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    Capability Interpretation

    Cpk = 1.67: The PPAP Launch Target

    3 min read Last updated

    Cpk 1.67 is a common initial-study reference in automotive programs, but PPAP acceptance is controlled by the specific customer requirement and characteristic classification.

    The engineering question this page answers

    Why does PPAP frequently require Cpk 1.67, and what happens to that margin once production ramps?

    Decision logic

    Launch or initial study? → 1.67 is a common reference for margin ↓ Ongoing production? → target usually drops to Ppk 1.33 with reaction plan ↓ Special characteristic? → 1.67 may become the ongoing floor, not a launch-only value ↓ Confirm exact value with CSR; do not assume 1.67 is universal

    Typical PPM and sigma equivalent

    • Typical PPM: ≈ 0.273 PPM at the nearest limit; ≈ 0.545 PPM only for a perfectly centered, two-sided process
    • Sigma equivalent: 5.01σ to the nearest specification limit

    Typical industry requirements

    Common automotive practice uses 1.33 for established production and 1.67 for some initial or launch studies, but the controlling value is always the applicable customer-specific requirement, drawing, Control Plan, or internal standard. Do not treat these values as universal pass/fail rules.

    Engineering procedure

    1. Confirm 1.67 is the customer-specific PPAP requirement, not an internal default.
    2. Design the study to detect the expected drop to steady-state Ppk.
    3. Report Cpk 1.67 with study window, σ method, and MSA.
    4. Plan the ongoing Ppk monitoring plan before submitting PPAP.

    Typical failure modes

    • Treating 1.67 as a permanent minimum when the CSR only requires it at launch.
    • Not modeling the Cpk-to-Ppk shift when planning the study.
    • Using 1.67 as an SPC control limit; it is a capability target, not a chart limit.

    Engineering insight

    • The 1.67 reference exists because Cpk usually degrades to Ppk in production; the extra 0.34 is launch margin, not a stricter physical requirement.
    • Reporting Cpk 1.67 at PPAP with no plan for the Cpk-to-Ppk decay is a common cause of first-quarter scorecard hits.
    • Cpk 1.67 on a study of 100 parts within one hour is not proof of long-term Ppk 1.67 — the study window is the confounder.

    When NOT to use this metric

    • Do not apply 1.67 to non-critical characteristics unless the CSR requires it.

    Relationship to other capability metrics

    • Cpk 1.67 ≈ 5.01σ ≈ 0.29 PPM at the nearest tail.
    • Typical Cpk-to-Ppk decay of 0.15–0.35 is common but not guaranteed.

    Engineering notes

    • Never present a Cpk 1.67 as if it is an ongoing production performance.

    Continue the investigation

    For the launch-vs-production distinction, read Cpk vs Ppk. For customer-facing acceptance, see Automotive Cpk Requirements.

    Verification checklist

    • 1.67 verified as the actual customer requirement, not an internal default
    • Study window and σ method disclosed
    • Plan for ongoing Ppk monitoring documented at PPAP time

    Assumptions and applicability

    • Process condition: statistical stability is required.
    • Distribution assumption: approximately normal data.
    • PPM convention: nearest specification-limit tail.
    • Sigma-shift convention: no sigma shift applied.
    • Cpk alone identifies distance to the nearest specification limit; it does not determine total two-sided defects unless centering or both tail distances are known.
    • Predicted PPM is a model estimate, not a replacement for observed defect data.

    Sources and engineering references

    External engineering references used for this page. Qhubio applies these references to the practical guidance above.

    Frequently asked questions