door JAGUAR X308 1998 2.G Workshop Manual

Side airbags provide front seat occupants with additional protection under side impa ct conditions. In a side impact above a
pre-determined severity, the ai rbag on the impacted side inflates between the occupant an d the door at approximately
chest height. Each side air bag is installe d in a cavity formed by the foam padding in the outboard wing of its respective
seat, and is secured to the seat back frame . A slit incorporated in the foam on the forward side of the cavity, directs the
expanding air bag to the required exit point in the seat trim.

Supplemental Restraint System - Passenger Air Bag Module
Removal and Installation
Removal
• WARNINGS:
FOLLOWING DISCONNECTION OF THE BATTERY, A PERIOD OF AT LEAST ONE MINUTE MUST BE ALLOWED TO ELAPSE
BEFORE ANY WORK IS CARRIED OUT ON AN AIR BAG MODULE.
FOLLOWING TEN YEARS IN SERVICE, AN AIR BAG MO DULE MUST BE REMOVED AND DISPOSED OF IN THE
APPROVED MANNER, AND A NEW AIR BAG MUST BE FITTED.
AIR BAGS CONTAIN A CHEMICAL IRRITANT. IF AN AIR BAG IS RENEWED, THE ORIGINAL UNIT MUST BE DISPOSED
OF IN ACCORDANCE WITH CURRENT SAFETY PROCEDURES.
IN THE EVENT OF A FAULT RUPTURING THE 10A BATTERY SUPPLY FUSE (F4 LOCATED IN THE FUSE-BOX AT THE
DRIVER'S END OF THE FASCIA), THE FUSE MUST NOT BE RENEWED UNTIL THE AIRBAG/SRS SYSTEM HAS BEEN DE-
ACTIVATED. FUSES OF ANY OTHER VALUE MUST NEVER BE USED, AS THIS CAN CAUSE DISARM FAILURE.
1. Remove battery cover and disc onnect ground cable from
terminal. Refer to 86.15.19.
2. Remove glove box. Refer to 76.52.03.

3. Remove deployment door from mounting clips, position for
access and remove and di scard retaining clips..

4. Slacken, remove and discard fo ur nuts and washers securing
air bag module and tether bracket to fascia.
5. Disconnect air bag module multiplug.

Installation
• NOTE: The serial numbers of all supplementary restrain t system components must always be recorded against the VIN of
the vehicle.


6. Withdraw air bag module and remove from vehicle.

7. Slacken, remove and discard two bolts securing air bag tether
bracket to air bag module.

1. Position air bag module on teth er bracket and fit and tighten
two new securing bolts.
2. Position air bag module and deployment door mounting
bracket in fascia.
3. Fit and tighten four new nuts and washers securing air bag

The body is pre-treated to ensure high resistance to corrosion and stone chip dama ge. Prior to the first major pre-treatment process, the body shell is high-pressure washed to remove any metal dust and residual oil.
The first major pre-treatment process consists of phosphate and electro-paint deposition, which together with zinc coating,
forms the basis of the corrosion protection. This process includes high pressure knock-off, alkali de-greasing, zinc phosphate
conversion of body steel (dissolving iron and coating with zinc phosphate crystals), trivalent chrome rinsing and
demineralized water rinsing, seal ing all chemicals and impurities.
Both dip and spray techniques are employed and the bodies are submerged to the waistline during the first and third rinses
of the main phosphate clean. Chemical strengths and soluti on temperatures are continuously monitored and accurately
controlled throughout the process.
An 80% water primer is then cathodic elec tro-deposition applied to the thoroughly cleansed bodies in a uniform 'sag-free'
film 18 to 32 micron thick. Optimum durabi lity of the electroprimer is achieved by finally curing in a stoving oven at 165 °C
for a period of 20 minutes.
All underbody seams of the fully primed bo dies are then manually sealed, to prevent water and dust ingress into the vehicle
and to enhance corrosion protection.
An 800 to 1000 g/m2 PVC coating is semi-automatic airless sp ray applied to the underside of the main floor panels, trunk
floor and rear wheel arches (ref. illustration above).
The upper panels of primed and external ly sealed bodyshells are next lightly scuffed to remove imperfections and a PVC
coating is applied to all internal seams by an airless spray technique. A PVC bead seal is also applied to the doors, hood and
trunk clinch joints.
Following anti-corrosion, sealing and primin g treatment, the bodies enter the first stage of 'cosmetic' painting. This consists
of the application of two coats of a highly chip resistant po lyester surfacer, employing high voltage electrostatic 'spinning
bells', to achieve a final film thickness of 35 to 50 micron. Between surfacer coats, a polyurethane coat is automatically
applied to the sills to impart even greater resistance to stone chipping.
All interior panels are then painted us ing a color keyed sealer, wet-on-wet wi th a surfacer material, after which the
bodyshells are stoved at 160 °C for a period of 20 minutes. Further protection agai nst corrosion is provided by a medium
solids black pigmented wax which is airless spray applied to vehicle undersides.
Wax Injected Box Sections
Critical body box-sections are si milarly protected by spray injecting a high solids wax. This is then re-flowed at 70 to 90 °C
to achieve optimum seam/joint penetratio n and form a resilient and durable internal coating (ref. illustration above).
After full wet sanding, rinsing and drying to provide a good su bstrate, a color-keyed semi-matt sealer co at is applied using
electrostatic bells to achieve a film build of 25 to 35 micron . The bodies are then stoved for a further 20 minutes at a
temperature of 145 °C and subjected to a local 'seek-and-find' de -nib operation prior to the final two coat process. The final
top coat finish is achieved by using poly ester base coat colors and an acrylic sag resistant clear coat. This clear over base
(COB) process produces a high gloss, durabl e paint finish with a film thickness of 50 to 65 micron, which is finally cured at a
temperature of 135°C for 20 minutes.
The Munsell three dimensional system of color management is em ployed to achieve highly accurate control of vehicle colors.
This system ensures that paint pigmentations are accurately maintained and facilitates vigorous final checking of finished
vehicles for color match. The hu e of individual panels such as trunk lids, doors and hoods is in some instances adjusted to
offset the effects of differing light angles. Where applicable, coachlines are manually applied and radiant heat cured on the
completed and valeted vehicle prior to hand spray applic ation of a protective wax coat.
Introduction
All repairs, whether structural or cosmetic must return the vehicle to the original manufactured condition with regard to
occupant safety, dimensional accuracy, fi nish and corrosion protection, and ensure continuation of the Paint Surface and
Corrosion warranty where applicable.
Similarly, repaired vehicles must be fu lly checked, and where appropriate reset, with regard to steering, suspension,
braking, and occupant restraint systems.

Body Structure
Introduction
The standard wheelbase Jaguar sedan has a unit construction monocoque body structure with bolt-on front fenders and
welded rear fenders. The doors feature lif t-off hinges and welded drop-glass frames.
Constructional Steel Classification
BODY ALIGNMENT
The Body Dimensions Plan, and Body Dimensions Side View, provide specified BIW dimensions to facilitate damage
assessment and location of replacemen t parts. These dimensions must be strictly applied when used for damage
assessment, component location or post repair verification.
• NOTE: The right-hand side is always looking towards the front, from the rear of the vehicle.
The nominated plan view master datums are on the right-hand side of the body with the left-hand datums dimensioned
from them. Right-hand datums must therefore be known to be correct before any other cross-car dimensions are checked.
Datum location, Example
The Front Master Datum (front crossmember rear mounting at the inner face of the main floor RH longitudinal) is nominally
359,5mm to the right-hand side of the body center line. The LH side fron t datum is measured 717,0 / 721,0mm from the
RH. Refer to the Body Dimensions Plan.
Expressed as a true posi tion in three planes, the front master datum is:
Standard Wheelbase Bo dy Dimensions-Plan
MaterialApplication
High strength low alloy
(HLSA).Impact prone areas, ie. seat frame and bumper mountings.
Double sided zinc plated mild steel.Exterior body panels subject to severe cond itions such as stone chipping and weather
exposure (excluding roof panel).
Boron steelDoor intrusion beams
Mild steel.Internal brackets, fill ets and strengtheners.
DatumLocationPosition
Front Master Datum
PlanCentre line of the front crossmember rear mounting, at the main floor RH
longitudinalX
300,0
Y 359,5 Z -50,0

a pneumatic saw (3).
• NOTE: On some panels, before removing the bulk with a pneumatic saw, it may be necessary to remove brazed areas and
MIG welded seams. Separate spot welded joints and remove the panel remnants.
Removal of Panels and Welds

PREPARATION OF PANEL SURFACES
WARNING: DO NOT BURN UNDERSEAL OFF. USE A 'HOT KNIFE' OR SUITABLE SOLVENT.
• NOTE: Observe all appropriate safety procedures.
Remove weld nuggets with a sander and 36 gr it disc and clean all flanges to a bright smooth finish (1). Straighten existing
panel joint edges as required.
Mark off the area of new panel and cut to size leaving approxim ately two inches overlap on the existing panel. Offer up new
panel or section, align with associated pa rts, i.e. new rear fender aligned with door / luggage compartment lid / backlight
aperture and clamp the panel into positi on.Where necessary, cut the new and orig inal panels to form a butt joint.
Release all clamps and remove the new panel. If required, apply inner panel protection and or sound insulation.
Prepare the new panel joint edges, including interior and exterior, for welding by cleaning to bright metal (1).
Apply weld-through primer or in terweld sealer(2) to all surfaces to be resistance spot welded.
Where appropriate, apply metal- to-metal adhesive or sealer (3) in accordance with the manufacturer's instructions.

Inset A, shows the 25° - 35°angled cut-away at front edge. The front end of the coachlines should terminate 50mm - 60mm behind the headlamp apertures and the two sides must be symmetrical.
The 1.25mm - 1.75mm wide coachline (inset B), terminates with vertical face and ends 10mm - 20mm forward of tail lamp
aperture.
Inset C shows the upper edge of the coac hline positioned 6mm - 8mm below feature line along the body side. Inset D shows
gap dimensions and lower coachline width.
Details of front end lower coachlines, including position of the lower coachline relative to door mouldings and front wings are
shown in Inset E.
Inset F shows lower coachline rear end detail.
Other Models

Replacement bumper cover assemblies includer side armatures, which should be removed from discarded bumper
assemblies and rout ed for recycling.
BODY SIDE MOULDINGS
Description
Two types of moulding are fitted to the standard wheelbase sedan. The lower mouldings are positioned on the body / door
lower feature lines. Where applicable, the upper mouldings are positioned using the lower mouldings as data. Replacement
lower mouldings are supplied in a primed condition and must be finished as detailed in this section.
Side Moulding Positions

Body Closures
Clearances and Alignments
When any panel, closure or body component is renewed, refitted or reset, the specified clearances and alignments must be
restored. This ensures that vehicle appearance and operation fully satisfy design intent and the customer.
Clearances
Gaps should be uniform around body panel contours and must be parallel to within 1mm in a 400mm linear measurement.
LocationFinishApplicationFixing method
UpperPolished stainless steelDaimler / VDPSelf adhesive
LowerBody colorAll modelsSelf adhesive
1Adhesive tape
2Moulding, Daimler/VDP
3Moulding all models

Panels centered between two adjacent panels must have equal gaps on either side. For exceptions to this, refer to the
appropriate specification. Gaps between ad jacent panels or components must not expose harnesses, labels, brackets or
visually poor joint or assembly conditions.
• NOTE: Sliding roof panel clearances are specified without the edge seal installed.
Areas of particular concern are, fuel filler flap, trunk lid to fenders and saddle panels, hood to fenders, grill and headlamps,
sliding roof to main roof panel, door gaps at fenders, B\C posts, roof drip rail an d rocker panel, and bumper cover to fenders
and cross car assemblies
Alignment
Panels must be correctly profiled to maintain cosmetic appearance, and ensure co rrect seating of seals with minimal wind
noise. Areas of particular concern are hood to fenders, trunk lid to fenders and saddle panels, doors to apertures, doors to
fenders and adjacent doors and relationship of the sliding roof panel leading and trailing edges to the main roof panel.
Exterior Fitments
Bezels, trims and lamps must be concentric with apertu res and have equal clearances with adjacent panels.
Areas of particular concern are headlamp to hood, fender and trim panel, exhaust tailpipe trim to bumper cover cut-out,
rear lamp assembly to trunk lid, fender and bumper cover trim, and side feature lines including body side mouldings, fender
to door and door to door.
Exterior Clearances and Alignments-Front