The European Green Deal poses a two-pronged challenge for the automotive industry: migrating to solutions based on light structures, requiring lightweight concepts and light materials, while at the same time avoiding dependence on the importation of these advanced materials. Aluminium alloys are lightweight and cost-effective materials that can successfully meet the requirements of many structural applications; however, their production requires bauxite and other Critical Raw Materials (CRMs), such as Si and Mg. Aluminium alloys are fully recyclable, but scrap is usually contaminated and its use is related to an increment of impurities, tramp elements and undesired inclusions. Traditionally, the use of secondary alloys has been restricted to low-performance applications. The present work analyses the effect that the use of scrap has on the quantity of inclusions present in the alloy and on other properties relevant for material processing. This study was carried out using common alloys associated with three of the most common aluminium processes used in the car manufacturing industry: high-pressure die casting (HPDC) (AB-43500), extrusion (6063) and sheet metal forming (5754 and 6181). The reference alloys were mixed with different levels of scrap (0, 20, 40, 60, 80 and 100%), with an aim to keep the chemical composition as unaffected as possible. The inclusion level of the alloy was characterized using the Prefil Footprinter^® test. In addition, the obtained materials, after being cast in an open mould, were subjected to metallographic characterization. Relevant properties were measured to assess the processability of the alloys for the corresponding transforming process using the flowability test for the HPDC alloy and high-temperature compression for the extrusion alloys. The results obtained suggest that the number of inclusions present in the melt highly increase with the amount of scrap used to produce the alloy. These inclusions are also related to a significant loss of flowability, but do not have a noticeable impact on microstructure.

Al-Mg alloys are characterized by permanent solid solution hardening and can additionally be work-hardened. The high mechanical properties of Al-Mg alloys with above-standard Mg content obtained after plastic deformation processes decrease over time. The addition of minor alloying elements like Er or Zr is an alternative method to improve the durability of mechanical properties and increase the strength of Al-Mg alloys due to densely and evenly distributed dispersoids being formed. In this paper, Al-Mg alloys with above-standard Mg content (7 wt.%) and Zr and Er micro-alloying elements and their influence on the microstructure and durability of the mechanical properties were examined. The cast ingots of AlMg7 alloys were characterized by a smooth surface without cracks. The plastic deformation process in a static compression test resulted in an about 60 HBW increase in the Brinell hardness of all the deformed alloys relative to casting. It was revealed that the addition of Er and Zr significantly improved the mechanical properties and durability of the mechanical properties of the Al-Mg after annealing. The addition of Er or Zr slightly restrained the decrease in the Brinell hardness after annealing but did not inhibit it.

One of the most effective methods of improving the properties of aluminium alloys is grain refining using Al-Ti-B master alloys. In contrast, zirconium is a key alloying element, used mainly in 2xxx and 7xxx series aluminium alloys, where it contributes to dispersion enhancement and reduces the rate of dynamic recrystallisation. However, even trace amounts of zirconium—just a few hundredths of ppm—significantly reduce the performance of Al-Ti-B grain refiners, a phenomenon known as ‘Zr poisoning’. This study investigates the impact of holding time and the level of Al-5Ti-1B addition on the microstructure and properties of an AlMgSi(Cu) alloy containing 0.15 wt.% Zr, cast as 7-inch DC billets. The structure and phase distribution were characterised using optical microscopy (OM), scanning electron microscopy (SEM) with energy-dispersive spectroscopy (EDS), and transmission electron microscopy (TEM). Grain size and morphology were evaluated through macrostructure analysis (etched cross-sections and polarised light microscopy), while chemical and elemental distributions were analysed via SEM-EDS and STEM-EDS mapping. Additionally, Brinell hardness measurements were conducted across the billet diameter to assess the correlation between grain size and mechanical properties. The results show that reducing holding time and increasing the Al-5Ti-1B addition improves grain refinement efficiency despite the presence of Zr. The finest grain structure (150–170 μm) and most homogeneous hardness distribution were achieved when the grain refiner was continuously fed during casting at 80 ppm B. These findings are supported by the literature and contribute to a deeper understanding of the Zr poisoning effect and its mitigation through optimized casting practice.

The European Green Deal poses a two-pronged challenge for the automotive industry: migrating to solutions based in light structures, requiring light weight concepts and light materials, while at the same time avoiding dependence towards the importation of these advanced materials. Aluminium alloys are lightweight and cost-effective materials that can successfully cover the requirements of many structural applications, however their production requires from bauxite and other Critical Raw Materials (CRM), such as Si and Mg. Aluminium alloys are fully recyclable, but scrap is usually contaminated and its use is related to an increment of impurities, tramp element and undesired inclusions. Traditionally, the use of secondary alloys has been restricted to low performance applications. The present work analyses the effect that the use of scrap has in the quantity of inclusions present in the alloy and in other properties relevant for the material processing. The study was carried out for common alloys belonging to 3 of the most common aluminium processes used in the car manufacturing industry: High Pressure Die Casting (HPDC) (EN AC-43500), extrusion (6063) and sheet metal forming (5754 and 6181). Reference alloy were mixed with different level of scrap (0, 20, 40, 60, 80 and 100%) trying to keep the chemical composition as unaffected as possible. The inclusions level of the alloy was characterized with the Prefil Foot-printer® test. In addition, the obtained materials, after being cast in an open mould, were subjected to metallographic characterization. Relevant properties to assess the formability quality of the alloys for the corresponding transforming process, were obtained: flowability test for HPDC alloy and high temperature compression for extrusion alloys. The results obtained suggest that the number of inclusions present in the melt highly increase with the amount of scrap used to produce the alloy. These inclusions are also related with an important lost of flowability, but do not have a noticeable impact on microstructure.

The present research work shows that secondary aluminium alloys, properly sorted and prepared for the casting process, can provide almost 100% of the input for the casting process of 6xxx alloys billets. The 6063 and 6082 alloys were prepared in three variants of chemical composition. Liquid metal analysis showed low levels of impurities in most of the alloys studied. In the hot-top cast billets, differences were observed in the phase fraction and average grain size between the edge and centre of the billet, which was related to a slight increase in the content of elements such as Fe and Mn.

Aluminum multifunctional housings can enhance circularity in electronics by replacing polymer enclosures while integrating heat sinking and electronic functions via laser direct structuring (LDS). Within the ALU4CED concept, we applied an IR-compatible LDS lacquer on aluminum, formed conductive tracks by electroless Cu/Ni/Au metallization, assembled components, and assessed end-of-life recyclability. Controlled remelting trials compared three disassembly levels: complete housings with PCBs and components, housings without PCBs, and housings with only integrated tracks. Metal yield rose from 81.4% for complete assemblies to 93.2% after PCB removal, while leaving integrated LDS tracks did not measurably penalize recovery. Only the complete electronics variant showed critical contamination (Cu = 1.64 wt.% vs. 0.25 wt.% limit for EN AC 4343); after PCB removal, composition remained close to the reference and major elements (Si, Mg, Fe) stayed within specification. Prefil testing indicated very low total inclusion content (0.006/0.001/0.002 mm²·kg⁻¹), confirming high melt cleanliness despite coatings. Following remelting → billet casting → extrusion, tensile properties (Rm ≈ 120–123 MPa, Rp0.2 ≈ 59–61 MPa, A ≈ 29–33%) were comparable to the reference profile. These results demonstrate the technological feasibility of closed-loop recycling for LDS functionalized aluminum housings and inform clear Design-for-Recycling guidance: design for rapid PCB removal, allow LDS layers to remain during melting, and maintain compatibility with the 4343 family to enable efficient internal recycling.