material displacement is less suitable than thread cutting or adhesive/thermal inserts. For load-bearing threaded joints, stainless steel or brass inserts are preferred, and insert installation should be validated at elevated temperature because creep of the polyamide matrix at temperatures approaching the HDT may relax insert retention.
In motorsport and aerospace support structures, the material is selected for low mass combined with high resistance to deflection under load. Engine-bay bracket geometries benefit from heat deflection temperature 173.4 °C at 1.82 MPa, but continuous service near that temperature requires creep and oxidative aging data under the actual load history. Wind tunnel and UAV ducting applications use the carbon-filled grade where unfilled PA12 parts show excessive flexural creep or dimensional instability at moderate heat. Where impact toughness or vibration damping is the primary requirement, an unfilled polyamide 12 SLS grade may be preferred because of its higher elongation at break and lower notch sensitivity.
Operational boundaries include moisture uptake, notch sensitivity, and limited resistance to strongly acidic or phenolic environments. The material should not be used as a direct replacement for aluminum in fatigue-critical load paths without component-level mechanical testing. If mating surfaces are exposed to cyclic clamp load, joint relaxation and insert retention must be monitored. Polyamide 12 matrices are resistant to many aliphatic hydrocarbons, oils, and fuels at ambient temperature, but they can be attacked by strong mineral acids, hot acetic acid, and some phenolic compounds. Published data for specific chemical combinations is limited; immersion tests under service temperature and stress are recommended.
