Land Rover Range Rover Body Repair Rover Manual

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SEALING AND CORROSION PROTECTION Underbody Protection Repairs
When body repairs are carried out, always ensure that
full sealing and corrosion protection treatments are
restored. This applies both to the damaged area, and
also to areas where protection has been indirectly
impaired as a result of accident damage or repair
operations.
Prior to straightening out or panel beating, remove all
corrosion protection material in the damaged area.
This applies in particular to panels coated with wax,
PVC underbody sealer, sound deadening pads etc.
WARNING: DO NOT use oxy-acetylene gas
equipment to remove corrosion prevention
materials. Large amounts of fumes and
gases are liberated by these materials when they
burn.
Equipment for the removal of tough anti-corrosion
sealers offers varying degrees of speed and
effectiveness. The compressed air-operated scraper
(NOT an air chisel) offers a relatively quiet mechanical
method of removal using an extremely rapid
reciprocating action. During use, direct the operating
end of the tool along the work surface.
The most common method is by the use of a hot air
blower with integral scraper.
CAUTION: High temperatures can be
generated with this equipment which may
cause fumes. Always exercise care in its
use.
Another tool, and one of the most efficient methods, is
the rapid-cutting hot knife. This tool uses a wide
blade and is quick and versatile, able to be used
easily in profiled sections where access is otherwise
awkward.
Use the following procedure when repairing
underbody coatings:
1.Remove existing underbody coatings.2.After panel repair, clean the affected area with a
solvent wipe, and treat bare metal with an etch
phosphate material.
3.Re-prime the affected area.DO NOT under any
circumstances apply underbody sealer
directly to bare metal surfaces.
4.Replace all heat-fusible plugs which have been
disturbed. Use rubber grommets of equivalent
size if plugs are not available, but ensure that
they are embedded in sealer.
5.Mask off all mounting faces from which
mechanical components, hoses and pipe clips,
have been removed. Underbody sealer must be
appliedbeforesuch components are refitted.
6.Brush sealer into all exposed seams.
7.Spray the affected area with an approved
service underbody sealer.
8.Remove masking from component mating faces,
and touch-in where necessary. Allow adequate
drying time before applying underbody wax.
Underbody Wax
After refitting mechanical components, including
hoses, pipes and small fixtures, mask off the brake
discs and apply a coat of approved underbody wax.
NOTE: Where repairs include the
application of finish paint coats in the
areas requiring underbody wax, paint
operations must be carried out BEFORE wax
application.
Underbonnet Wax
Where repairs have involved replacement of engine
bay panels, treat the entire engine compartment
including all components, clips and small fixtures with
an approved underbonnet lacquer or wax.
Proprietary Anti-Corrosion Treatments
The application of proprietary anti-corrosion
treatments in addition to the factory-applied treatment
could invalidate the Corrosion Warranty and should be
discouraged. This does not apply to approved,
compatible, preservative waxes which may be applied
on top of existing coatings. 
						

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SEALING AND CORROSION PROTECTION Fitting Approved Accessories
When fitting accessories it is important that the
vehicles corrosion protection is not affected, either by
breaking the protective coating or by introducing a
moisture trap.
DO NOT screw self-tapping screws directly into the
body panel but fit plastic inserts first. Protect the
edges of holes drilled into panels, chassis members
and other body parts with a suitable zinc rich or acid
etch primer, followed by a protective wax coating
brushed onto the surrounding area.
DO NOT affix unpainted metal surfaces of any
accessory directly to the vehicle bodywork unless they
are suitably protected. Where metal faces are bolted
together always interpose a suitable interface material
such as weldable zinc rich primer, extruded strip or
zinc tape.
Cavity Wax Injection
Box sections treated with cavity wax are shown in this
section. Repairs affecting these areas must include
re-treatment with an approved cavity wax, using the
access points ilustrated. In addition, all interior
surfaces which have been disturbed during repairs
must be wax injected whether they have been treated
in production or not. This includes all box members,
cavities, door interiors etc. It is permissible to drill
extra holes for access where necessary, provided
these are not positioned in load-bearing members.
Ensure that such holes are treated with a suitable zinc
rich primer, brushed with wax and then sealed with a
rubber grommet.
Prior to wax injection, ensure that the cavity to be
treated is free from any contamination or foreign
matter. Where necessary, clear out any debris using a
compressed air supply.
Carry out wax injection after final paint operations.
During application, ensure that the wax covers all
flange and seam areas and that it is applied to all
repaired areas of both new and existing panels.
NOTE: Apply cavity wax AFTER the final
paint process and BEFORE refitting of any
trim components.It should also be noted that new panel assemblies and
body shells are supplied without wax injection
treatment which must be carried out after repairs.
Effective cavity wax protection is vital. Always observe
the following points:
·Complete all finish paint operations before
wax application.
·Clean body panel areas and blow-clean
cavities if necessary, before treatment.
·Maintain a temperature of 18Ê C during
application and drying.
·Check the spray pattern of injection
equipment.
·Mask off all areas not to be wax coated
and which could be contaminated by wax
overspray.
·Remove body fixings, such as seat belt
retractors, if contamination is at all likely.
·Move door glasses to fully closed position
before treating door interiors.
·Treat body areas normally covered by trim
before refitting items.
·Check that body and door drain holes are
clear after the protective wax has dried.
·Keep all equipment clean, especially wax
injection nozzles. 
						

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SEALING AND CORROSION PROTECTION Application Equipment and Techniques
1. Air inlet
2. Flow control (spray pattern adjustment)
3. Pressure cup (1 litre [1.7pt.] capacity). Maximum
pressure 140PSI (9.7 bar, 9.8kg/cm
2).
4. Gun connector
5. Lance nipple connection
6. Flexible lance
7. Rigid directional hook wand (forward cone spray
pattern)
8. Flexible nylon 1100mm (43.3in.) lance with 360Ê
spray pattern
9. Rigid 1100mm (43.3in.) lance with 360Ê spray
pattern
When re-treating wax-injected areas which have been
disturbed during repairs, it is necessary to use a
compressed air spray gun with integral pressure cup
and a selection of interchangeable lances.
The following points must be observed during use,
according to the attachments fitted:
·Use the rigid or flexible lance attachments
with 360Ê spray dispersal when treating
enclosed areas, to ensure maximum
coverage.
·Where openings are restricted, use the
hook nozzle to provide a more directional
spray (e.g. inside narrow or short box
sections).
·Spray exposed underbody surfaces directly
from the gun less lance attachment and
without disconnecting the fluid coupling.1100 mm (43.3in.) Rigid Lance:The nozzle on the
rigid lance produces a 360Ê circular spray pattern
combined with a forward-directed spray. Although wax
is distributed to all box section surfaces in a single
stroke, effective and complete coverage is best
achieved in long, straight structures and box section
cavities by spraying on both outbound and return
strokes of the lance.
The rigid lance also provides the positional accuracy
required in shaped sections, by allowing visual
assessment.
CAUTION: Do not force the lance into
access holes when using this attachment.
1100 mm (43.3in.) Flexible Nylon Lance:This lance
is similar in pattern to the rigid version, but provides
the additional penetration needed for curved sections
or in places where access is difficult. Its main
limitation is a lack of positional accuracy inside box
sections.
Carry out spraying on the outward stroke of the lance.
Withdraw the lance slowly to ensure sufficient
coverage.DO NOT withdraw the lance too quickly.
Keep the nylon tube of the lance away from the edges
of the access hole to eliminate abrasion and extend
the life of the tube. Take care to ensure that spraying
ceases just before the nozzle emerges from the
access hole. To assist this process, apply RED paint
to the final 30mm (1.2in.) of the nozzle. 
						

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SEALING AND CORROSION PROTECTION Hook Nozzle on Flexible Lance:The rigid hook
produces a highly atomised, forward-directed, fully
conical spray pattern having long range and good
dispersion characteristics. This combination has good
directional capabilities for the treatment of short,
narrow sections and may also be used for direct
spraying of inner wheelarches etc.
Position the flat area at the end of the lance at 180Ê to
the nozzle spray direction. This will help to guide the
spray more accurately when it is concealed in a box
section or access hole.
For general spraying move the nozzle in an arc from
side to side, to ensure full coverage.
NOTE: Keep all wax injection/application
equipment clean. Use white spirit for this
purpose immediately after wax injection
operations.
Precautions during Body Repairs and Handling
Take care when handling the vehicle in the workshop.
PVC underbody sealers, seam sealers, underbody
wax and body panels may be damaged if the vehicle
is carelessly lifted.
Always follow the correct lifting, jacking and towing
procedures as shown inGENERAL INFORMATION
DATA, Information section, paying particular
attention to the following points:
·Locate trolley jack pads properly before
lifting and lower the jack fully before
withdrawal.
·Use only the approved hoisting points
when overhead hoisting is required.
·Locate the lifting heads of wheel-free lifts
correctly, with rubber or similar material
placed between lifting head and
underbody.Steam Cleaning and Dewaxing
Due to the high temperatures generated by steam
cleaning equipment, there is a risk that certain trim
items could be damaged and some adhesives and
corrosion prevention materials softened or liquified.
Adjust the equipment so that the nozzle temperature
does not exceed 90Ê C (194Ê F). Take care not to
allow the steam jet to dwell on one area, and keep the
nozzle at least 300mm (11.8in.) from panel surfaces.
Do NOT remove wax or lacquer from underbody or
underbonnet areas during repairs. Should it be
necessary to steam clean these areas, apply a new
coating of wax or underbody protection as soon as
possible. 
						

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SEALING AND CORROSION PROTECTION CAVITY WAX
1. Injection hole at lower A post.
2. Injection hole at lower B post.
All areas symmetrically opposite to those shown are also treated.
See GENERAL INFORMATION DATA, Information section. 
						

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SEALING AND CORROSION PROTECTION SEALANTS AND ADHESIVES
Structural Adhesive
Metal-to-metal adhesive is applied to critical joint
areas during factory assembly. The material used is a
high-temperature, heat cured, nitrile phenolic which
serves both to bond two metal surfaces and also to
seal the joint against ingress of dust, water, petrol and
fumes. This material is not suited for service use, and
should be substituted in repair using a suitable
medium strength adhesive.
When separating a joint treated with metal-to-metal
adhesive, to avoid distortion it is recommended that
the joint be gently heated until the bonds weakens
sufficiently to permit panel separation.
NOTE: Spot welding through
metal-to-metal adhesive is feasible, but
take special care to adjust the transformer
setting to ensure a reliable weld. DO NOT carry
out MIG welding on a joint area which has been
treated with metal-to-metal adhesive until all
traces of adhesive have been removed.
Seam Sealers
A heat cured, PVC Plastisol sealer is applied to joint
areas during factory assembly. This material is not
suitable for service use.
Carry out seam sealing after the application of primer
and before the surfacer and final paint coats. Ensure
that surfaces are first cleaned of all grease and oil.
Apply the sealer material to the joint as a bead, either
by hand or using an applicator gun. Brush sealer well
into the joint and wipe smooth using a cloth soaked
with solvent such as Shell SBP3. This will ensure an
acceptable cosmetic finish.Apply sealer to ALL accessible joints following repair
work. Be aware that damage to a vehicle can often
result in deflection to those areas of the body which
are remote from the impact. The sealers in these
areas can therefore be disturbed by subsequent
straightening and repair operations. Check joints in
the vicinity of the area undergoing repair for evidence
of cracked sealer, clean them out as required and
re-treat them with fresh sealer using the following
procedure:
·Clean the affected joint or seam and
re-treat any exposed metal areas with a
suitable etch phosphate primer.
·Treat affected area with an acid-etch
primer.
·Apply appropriate seam sealer as
necessary.
·Apply appropriate colour coat (and
underbody sealer as applicable).
Where joints are inaccessible following the
reassembly or fitment of components, ensure that a
paste-type sealer is applied to such joints. Certain
seams also become inaccessible after the completion
of panel repairs. In such instances the paint process
should be carried out and sealers applied before final
assembly.
Provided access is adequate, apply the sealer to both
sides of the repair joint. Where access is limited to
one side only (e.g. box sections), inject the affected
box member with cavity wax.
CAUTION: ALWAYS deploy an extractor
unit to remove toxic fumes when using
oxy-acetylene equipment to remove panels
treated with wax and sealers. 
						

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SEALING AND CORROSION PROTECTION Sealing Water Leaks
Sealing charts in this section show those areas of the
bodyshell most likely to be affected by accident
damage and water leaks, and which could therefore
require re-treatment in repair. They do not show those
joint areas which only apply to factory assembly
operations and which are unlikely to be disturbed in
service (e.g. centre tunnel), or where the damage
would be so severe that the entire bodyshell would
normally be written off.
When water leakage occurs, always adopt a logical
approach to the problem using a combination of skill,
experience and intuition. Do not attempt to reach a
conclusion based only on visual evidence, such as
assuming that a leak emanates from the windscreen
because the footwell is wet. It will often be found that
the source of the leak is elsewhere. The correct
procedure will increase the chance of locating a leak,
however obscure it may seem.
Tools and Equipment
The following tools and equipment are recommended
for detection and rectification of water leaks:
1. Garden sprayer (hand-operated).
2. Wet/dry vacuum cleaner.
3. Dry absorbent cloths.
4. Battery torch.
5. Small mirror.
6. Weatherstrip locating tool.
7. Trim panel remover.
8. Small wooden or plastic wedges.
9. Dry compressed air supply.
10. Hot air blower.
11. Sealer applicators.
12. Ultrasonic leak detector.During leak detection, the vehicle should be
considered in three basic sections:
·The front interior space,
·The rear passenger space (where
applicable), and
·The rear loadspace or boot.
Testing
From the information supplied by the customer it
should be possible for the bodyshop operator to locate
the starting point from which the leak may be
detected. After the area of the leak has been
identified, find the actual point of entry into the vehicle.
A simple and effective means initially is an ordinary
garden spray with provision for pressure and jet
adjustment. This will allow water to be directed in a jet
or turned into a fine spray. Use a mirror and a
battery-powered torch (NOT a mains voltage
inspection lamp) to see into dark corners.
The sequence of testing is particularly important. Start
at the lowest point and work slowly upwards, to avoid
testing in one area while masking the leak in another.
For example, if testing started at the level of the
windscreen, any water cascading into the plenum
chamber could leak through a bulkhead grommet and
into the footwells. Even at this point it could still be
wrongly assumed that the windscreen seal was at
fault.
Another important part of identifying a water leak is by
visual examination of door aperture seals, grommets
and weatherstrips for damage, deterioration or
misalignment, together with the fit of the door itself
against the seals. 
						

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SEALING AND CORROSION PROTECTION Sealing
When the point of the leak has been detected,
proceed to rectify it using the following procedure:
1. Renew all door aperture seals and weatherstrips
which have suffered damage, misalignment or
deterioration.
2. Check all body seals to ensure that they are
correctly located on their mounting flanges/faces
using a locating tool if necessary.
3. Dry out body seams to be treated using
compressed air and/or a hot air blower as
necessary.
4. Apply sealant on the outside of the joint
wherever possible to ensure the exclusion of
water.
5. When rectifying leaks between a screen glass
and its weatherstrip (or in the case of direct
glazing, between the glass and bodywork), avoid
removing the glass if possible. Apply the
approved material either at the glass to
weatherstrip or glass to body. 
						

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SEALING AND CORROSION PROTECTION SEALING CHARTS
1. Structural adhesive
2. Structural adhesive
3. Structural adhesive
4. Structural adhesive
5. Structural adhesive, seam sealer
6. Structural adhesive, seam sealer7. Semi-structural adhesive/anti-flutter material
8. Semi-structural adhesive/anti-flutter material
9. Semi-structural adhesive/anti-flutter material
10. Semi-structural adhesive/anti-flutter material
11. Structural adhesive
12. Structural adhesive
All areas symmetrically opposite to those shown are also treated.
see GENERAL INFORMATION DATA, Information section. 
						

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SEALING AND CORROSION PROTECTION
13. Putty
14. Putty
15. Structural adhesive
16. Putty, seam sealer heavy
17. Putty, seam sealer heavy18. Structural adhesive
19. Structural adhesive
20. Structural adhesive
21. Structural adhesive
All areas symmetrically opposite to those shown are also treated.
See GENERAL INFORMATION DATA, Information section.