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Ask a packaging engineer what actually damages auto parts in transit and the answer is rarely impact - it is movement. A caliper that shifts twenty millimetres in its cavity wears a burr onto a finished bore. A stack of stamped panels that creeps forward in a corner-loader gets edge-crimped by the container wall. Sliding, not falling, is the quiet destroyer, which is why our PP corrugated sheets are engineered first as friction surfaces and second as panels.
The non-slip performance comes from texture, not coatings. We emboss the sheet during extrusion with controlled patterns - fine diamond, ribbed or stippled - producing consistent surface roughness that survives washing and abrasion. No sprayed-on grit to wear off, no sticky layer to attract dust; the friction is in the material itself and lasts the life of the panel.
Friction is measured, not claimed. Liner samples are tested on a plane-friction rig against the actual part materials - die-cast aluminium, oiled steel, painted ABS - and we report static and kinetic coefficients so packaging engineers can calculate whether a load holds at their acceleration values. For handling surfaces we add a slightly higher texture depth, giving operators grip on wet gloves without scuffing finished parts.
Application decides the build. Crate floors take heavier gauges, 5 to 8 mm, with flutes oriented across the travel direction to resist point loads from sprockets and cams. Divider panels use 3 to 4 mm with texture on both sides so parts cannot migrate between cells. Lid inserts run lighter gauges with a smooth outer face for label adhesion and a grippy inner face against the top layer of parts.
Container compatibility is preserved. Our sheets are cut to the internal dimensions of the pallet boxes, bins and racks already running in your loop, with cut-outs for handles, latches and identification pockets. Anti-static grades support electronics sub-assembly flows, and edge sealing keeps flutes closed in washdown environments where brake fluid and cutting oil are routine.
Validation uses the load case, not the datasheet. Assembled liners with representative parts are run through vibration tables at your transport spectrum, plus incline and braking profiles, and we log part displacement frame by frame. Acceptance is a displacement budget - typically under ten millimetres for machined components - not a subjective check.
Production today covers non-slip liner sets for powertrain and chassis parts, textured divider panels for stacked stampings, grippy floor sheets for stillage-based distribution, and slip-controlled lid inserts for mixed kitting. Programs run from pilot lines to standing schedules feeding assembly plants in Europe and North America.
Because conversion is in-house, changes stay cheap. A new texture zone, an extra cut-out, a different gauge for one panel - all are die or extrusion adjustments measured in days. Repeat orders ship against blanket schedules with the same certified surface specification every time.
If parts are arriving with rub marks, or your loaders are padding containers with cardboard to stop movement, send us one part and one container. We will propose a non-slip sheet specification with measured friction values against your actual materials, and quote per panel or per full kit.
