section 5 ASTON MARTIN DB7 1997 User Guide

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Electrics
Airbag System
Airbag DM Fault Code 14
Primary crash sensor circuit short to ground
Airbag DM Fault Code 21
Safing sensor insecure mounting.
Normal Operation
The diagnostic module measuresthevoltage at pins

1
-2 and
1
-6. The normal voltage at these pins is 10
volts (±1 volt) with the ignition on, and battery
voltage with the ignition off.
If the voltage at the airbag diagnostic module
connector pins
1
-2 or
1
-6 drops below 5 volts, fault
code 14 will be generated and the airbag warning
lamp will be switched on. When generating a code
14 the diagnostic module also generates a signal to
blow its own internal thermal fuse. This action
disables the airbag deployment circuit. The airbag
diagnostic module fuse is non-repairable and the
module must be replaced after removing the short
circuit. If the voltage at pins 1-2 and 1-6 returns to

normal,
fault code 51 (blown thermal fuse) will be

logged.

Fault Analysis
WARNING: Read and adhere to all warnings and
safety procedures at the start of
this
section when
working on the airbag system.

1.
Disarm the airbag system and fit airbag simulators
(6.4.21.4)

2.
Disconnect the airbag diagnostic module and
remove the plastic wedge from plug
1
(slate).
Note:
The
plastic wedge contains a shorting bar which
would
short
together pins
1-3
(gnd),
1-11
and 1-2 when
the plug is disconnected.
3 Measure the continuity to ground at the following
pins on the diagnostic module harness connector:
1-2 RH crash sensor monitor
1-11 LH crash sensor feed

1
-6 LH crash sensor monitor
1-12 RH crash sensor feed
If no short circuit is detected, go to step 4.
If a short circuit
is
detected, disconnect the relevant
crash sensorandrepeatthecontinuity measurement
to isolate the circuit fault. Service the wiring or
replace the crash sensor as necessary. Refit the
plastic wedge to the diagnostic module connector.
Fit a new airbag diagnostic module and rearm the
airbags (6.4.21.4).
Normal Operation
The diagnostic module measures the resistance
between pins
1
-10 (safing sensor case ground) and
1-3 (monitor reference ground) at the diagnostic
module connector. If the resistance is greater than
2Q
a
fault code
21
will be generated and the airbag
warning lamp will be switched on.
Note:
a
good ground connection is vital.
The
wire from
pin
1-1
is riveted to the safing
sensor case
and the
case

must
be securely
grounded to the vehicle
body.

Fault Analysis
WARNING: Read and adhere to all warnings and
safety procedures at the start of this section when
working on the airbag system.
Disarm the airbag system and fit airbag simulators
(6.4.21.4).
Disconnect the diagnostic connector and check for
continuity from pin 1-3 to chassis ground.
If continuity is good, go to step 3.
If the resistance reading is 2Q or more, service the
diagnostic module ground circuit to pin 1-3 as
necessary. Confirm a good ground path between
pins 1-10 and 1-3.Clearthecode21 and rearm the
airbags (6.4.21.4).
Check for continuity between pins
1
-10 and chassis
ground at the safing sensor.
If the resistance is above 2Q, check for continuity
from the safing sensor connector pin 5 to chassis

ground.
Also check the safing sensor mounting for

corrosion,
dirt or loose fixings. Service the wiring
and/or clean and secure the sensor mounting as
necessary, if a satisfactory ground is not achieved,
replace the safing sensor.
Make
a
final continuity test from diagnostic module
connector pin
1
-3 to
1
-10 to ensure a satisfactory
ground
path.
Reconnect the diagnostic module.
Clear the code
21.
Rearm the airbags (6.4.21.4).
September 1996 6-87

Electrics
Airbag System [D:B3-2?
Airbag DM Fault Code 22
Safing sensor output circuit shorted to battery
voltage.
Normal Operation
The diagnostic module measures the voltage at pin
2-5 (airbag module feed) and 2-5 (safing sensor
output monitor) at thediagnosticmoduleconnector.
The voltage at these pins is dependant on charging
system voltage as shown in the table below. If the
voltage at either pin exceeds 5 volts,
a
fault code 22
will be generated.
in 2-5
2.3V
2.4V
2.5V
2.7V
2.8V
3.0V
3.1V
3.2V
3.4 V
3.5V
3.7V
3.8V
4.0V
4.1V
4.3V
Pin 2-6
2.3V
2.4V
2.5V
2.7V
2.8V
3.0V
3.1V
3.2 V
3.4 V
3.5V
3.7V
3.8V
4.0V
4.1V
4.3V
Charge Volts
9.0V
9.5V
10.0V
10.5V
11.0V
11.5V
12.0V
12.5V
13.0V
13.5V
14.0V
14.5V
15.0V
15.5V
16.0V
Possible Causes
• A short between pins 2-5 or 2-6 and another

wire.
(The wiring to the safing sensor carries
voltages above 5 volts).
• A short between the cable reel cassette circuit
and other 12 volt circu its at the steering column

head.

• A short across the normal ly open contacts of the
safmg sensor.
• Vehiclechargingsystem voltage too
high.
If the
generator output is greater than 17V, fault code
22 may be logged.
Fault Analysis
WARNING: Read and adhere to all warnings and
safety procedures at the start of this section when
working on the airbag system.
Disarm the airbag system and fit airbag simulators
(6.4.21.4).
Check the voltage at the battery with the engine
running at approximately 1500 rpm.
If the voltage is 14.8 ±0.5 volts, the charging
voltage is within specification, go to step 3.
If the voltage is significantly above 14.8 volts (the
voltage regulator set point) service the charging

system.
Clear the code 22. Rearm the airbags
(6.4.21.4)
Check in the area of the diagnostic module
connector for harness damage which could cause
a short circu it to 12 volts. (Note: The airbag system
harness runs are sheathed in black plastic protection
and harness damage is unlikely.)
If no harness damage is evident, go to step 4.
If harness damage is identified, service the wiring as
necessary. Clear the code 22. Rearm the airbags
(6.4.21.4).
Switch on the ignition. Monitor the voltage at pins
2-5 and 2-6 whilst rotatingthe steering from lock to
lock in both directions.
If the voltage at both pins remains below 5.0 volts,
go to step 5.
If the voltage rises to above 5.0 volts, service the
cable reel cassette or wiring as necessary. Clear the
code 22. Rearm the airbags (6.4.21.4).
With the ignition on, check the voltage at pins 2-5
and 2-6 whilst manipulating the bulkhead and
safing sensor harnesses.
If the voltage rises above 5.0 volts, service the
wiring fault in the harness area being manipulated
at the time the voltage rise occurred.
If no voltage rise occurs, fit a new safing sensor as
the most likely cause of the code 22. Clear the code
22 and rearm the airbags (6.4.21.4).
6-88 September 1996

>^ '—-y ^ Electrics
-^ ^ ^ Airbag System
Airbag DM Fault Code 23
Safing sensor input- battery feed/return open circuit.
Normal Operation
The diagnostic module measures the voltage on
diagnostic module pin
1
-9 at all times. The voltage
can be as high as 25 volts when the backup power
supply is fully charged.
Pin
1
-9 is connected to pin 2-11 inside the safing
sensor and the voltage on both these pins shou
Id
be
the same. If the voltage on pin 2-11 fails below the
voltage on pin
1
-9, a code 23 is generated.
Possible Causes
• Open circuit in the wiring to diagnostic module
pin 1-9.
• Open circuit in the wiring to diagnostic module

pin2-n.

Fault Analysis
WARNING: Read and adhere to all
warnings
and
safety procedures at the start of
this
section when
working on the airbag
system.

1.
Disarm the airbag system and fit airbag simulators
(6.4.21.4).

2.
Disconnect the diagnostic connector and thesafing
sensor connector. Check for continuity from DM

pi n 1
-9 to safing sensor harness connector
pi n
7 and
from DMpin 1-11 to
safing
sensor harness connector
pin 6.
If the continuity of both leads is good, go to step 3.
If a continuity fault is detected, repair the wiring as
necessary. Reconnect ail components. Clear the
code 23. Rearm the airbags (6.4.21.4).
3. Check the continuity between pins 6 and 7 of the
safing sensor.
If the continuity is good, replace the diagnostic
module. Rearm the airbags (6.4.21.4).
If a continuity fault is detected, replace the safing
sensor. Reset the code 23. Rearm the airbags
(6.4.21.4).
September 1996 6-89

Electrics
Airbag System =2?
Airbag DM Fault Code 24
Safing sensor output - battery feed/return open
circuit.
Normal Operation
The diagnostic module measures the voltage on
diagnostic module pins 2-5 and 2-6 the voltage
varies with the vehicle charge level
as
shown in the
table below:
in 2-5
2.3V
2.4 V
2.5V
2.7V
2.8V
3.0V
3.1V
3.2V
3.4V
3.5V
3.7V
3.8V
4.0V
4.1V
4.3V
Pin 2-6
2.3V
2.4V
2.5V
2.7V
2.8V
3.0V
3.1V
3.2V
3.4V
3.5V
3.7V
3.8V
4.0V
4.1V
4.3V
Cliarge Volts
9.0V
9.5V
10.0V
10.5V
11.0V
11.5V
12.0V
12.5V
13.0V
13.5V
14.0V
14.5V
15.0V
15.5V
16.0V
The diagnostic module also measures the voltage at
pin 1-7 (battery input). Using the battery input
voltage, the system can predict the expected voltage
level on pins 2-5 and 2-6. If the voltage on pins 2-
5 or 2-6 is higher or lower than expected, a fault
code 24 will be declared.
Possible Causes
• Open circuit or high resistance in the wiring
harness or safing sensor.
• Intermittent battery voltage on pin 1-7
• The resistance of the pin 2-5 to 2-6 circuit to

ground.
This circuit should be open to ground at
all times.
Fault Analysis
WARNING: Read and adhere to all warnings and
safety procedures at the start of
this
section when
working on the airbag system.

1.
Disarm the airbag system and fit airbag simulators
(6.4.21.4).

2.
Probe the battery input voltage terminal
1
-7. Start
the engine and monitor the charge voltage level
using a digital multimeter. Run the engine at idle
speed and look for any instability in the voltage

level.
Run the engine at a constant medium speed
and then at a constant high speed and repeat the
observation for voltage instability.
If the voltage levels are stable, go to step 3.
If instability of the voltage level is observed,
Investigate and rectify the problem in the charging
circuit.
3. Switch off the ignition. Disconnect the diagnostic
module and check for OQ continuity from pins 2-5
to 2-6.
If no resistance is detected, go to step 4.
If any resistance is detected between pins 2-5 and

2-6,
service the wiring or safing sensor to achieve
Ofi continuity.

4.
Measure the resistance to ground from pins 2-5 and

2-6.

If no short circuit is detected, replace the diagnostic
monitor. Rearm the airbags (6.4.21.4).
If
a
short to grou
nd
is detected, service the wiring or
safing sensor as necessary. Rearm the airbags
(6.4.21.4).
6-90 September 1996

^^
Electrics
Seat Belt Pretensioner
Diagnostic Trouble Codes
050A Pretensioner squib leak to battery positive
050B Pretensioner squib leak to ground
050C Pretensioner squib high resistance
050D Pretensioner squib low resistance
0D13 Capacitor voltage error
0D14 Capacitor capacitance
0D09 Energy reserve sv^^itch
0D1
E
Energy shutdown switch
050E Seatbelt pretensioner switch error
0109 Accelerometer function
01OA Acceleration out of range

01 OB
Accelerometer offset
0209 Safing sensor error
030A Temperature sensor error
060C Warning lamp short circuit
060D Warning lamp open circuit
060E Warning lamp driver error
OAOC Analogue voltage error
0A09 Communications error
090A EEPROM not programmed
0909 EEPROM checksum
OAOA External watchdog error
OAOB External watchdog time out
020A Safing sensor not closed
090C RAM check error
Seat Beit Pretensioner Diagnostics
WARNING: To avoid the possibility of personal
injury caused by accidental deployment of the
pretensioner, disconnect the vehicle battery and
iva/f at least 10 minutes for all voltages to fully
discharge before working on the pretensioner
system. This covers the possibility of the normal
capacitor discharge circuits being inoperative and
failing to discharge the capacitor when instructed
to do
so.

WARNING: Do not make any electrical
measurements on the pretensioner
squib.
Electrical
measurement devices
can
induce sufficient voltage
to cause unintentional firing of the pretensioner
assembly
050 A Pretensioner Squib Leak to Battery
Positive
050A will be logged if the resistance of the
pretensioner squib feed or return line to a positive
potential falls below
1
k£2.
Procedure

1.
Read the warnings given at the start of this
pretensioner diagnostics section.

2.
Connect the PDU to the lower diagnostic socket
and access the pretensioner control module. Verify
that an 050A code is logged and note if the fault is
shown as intermittent. Note any other codes in the
DTC log and then clear all codes.
3. Switch off the ignition and wait at least 10 minutes
for the pretensioner squib firing capacitors to fully
discharge before continuing with this procedure.

4.
Disconnect the pretensioner squib connector at the
rearward harness. Disconnect the pretensioner
control module and temporarily cheat the squib
shorting link.
Note: The control module harness connector has a

shorting
link which short circuits
the
squib
lines together

when the connector is displaced. Carefully insert a

suitable non-metallic cheater to remove the short
circuit
between pins 11 and 12 before continuing with fault
diagnosis.

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September 1996 6-105

Electrics
Seat Belt Pretensioner 5^^?
Switch on the ignition and check for a positive
potential on the squib feed or return lines at the two
pins of the squib harness connector (activating
circuits in the rearward harness in turn may assist in
identifyingthe voltage
source).
Ifa positive potential
is detected, switch off and repair the circuit fault.
If no short circuit is detected in the rearward
harness, go to step 6.
With the ignition switched off and the pretensioner
squib disconnected, check the squib harness for
physical damage.
If any damage is detected, replace the complete
pretensioner squib assembly.
If no damage is detected, the fault is possibly in the
pretensioner control module. Replace the control
module.
Remove the cheater from the control module
connector.
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ir Insert cheater here
Reconnect all components. Switch on the ignition
and test the vehicle to ensure that the problem is

resolved.

050B Pretensioner
Squib
Leakto Ground
050B will be logged if the resistance of the
pretensioner squib feed or return line to ground
falls below
Ikfi.

Procedure

1.
Read the warnings given at the start of this
pretensioner diagnostics section.

2.
Connect the PDU to the lower diagnostic socket
and access the pretensioner control module. Verify
that an 050B code is logged and note if the fault is
shown as intermittent. Note any other codes in the
DTC log and then clear all codes.
3. Switch offthe ignition and wait at least 10 minutes
for the pretensioner squib firing capacitors to fully
discharge before continuing with this procedure.

4.
Disconnect the pretensioner squib connector at the
rearward harness. Disconnect the pretensioner
control module and temporarily cheat the squib
shorting link.
Note: The control module harness connector has a
shorting link which
short
circuits
the squib lines together

when the connector is displaced. Carefully insert a

suitable non-metallic cheater to remove the
short circuit
between pins 11 and 12 before continuing with fault
diagnosis.

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Insert cheater here
Check for a short circuit to vehicle ground on the
squib feed or return lines at the two pins of the squib
harness connector. If a short circuit is detected,
switch off and repair the circuit fault.
If no short circuit is detected in the rearward
harness, go to step 6.
With the ignition switched off and the pretensioner
squib disconnected, check the squib harness for
physical damage.
If any damage is detected, replace the complete
pretensioner squib assembly.
If no damage is detected, the fault is possibly in the
pretensioner control module. Replace the control
module.
Remove the cheater from the control module
connector. Reconnect all components. Switch on
the ignition and test the vehicle to ensure that the
problem is resolved.
6-106 September 1996

D=27
Electrics
Seat Belt Pretensioner
050C Pretensioner Squib High Resistance 050D Pretensioner squib low resistance
050C will be logged if the resistance of the
pretensioner squib circuit rises above 4.5 ±0.5C2
050D will be logged if the resistance of the
pretensioner squib circuit falls below 1.4 ±0.4Q
Procedure
Read the warnings given at the start of this
pretensioner diagnostics section.
Connect the PDU to the lower diagnostic socket
and access the pretensioner control module. Verify
that an 050C code is logged and note if the fault is
shown as internnittent. Note any other codes in the
DTC log and then clear ail codes.
Switch off the ignition and wait at least 10 minutes
for the pretensioner squib firing capacitors to fully
discharge before continuing with this procedure.
Disconnect the pretensioner squib connector at the
rearward harness. Disconnect the pretensioner
control module and temporarily cheat the squib
shorting link.
3.
Procedure
Read the warnings given at the start of this
pretensioner diagnostics section.
Connect the PDU to the lower diagnostic socket
and accessthe pretensioner control module. Verify
that an 050D code is logged and note if the fault is
shown as intermittent. Note any other codes in the
DTC log and then clear all codes.
Switch off the ignition and wait at least 10 minutes
for the pretensioner squib firing capacitors to fully
discharge before continuing with this procedure.
Disconnect the pretensioner squib connector atthe
rearward harness. Disconnect the pretensioner
control module and temporarily cheat the squib
shorting link.
Note: The control module harness connector has a
shorting link which
short
circuits the squib
lines together

when the connector is displaced. Carefully insert a
suitable non-metallic
cheater to
remove
the short
circuit
between pins 11 and 12 before continuing with fault
diagnosis.
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lU Insert cheater here
Check the continuity of the squib feed and return

lines.
If any significant resistance is measured,
service the wiring as necessary.
Also check the condition of the connector pins for
damage or lack of tension and service
as
necessary.
If the circuit resistance is acceptable and the
connector pins are good, go to step 6.
If any defects are identified and serviced, go to step
7.
If the checks in step 4 are good, the high circuit
resistance must be in the pretensioner squib or in
thecontrol module. Replace the pretensioner squib
and reconnect all components.
Clearall logged DTCs from the pretensioner control
module and then test the vehicle.
If the 050C code is logged again, replace the
control module.
Note: The control module harness connector has a
shorting link which
short
circuits the squib
lines together

when the connector is displaced. Carefully insert a
suitable non-metallic
cheater to remove the
short circuit
between pins 11 and 12 before continuing with fault
diagnosis.
Insert cheater here
Check the continuity from the squib feed line to the
squib return line. With the shorting link cheated,
the resistance should be more than lOkQ. If the
resistance is less than 10kQ, service the wiring as
necessary.
Also check the connector pins for any damage
which could cause an unintentional short circuit.
If the checks in step 5 are good, the low circuit
resistance must be in the pretensioner squib or in
thecontrol module. Replace the pretensioner squib
and reconnect all components.
Clearall logged DTCs from the pretensioner control
module and then test the vehicle.
If the 050D code is logged again, replace the
control module.
September 1996 6-107

Electrics
Seat Belt Pretensioner ^?
060C Warning Lamp Short Circuit
060C will be logged if the nnonitor current flow
through the SRS/Airbag warning lamp is excessive.
The warning lamp circuit is normally at 12 volts and
is switched to ground by the airbag control module
or by the pretensioner control module when one of
these control modules detects a fault.
If either control module connector is displaced and
the ignition is switched on, the warning lamp will
be illuminated via the ground shorting link between

pins!
and 2 ofthe pretensioner controller connector
or pins 4 and 5 of the airbag controller connector,
both control modules must be checked for the
appropriate DTC to isolate which circuit is at fault.
Procedure

1.
Connect the PDU to the lower diagnostic socket
and access the pretensioner control module. Verify
that an 060C code is logged and note if the fault is
shown as intermittent. Note any other codes in the
DTC log and then clear all codes. Go to step 2.
If fault code 060C is not logged, go to the diagnostics
section of the airbag system.

2.
Check the security of the pretensioner control
module connector.
If the connector is secure, go to step 3.
If the connector isdisplaced,resecu re theconnector.
Clear all logged DTCs and retest the vehicle to
ensure that the problem is resolved.
3. Access the SRS/Airbag warning lamp and check the
lamp resistance.
If the resistance is approximately
120£2,
the lamp is

good.
Refit the lamp and go to step 4.
If the resistance of the lamp is significantly less than
approximately 120^, fit a new lamp and refit the
instrument panel. Clear the logged DTCs from the
pretensioner control module and retest the vehicle
to ensure that the problem is resolved.

4.
If the checks in step 3 are good, the low circuit
resistance must be in the instrument pack or in the
control module. Replace the pretensioner control
module and reconnect all components.
6. Switch on the ignition and then test the vehicle.
If the 060C code is logged again, replace the
instrument pack.
060D Warning lamp open circuit
060D will be logged if the monitor current flow
through the SRS/Airbag warning lamp is below the
normal monitor level.
The warning lampcircuit is normally at 12 voltsand
is switched to ground by the airbag control module
or by the pretensioner control module when one of
these control modules detects a fault.
Procedure
Connect the PDU to the lower diagnostic socket
and access the pretensioner control module. Verify
that an 060D code is logged and note if the fault is
shown as intermittent. Note any other codes in the
DTC log and then clear all codes. Go to step 2.
lffaultcode060D is not
logged,
gotothediagnostics
section of the airbag system.
Switch off the ignition. Access the SRS/Airbag
warning lamp and check the lamp resistance. The
resistance should be approximately 120Q.
If the resistance is 120i2, go to step 3.
If the lamp resistance is significantly lower than

120^2,
replace the lamp. Retest the vehicle to
ensure that the problem is resolved.
Wait 10 minutes after switching off the ignition to
ensure that the pretensioner firing capacitors have
fully discharged.
Disconnect the pretensioner control module and
temporarily cheat the warning lamp shorting link.
Note: The control module harness connector has a
shorting link which short circuits the warning lamp line
(pin 2)to ground
(pin
Dwhen
the
connector
is
displaced.
Carefully insert a suitable non-metallic cheater to remove
the
short
circuit
between
pins
1
and 2 before continuing
with fault
diagnosis.

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6-108
September
1996

Body and Trim //-->> ^izz^^ ' ^ ^
Body Repair ' —^^ '-^ >^-/
Body Repair
Introduction
This section contains information for the body repair and rectification of the vehicle. Wherever possible the vehicle
must be returned to its original manufactured condition. Following repair the vehicle must be fully checked and, if
necessary, the braking system and steering must be fully reset.
Health and Safety
Ensure that the correct working practices are established before beginning work.
Observe that the correct working practices are followed whether they be legislative or common sense.
Be aware of the potential risks of using materials used in the manufacture and repair of vehicles and take the
appropriate precautions.
Warning: Make sure that the working practices for the air conditioning
system
are followed: do not vent the refrigerant
directly into the atmosphere and always use the approved recovery/recycle /recharge equipment, always wear
suitable protective garments to prevent injury to the eyes and the skin.
Potential Risks
Paint
If the organic solvents, contained in paints, are inhaled for any length of time damage can be caused to the liver,
kidneys, respiratory tract and the digestive system.
Prolonged exposure to isocyanates can cause lung sensitisation and asthma-like symtoms can develop with
subsequent re-exposure to even low concentrations.
Solvent inhilation can cause dizziness or loss of consciousness.
Inhilation of spray dust and sanding debris can cause lung damage.
Paint activatorsand additives will damage the eyesor can cause dermatitis if allowed to splash and come into contact
with these areas. Peroxide and acid catalysts can cause burns.
Applied heat
There is considerable risk of damage to the eyes and skin when welding or flame cutting.
Fire is a serious danger as many materials and fluids in the vehicle are inflammable.
Toxic and dangerous fumes can be liberated when the following are subjected to heat; expanded foam, corrosion

protection,
adhesive and sealing compounds,
trim,
seat material and paints that contain isocyanates.
When heated to
a
temperature of 300°C, polyu rethane based compounds can
1
iberate small quantities of isocyanate.
Many types of nitrogen containing chemicals may be liberated as breakdown products, these chemicals can
contain isocyanates, oxides of nitrogen and hydrogen cyanide.
Potentially toxic or asphyxiant fumes and gases are produced by welding, for example; zinc oxide with zinc coated
panels and ozone gas from the MIC process.
Metal repair
There is considerable risk of damage to the eyes, ears and skin when metal cutting, forming and dressing is being
carried out.
Soldering may be hazardous because of heat generated fumes and skin contact with the materials.
7-2 May 1996

^"^
Body and Trim
Body Repair
Precautions
Paint
Ensure that there is efficient ventilation at all times. Paint spraying should be confined to spray booths.
Anyone with a history asthma should not be engaged in any process which involves the use of isocyanates.
Any operator working inside a spray booth where isocyanates are present must use air-fed breathing equipment.
Supplied air to the visor should be fed at the recommended pressure and filtered to remove oil, water and fumes.
Operators involved in handling, mixing or spraying should wear protective clothing, gloves and goggles to avoid
skin and eye contact. A Paticle mask or canister typr respirator should be worn when sanding.
Applied heat
When welding, flame cutting or brazing and so on, goggles, a mask or fume extractor and flameproof protective
clothing should be used always.
It is especially important when working with polyurethane compounds to use air-fed breathing equipment.
Ensure that at all times the appropriate fire fighting equipment isavailableand that personnel are trained in its use.
Metal repair
Wear appropriate eye and hand protection when sanding, drilling, cutting, chiselling, flatting or welding. Wear a
face mask or air-fed visor when sanding or flatting either body solder or
fillers.
When a soldering operation has been

completed,
remove swarf from the work area and wash your hands thoroughly.
General Repair Notes
The following precautions should be noted before any work is carried out:
• disconnect the vehicle battery ground
lead,
taking note of the reconnection procedures
• Make sure that you have read and understood the safety related procedures in this section.
Caution:
Electric arc
welding must not
be
used on the
vehicle as the high
voltages produced by
this process
will
cause
irreparable

damage
to the electrical control and
microprocessor
systems.

All trim and electrical components in the locality of the repair must be removed or disconnected prior to panel
removal or replacement.
Welding and Gas Process Special Notes
Resistance spot welding, MIG welding and all gas processes may only be carried out on bare, unpainted or unplated

metal.
The flanges of panels, which are to be welded together, must be clean, corrosion free and treated as
appropriate with either weld-through or inter-weld sealer.
The resistance spot welding equ ipment used in vehicle repair does not always produce
a
weld of
equ
ivalent strength
to that produced in manufacturing. This means that a single row of spot welds should be spaced on a pitch of 19-
25 mm, which will usually result in more spot welds than found in the original factory joint.
Use a resistance spot weld cutter to remove resistance spot welds. Where a new joint is to be MIC welded, cut the
old resistance spot welds from the panel that is to be retained; the resulting holes are then used for plug welding.
Suitable holes may be drilled or punched as follows:
• 8.0 mm for sections up to 1.5 mm thickness
• 10.0 mm for thicker sections.
Always refer to the welding equipment manufacturers diagrams and tables for the relevant procedure.
May 1996 7-3