An Overview of How to Work With fierg!ass Over Urethane Foam
"he automotive application of GRP/foam composite was pioneered in the 70s by the author's former design firm, Quincy!ynn "nterprises, #nc$ %he original composite was comprised of polyester resin and glass cloth laminations over a core of rigid urethane foam boardstoc&$ 'odern variations use an epo(y resin and carbonfibercloth over urethane foam, li&e the composite used to build G''s )ltralite e(perimental passenger car$ *ut despite the strengthtoweight advantage of newer materials, nothing matches the original polyesterresin/glasscloth/urethanefoam composite for +uic&ly producing a tough, lightweight product at roc&bottom costs$ ,nd it's a surprisingly simple system to use$ %he following description ta&es you stepbystep through a fiberglass/foam composite buildup$ %o illustrate the process, we've included photos ta&en at various stages during the construction of %ri'agnum- a highperformance threewheeler built at Quincy!ynn "nterprises$ %he techni+ues, however, will wor& e+ually as well in other applications$ A #ow-Cost an$ Forgiving %ateria! , typical automobile body will re+uire about ./00 worth of plywood, urethane foam, and standard polyester fiberglass 0the same material used to build boats, &it cars, and production 1orvettes2$ %he body is first built of ine(pensive foam boardstoc& 0typically, 3 ( 4 foot panels of 5inch thic& material2 cemented in place over station formers$ %he foam core or buc& can also serve as a lowcost, fullsi6e styling moc&up$ 7igure about .890 for enough plywood and foam, and about three or four days of assembly time to build a typical automobile bodyinfoam$ #f the design does not wor& well in three dimensions, it can be modified by stac&ing on e(tra foam and reshaping it$ :r you can discard the first attempt and start over with only minimal loss in materials cost$ ,nd assembly is virtually painless$ )sing a ra6or &nife, urethane foam cuts li&e butter, and it sands so easily you can rub two pieces together and watch it melt away$ 7iberglass is applied to encapsulate the foam only after the design has been fully refined$ ;moothing out the fiberglass to prepare it for paint is the most laborintensive part of the process$ *ut even here, modern plastic bodyfillers and spray on primer/surfacers li&e <7eatherfil< and <"liminator< ma&e the =ob far easier than the original sandedgelcoat method used when the system was first developed$ &egin ' Attaching P!'woo$ (tation Formers , body pro=ect begins with the chassis supported at rideheight$ >ormally, the wheels must be removed so they do not interfere with the smooth curvature of the foam panels$ Plywood station formers are then attached at appropriate locations along the length$ %he correct placement and number of station formers will depend on the body design and the location of convenient attachment points on the chassis$ ;tation formers normally become part of the finished body where they serve as cabin bul&heads, a firewall, and/or bodyto chassis attachment points$ Tri-Magnum needed only four station formers to carry body contours smoothly from front to rear. Normally, wheels must be removed before foam panels can be installed. Station formers are bolted in place so the body can be removed later on. Use (tringers to "race the (hape of Foam Pane!s ;ome builders may prefer to calculate the shape of foam panels from drawings$ , +uic&er, handson method is to attach temporary stringers across station formers at each brea& in the shape 0to become foam panel mating points2$ *ody panels can then be traced directly onto the foam using the stringers as a guide$ 1ut foam panels oversi6e then shape them to fit as they are installed$ )se a solventbased contact cement to bond the foam to ad=acent panels 0waterbased cements do not wor& well on urethane foam2$ #t's best to wear a particle respirator when wor&ing with e(posed urethane foam 0before it is fiberglassed over2 to avoid inhaling airborne particles caused by sanding$ ,t commercial sites, these dust respirators are re+uired by :;?,$ Using a felt marker, trace along the edges of stringers to outline panels on the foam. ut the foam with a ra!or knife. Normally, mating edges must be sanded and shaped for a good fit against ad"oining panels. Assem!e Foam Pane!s in Ovious (e)uence %he correct se+uence of assembly will depend upon your particular design$ %ri'agnum's foam body begins with lengthwise panels installed at the widest point of the body$ @ith other designs, it may be better to install the floorboard first and wor& upward$ @here interior structures are essential for strength, install them and secure the seams with a lay up of fiberglass mat on the inside$ @ith %ri'agnum, most of the passenger compartment was assembled and fiberglassed before the roof panel was installed$ :ften, however, interior details are easier to install after the body has been fiberglassed$ %he idea is to build a bodyshell and stabili6e it with fiberglass before tac&ling all the details$ %he correct construction se+uence depends on structural considerations and on which items will be inaccessible later on$ #ssemble panels in obvious se$uence. ut the foam oversi!e then sand and shape the edges to fit against ad"acent panels. ement the foam panels in place using a solvent-based contact cement. %o not use a water-based adhesive. &ater-based adhesives do not work well with urethane foam. Tri-Magnum's passenger compartment is detailed before closing up the body. The center has been cut from the second station former to make room for the occupants' legs. The foam panel in the center is temporary. (t is used to hold a conve) curvature in the roof panel. &ithout this temporary panel, the roof panel would sag across the windshield area. *emove the temporary foam panel after the e)terior has been fiberglassed. # final panel across the roof closes the body. Notice that the roof panel overhangs along the side. This e)cess material can be $uickly trimmed with a ra!or knife, or filed flush using a body file. +lock-sanding along seams will bring panels flush. A$$ *etai!s to the Foam &o$' %he foam body begins to loo& more li&e a finished product as details are added$ %he one inchthic& foam boardstoc& provides plenty of material for deeply rounding the corners to eliminate the paneli6ed loo&$ )rethane foam is easily shaped with a ;urform file or a sanding bloc&$ ;ome of the details may re+uire strengthening with a layup of fiberglass as they are installed$ 7or e(ample, %ri'agnum's wheel well eyebrows were e(tremely thin and they e(tended +uite far from the body$ 1onse+uently, they were reinforced with fiberglass so they would hold their shape and stand up to the occasional assault of a dropped tool$ Tri-Magnum's wheel well eyebrows are made from ,-.-inch thick foam panels, which are cemented in place. # mat lay-up over the top secures the easily damaged eyebrows. Use this techni$ue of strengthening the foam with a fiberglass overlay at any point that needs reinforcement. (n the ad"acent photo, the workman is adding a foam fillet to finish the inside of a rear light bay. #lthough one should avoid creating air pockets inside the foam structure, in this case, a small pocket will e)ist between the fillet being installed in the photo and the foam panel on the e)terior of the body. :utline doors and windows with a felt mar&er then sand recesses and cutlines into the foam using a sanding bloc&$ @indows are left intact to avoid releasing tension that might be holding a curvature into ad=acent panels$ %he intricate detailing possible with urethane foam is apparent in the following photographs$ *ecessed mating flanges for gla!ing /windows0 and accessories, as well as door-canopy trim- lines are sanded into the surface of the foam before it is fiberglassed. %eep scoops, long fairings, and intricate shapes are all possible with urethane foam. #nd even at this stage, styling elements can still be modified by overlaying additional foam and reshaping the surface. App!' a Fierg!ass (kin to +ncapsu!ate the Foam !ayups of fiberglass transform the fragile foam body into a realworld automobile body$ :verlaying fiberglass onto the outside and inside surfaces of the foam creates a rigid sandwich structure that is much stronger and lighter than a conventional singlewall fiberglass shell$ , typical e(terior layup consists of two layers of A ounce fiberglass cloth and polyester laminating resin, applied one layup at a time$ #n order to avoid uneven surfaces, do not use mat on the e(terior$ ,pply similar layups 0two cloth2 of fiberglass over the bac& side to completely encapsulate the foam$ "(tra cloth layups and mat reinforcement may be used on the bac& side, along inside corners, and over areas where the foam has been sanded especially thin$ @hen fiberglassing is done, cut hatches, doors, and windows from the body, then detail the interior$ Use an ine)pensive bristle paint brush to apply cataly!ed resin over the glass cloth. 1iberglassing can be done in sections, as shown in the photo to the left. The foam is entirely encapsulated with two lay-ups of fiberglass. (n other words, there should be no e)posed areas of foam or plywood. Use a portable reciprocating saw to cut doors, hatches, and windows from the body. Tri- Magnum's clamshell canopy is stabili!ed by glassing a steel framework to the inside. The framework is glassed in place before cutting the canopy free of the body. (f the canopy were not stabili!ed by a steel framework, it will not hold its shape once it has been cut free of the body. A$$ Returns, Gutters, an$ Attachment fi-tures After Fierg!assing the +-terior #t is possible to progress to this stage in little more than three or four wee&ends$ >ow, however, progress will seem to slow to a crawl as details such as nutplates, flanges, rain gutters, and other interior elements are built into the body$ Tri-Magnum's seats and rain gutters are built into the body by cementing foam in place, shaping it, then fiberglassing it over. The thickness of the foam does not have to be uniform throughout the body. (t can be thicker in some areas and thinner in others. To build a lip around an opening, tape wa)ed Masonite to the back of the fiberglass, then fiberglass out onto the wa)ed surface. &hen the fiberglass sets, remove the Masonite and apply fiberglass over the back side to strengthen the flange and seal off any e)posed foam. +e sure to remove residual wa) from the fiberglass by sanding and wiping with acetone. (f wa) deposits are left on the fibeglass, subse$uent lay-ups will not adhere well, and may delaminate later on. (mooth the (urface an$ App!' Paint %he process of leveling and smoothing a fiberglass body is the most laborintensive part of construction$ !iterature on fiberglassing describes various techni+ues for producing a gelcoat finish$ ,t Quincy!ynn, however, we used conventional autobody repair techni+ues and filler materials instead$ %he fiberglass body is first smoothed with a ;urform file to remove large fiberglass drips and surface irregularities$ #t is then covered with lightweight plastic body filler 0such as <*ondo<2 and leveled using traditional body wor&ing techni+ues$ 1ataly6e a small amount of body filler then apply and smooth it with a plastic s+ueegee$ 1over about two s+uare feet at a time$ @ait until =ust after the filler sets, then level the surface with a ;urform file before going on the ad=oining area$ %he small, halfround files wor& best$ Bo not wait until the material has completely hardened$ )se the ;urform file when the body filler is still soft enough to let the file bite easily into the filler, producing small, curled strips of material$ #f the filler granulates or rubs off 0instead of cutting cleanly2 it is not yet hard enough$ #f the body file s&ips across the surface without biting into the material, the body filler has become too hard$ :nce fully hardened, the surface will have to be leveled with a sander, which is a much slower and more laborintensive process$ #mmediately after the surface has been leveled with the file 0before the material fully cures2, use a sanding bloc& with CA grit paper to remove the file mar&s$ ,fter the filler has cured, smooth out the surface with 500 580 grit sandpaper$ %he leveled body is then sprayed with a polyester primer/surfacer, such as <7eatherfil< or <"liminator$< #t can then be painted with any of the traditional automotive grade paints$ , polyester primered finish is not +uite as hard as a traditional gelcoat finish$ ?owever, results come much more +uic&ly$ 2hoto to the left shows the Tri-Magnum body after it has been filled and leveled. #t the stage shown in the photo, the body is nearly ready for paint. The dark areas of the lower portion of the body have already been sprayed with 3liminator. 3liminator must be finish-sanded before applying primer.