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Information on current European and national legislation concerning end-of-life-vehicles and their effects on raw material producers, TIER 1 suppliers, European OEMs and car importers, and the different recycling technologies and their importance for the future for fulfilling recycling quotas and other demands of the EU laws are presented. Twelve years of polyurethane recycling projects in the European car industry and their consequences for the future are discussed. It is shown that it will not be possible to recycle all plastic waste by means of mechanical recycling alone. Therefore a large scale technology to solve the waste problem is proposed. This solution will favorably include other waste streams and thus includes an integrated total waste stream management. This represents an offer of the German plastic industry to take over more responsibility and enhance co-operation with the OEMs.

New thermoset polyurethane polymers for automotive body panels can replace steel, SMC, and thermoplastics. These new materials offer short cycle times, thin wallstock, high temperature post mold processing, excellent durability, and new levels of productivity. Two new materials have been developed. One is a high-performance polyurea system that allows for oven bakes up to one hour at 190°C. The other is a high performance polyurethane developed for thin wallstock applications that has established new levels of productivity in the manufacture of rocker panels, fascia, and side moldings in Europe. The quality of these polymers is such that high productivity via robotic demold and trimming has been demonstrated. The durability of both these products is evident from the point of demold when the part exhibits an unprecedented toughness. Tight parameter control via a computer-based Expert System®1 improves cycle times, monitors manufacturing, and reduces scrap.

This article focuses on new findings related to the scratch resistance of two-component polyurethane clear coats under a variety of conditions (methods) and with differing media (dry abrasives, wet abrasives, etc.). The results are discussed in connection with polymer structure data and other important film properties, such as acid etch resistance.

In the highly competitive area of automotive fascias, Miles has already launched a comprehensive program which will assure that Polyurethane RIM elastomers remain the material of choice. Building upon the design advantages of PU-RIM, Miles is working on several programs to reduce the molded fascia costs by developing novel chemistry, unique RIM-systems and enhanced productivity. In recent years it is established that Polyurethane RIM systems offer a full range of physical properties for a variety of performance requirements for fascias, body panels and body side moldings. Miles has developed systems which meet the existing requirements on a much more competitive basis. This paper will talk about the novel low density filler package in the Bayflex 110 system, the experimental Bayflex 95 fascia system, and the experimental Bayflex 180 high performance material as well as discussing design options and achievable productivity enhancements.

Microcellular cast polyurethane (MC-PUR) elastomers and rubber are widely used as damping components in automobile suspension systems. MC-PUR materials have the following advantages over rubber: High volume compressibility Lighter weight Better flexibility Small size Resistance to dynamic fatigue The handling of the vehicle can be improved by using MC-PUR helper springs rather than buffers. These spring elements require a MC-PUR elastomer with excellent dynamic performance. Naphthalene- 1.5-diisocyanate (NDI) has proved to be the most suitable raw material for this very demanding application. The properties of MC-PUR springs based on NDI are discussed in comparison to other elastomeric materials.

This new process for recycling of RIM process scrap consists of granulating scrap parts, pre-heating, then compression molding. Painted or unpainted parts, either reinforced or non-reinforced, can be recycled by this process. The degree of recovery of mechanical properties, relative to the original RIM part, depends on the key processing parameters, which include compression time, temperature, pressure and granulate size.

To meet the future acceptance and economic justification for expanded uses of RRIM and other thermoplastics, a new innovation for painting components on-line in automobile assembly plants is essential. A new coating technology, referred to as UNICOAT, based on two-component aliphatic urethane chemistry, shows promise as a way of achieving the flexibility, hardness and weathering properties for coatings over plastic and metal substrates. This can be accomplished when the components are painted simultaneously and followed by oven baking just below the heat distortion temperature of the plastics. The unique chemistry of urethane coatings provides latitude in curing conditions that avoids problems associated with the heat distortion characteristics of many plastics.