If you’re in aerospace, automotive, or heavy machinery, you’ve probably asked: What is big metal additive manufacturing, and how can it transform my production? Simply put, big metal additive (also called large-format metal 3D printing) is a technology that creates full-scale, high-strength metal parts—often larger than 1 meter—by building them layer by layer, instead of cutting or shaping from a solid block. Unlike small-scale metal 3D printing (used for tiny components like medical implants), this technology handles massive parts like aircraft wings, truck frames, or industrial turbine casings. The biggest advantage? It eliminates waste, cuts lead times by up to 50%, and lets you design parts that were impossible with traditional methods. Let’s dive into everything you need to know.
What Exactly Is Big Metal Additive Manufacturing?
To understand big metal additive, let’s break it down from the basics. Traditional metal manufacturing (like forging or machining) starts with a large metal billet and removes material to make a part—this is called “subtractive” manufacturing. Big metal additive, by contrast, is “additive”: it uses metal powders, wires, or sheets and fuses them layer by layer (usually with lasers, electron beams, or arc welders) to build the part from the ground up.
The key difference between big metal additive and standard metal 3D printing is size capability. Most desktop metal 3D printers max out at parts the size of a shoebox. Big metal systems, however, can handle build volumes as large as 5m x 3m x 2m (like the ones from companies like Relativity Space or GE Additive). This makes them critical for industries that need large, complex metal parts—think aerospace (rocket boosters), energy (wind turbine hubs), or marine (ship propeller shafts).
Core Technologies Powering Big Metal Additive
Not all big metal additive systems work the same way. The three most common technologies are:
- Direct Energy Deposition (DED)
This is the most popular method for large parts. It uses a nozzle to blow metal powder or feed metal wire into a high-energy beam (laser, electron beam, or plasma arc), which melts the material and deposits it onto a build plate. DED is fast and can even repair existing large parts (like fixing a cracked turbine blade). For example, Siemens Energy uses DED to repair gas turbine components that weigh over 1,000 kg—saving millions compared to replacing the part.
- Powder Bed Fusion (PBF) for Large Parts
Traditional PBF (used for small parts) spreads a thin layer of powder and melts it with a laser. Large-format PBF systems (like EOS’s M 400-4) scale this up, but they’re less common than DED because powder beds for big parts are harder to keep uniform. However, PBF offers better precision for detailed large parts—like satellite structures.
- Wire Arc Additive Manufacturing (WAAM)
WAAM uses a standard welding arc to melt metal wire, making it one of the cheapest and fastest big metal methods. It’s ideal for ultra-large, less complex parts—like construction beams or offshore oil rig components. In 2024, a team in the UK used WAAM to build a 6-meter-long bridge support beam in just 3 days, compared to 2 weeks with traditional welding.
Why Industries Are Adopting Big Metal Additive
The shift to big metal additive isn’t just a trend—it’s driven by tangible benefits that solve long-standing industry problems. Let’s look at the top reasons companies are investing in this technology, with real-world examples.
1. Reduced Waste and Lower Costs
Traditional subtractive manufacturing for large metal parts can generate up to 70% waste. For example, making a single aircraft wing spar from a solid aluminum billet might require cutting away 1,500 kg of metal to get a 300 kg part. Big metal additive, by contrast, uses only the material needed for the part—cutting waste to less than 10%.
Case Study: Boeing adopted big metal additive for a 2-meter-long structural part in its 787 Dreamliner. Before, the part required 12 separate components (machined and welded together) and generated 800 kg of waste. With additive, Boeing makes the part in one piece, cuts waste by 90%, and saves $300,000 per aircraft.
2. Faster Lead Times
Waiting for large metal parts (like custom turbine casings) can take 6–12 months with traditional methods—especially if the part needs a custom mold or forging die. Big metal additive eliminates the need for tooling, so lead times drop to 2–4 months.
Data Point: According to a 2025 report by the Additive Manufacturing Users Group (AMUG), 78% of companies using big metal additive reported lead time reductions of 30% or more. One heavy machinery manufacturer cut the time to make a 1.8-meter excavator arm from 5 months to 6 weeks.
3. Design Freedom for Complex Parts
Traditional manufacturing limits design—you can’t make parts with internal channels, hollow sections, or organic shapes without expensive secondary operations. Big metal additive lets engineers create “topologically optimized” parts: lighter, stronger, and tailored to their exact function.
Example: GE Renewable Energy used big metal additive to redesign a wind turbine hub. The original hub was 1.2 meters wide, weighed 800 kg, and had 10 welded parts. The additive version is 20% lighter (640 kg), made in one piece, and has internal cooling channels that improve performance. It also lasts 15% longer because there are no welds (a common failure point).
Key Applications of Big Metal Additive by Industry
Big metal additive isn’t a one-size-fits-all technology—it’s adapted to solve unique challenges in different sectors. Below’s how major industries are using it today.
Aerospace and Defense
This is the largest adopter of big metal additive, thanks to the need for lightweight, high-strength parts. Common applications include:
- Rocket components (e.g., Relativity Space’s Terran R rocket uses 3D-printed engines and fuel tanks that are 3 meters tall)
- Aircraft structural parts (wings, fuselages, and landing gear components)
- Military vehicles (custom armor plates and engine parts)
Authority Source: NASA’s Marshall Space Flight Center uses big metal additive to make 2.4-meter-long rocket nozzles. The agency reports that additive parts are 40% lighter than traditional ones and can withstand the extreme heat of rocket launches better.
Energy (Oil, Gas, and Renewable)
In the energy sector, big metal additive solves two big problems: making parts that resist corrosion (for oil rigs) and creating large, complex components for renewables. Applications include:
- Offshore oil rig valves and connectors (made from corrosion-resistant alloys like Inconel)
- Wind turbine hubs and nacelle components
- Nuclear reactor parts (additive lets manufacturers make parts with fewer joints, reducing leak risks)
Heavy Machinery and Automotive
For companies making trucks, excavators, or construction equipment, big metal additive cuts costs on custom or low-volume parts. Examples include:
- Excavator arms and bucket teeth (optimized for strength and weight)
- Truck frame rails (made in one piece instead of 5–6 welded sections)
- Custom tooling for automotive factories (additive makes tooling in days instead of weeks)
Construction
While still emerging, big metal additive is starting to transform construction—especially for large, durable structures. In 2024, a company in the Netherlands used WAAM to build a 10-meter-long steel bridge. The bridge took 2 weeks to print (vs. 2 months with traditional methods) and uses 35% less steel.
Challenges of Big Metal Additive (and How to Overcome Them)
Despite its benefits, big metal additive isn’t without hurdles. Understanding these challenges is key to successfully adopting the technology.
1. High Initial Investment
Big metal additive systems are expensive—they can cost \(500,000 to \)5 million, plus ongoing costs for metal materials (which are 2–3x more expensive than traditional metal stock).
Solution: For small to mid-sized companies, consider “additive service bureaus” (like Proto Labs or 3D Systems) that let you outsource big metal printing. This avoids upfront costs. Larger companies can also lease equipment or partner with technology providers (e.g., GE Additive offers “pay-per-part” models).
2. Quality Control and Certification
Large metal parts need to meet strict industry standards (e.g., ASTM for aerospace or API for oil and gas). Ensuring every layer of a 2-meter part is uniform and free of defects (like cracks or porosity) is challenging.
Solution: Use advanced monitoring tools—like in-process cameras, thermal sensors, or AI-powered software (e.g., Sigma Labs’ PrintRite3D)—that track the printing process in real time. These tools can detect defects as they happen, not after the part is finished. Also, work with certification bodies early: organizations like AS9100 (for aerospace) now have guidelines for additive parts.
3. Material Limitations
Not all metals work well with big metal additive. Common materials include aluminum, titanium, stainless steel, and Inconel—but exotic alloys (like hafnium or tungsten) are harder to print because they require extremely high temperatures.
Solution: Partner with material suppliers to develop custom alloys for additive. For example, BASF and EOS recently launched a new aluminum alloy (AlSi10Mg+) optimized for large-format PBF. It’s 15% stronger than standard aluminum and prints with fewer defects.
4. Post-Processing Needs
Most big metal additive parts need post-processing—like machining to smooth surfaces, heat treatment to improve strength, or painting. For large parts, this can add time and cost.
Solution: Integrate post-processing into your design. For example, design parts with “self-supporting” structures to reduce the need for support materials (which require removal). Some systems (like DMG MORI’s LASERTEC 65 3D) combine 3D printing and machining in one machine, cutting post-processing time by 40%.
Yigu Technology’s Perspective on Big Metal Additive
At Yigu Technology, we believe big metal additive is no longer a “future technology”—it’s a critical tool for industries looking to stay competitive. From our work with automotive and energy clients, we’ve seen firsthand how it solves two of the biggest pain points: waste and lead times. For example, a client in the heavy machinery sector cut the cost of a custom 1.5-meter part by 35% using our big metal additive services, while reducing lead time from 4 months to 6 weeks.
We also see sustainability as a key driver. By using recycled metal powders and optimizing part designs for weight, we help clients reduce their carbon footprint—something that’s becoming increasingly important for both regulatory compliance and customer trust. As the technology evolves, we expect to see even more industries adopt big metal additive, especially in construction and marine, where the need for large, durable parts is high.
FAQ About Big Metal Additive Manufacturing
- How big can parts made with big metal additive be?
Current systems can print parts up to 5m x 3m x 2m (length x width x height). Some companies are developing systems that can handle parts over 10 meters long, which will be used for construction and shipbuilding.
- Is big metal additive more expensive than traditional manufacturing?
It depends on the part. For low-volume, complex parts (e.g., custom turbine casings), big metal additive is often cheaper (saving 20–40%) because it eliminates tooling costs. For high-volume, simple parts (e.g., standard bolts), traditional manufacturing is still cheaper.
- What metals can be used in big metal additive?
The most common metals are aluminum (lightweight, used in aerospace), titanium (strong, used in medical and defense), stainless steel (corrosion-resistant, used in energy), and Inconel (heat-resistant, used in turbines). New alloys are being developed every year, including recycled and bio-based metals.
- How long does it take to print a large metal part?
It varies by size and complexity. A 1-meter turbine blade might take 8–24 hours, while a 5-meter bridge support could take 3–7 days. This is still 30–70% faster than traditional manufacturing for custom parts.
- Are big metal additive parts as strong as traditionally made parts?
Yes—often stronger. Additive parts can have uniform grain structures (thanks to controlled cooling) and fewer welds (a common weak point). For example, aerospace-grade additive titanium parts have a tensile strength of 900 MPa, compared to 800 MPa for forged titanium.