width JAGUAR XFR 2010 1.G User Guide

1 Fuel supply connection 2 Electrical connector 3 Flange locking ring and seal 4 Sucking jet connector 5 Fuel pump module 6 Fuel pick up filter 7 Level sensor float 8 RH level sensor 9 Fuel filter 10 Pressure relief valve 11 Pump supply to flange connection 12 The fuel pump is a variable speed rotary vane type. The pump is energized by the fuel pump relay which is located in the RJB and the FPDM which is located under the RH floor pan above the rear suspension stabilizer bar. The relay and FPDM are controlled by the ECM.
A fine mesh filter is located in the lower section of the pump module. This provides filtration to the fuel as it is drawn into the
module. There is a winged filter on the fuel pump that gives additional protection and a life time fuel filter integrated into the
flange which eliminates the need for an additional filter further downstream in the fuel system.
The RH fuel level sensor is mounted into the pump module housing.
FUEL PUMP DRIVER MODULE (FPDM)



The FPDM is located on a bracket which is integral with the charcoal canister. The module is attached to one end of the canister with a bracket.

The fuel pump operation is regulated by a FPDM which is controlled by the ECM. The FPDM regulates the flow and pressure supplied by controlling the operation of the fuel pump using a PWM (pulse width modulation) output.

The FPDM is powered by a supply from the fuel pump relay in the RJB. The fuel pump relay is energized on opening the driver's door, pressing the start button only or pressing the start button and the footbrake (which initiates engine cranking). The FPDM supplies power to the fuel pump, and adjusts the power to control the speed of the fuel pump and thus the pressure and flow
in the fuel delivery line.

A PWM signal from the ECM tells the FPDM the required speed for the fuel pump. The on time of the PWM signal represents half the fuel pump speed, e.g. if the PWM signal has an on time of 50%, the FPDM drives the pump at 100%.
The FPDM will only energize the fuel pump if it receives a valid PWM signal, with an on time of between 4% and 50%. To switch the fuel pump off, the ECM transmits a PWM signal with an on time of 75%.
The output pressure from the fuel pump will change with changes of engine demand and fuel temperature. The ECM monitors the input from the fuel rail LP sensor and adjusts the speed of the fuel pump as necessary to maintain a nominal output
pressure of 450 kPa (4.5 bar; 65.3 lbf/in.2
), except during engine start-up. At engine start-up the target pressure for the fuel
delivery line is 630 kPa (6.3 bar; 91.4 lbf/in.2
).
If the SRS (supplemental restraint system) outputs a crash signal on the high speed CAN (controller area network), the ECM de-energizes the fuel pump relay to prevent any further fuel being pumped to the engine.

If the ECM does not detect pressure in the fuel delivery line, it stops, or refuses to start the engine and stores the appropriate DTC (diagnostic trouble code).
The ECM receives a monitoring signal from the FPDM. Any DTC's produced by the FPDM are stored by the ECM.
DTC's can be retrieved from the ECM using an approved Jaguar diagnostic system. The FPDM itself cannot be interrogated by the approved Jaguar diagnostic system.

6 Clockspring 7 APP (accelerator pedal position) sensor 8 Electric throttle actuator 9 Brake lamp/brake test switch 10 Adaptive speed control radar sensor 11 Diagnostic socket 12 Instrument cluster 13 TCM (transmission control module) 14 Adaptive speed control module


SPEED CONTROL System Operation

The speed control system uses inputs from the brake lamp/brake test switch, the APP sensor, the ECM and the ABS module.
Speed control is operated by the driver using only the steering wheel switches. When speed control is active, the ECM regulates the PWM (pulse width modulation) signals to the fuel injectors to adjust the fuel supply as required to maintain the
set speed.

During speed control operation, the ECM controls vehicle speed by adjusting fuel injection duration and timing. When the accelerator pedal is pressed with speed control active, the ECM outputs a calculated throttle angle signal in place of the actual throttle angle signals produced by the APP sensor. The calculated throttle angle is derived from fuel demand.
The minimum set speed for speed control is 18 mph (30 (km/h). Speed control is automatically suspended if the following
conditions apply:

Vehicle speed falls below 18 mph (30 km/h)
The brake pedal is pressed
The cancel button is pressed
Neutral, park or reverse gear is selected
The difference between actual speed and the set speed is too great
If the engine speed becomes near to the red line (maximum engine speed)
If the accelerator pedal is used to accelerate beyond the set speed for too long.

ADAPTIVE SPEED CONTROL
The adaptive speed control system comprises the following components:
Adaptive speed control sensor
Adaptive speed control module
Steering wheel control switches
ECM
Electric throttle actuator
ABS module and pump Adaptive speed control warning indicator.

The adaptive speed control system uses a forward looking radar sensor to scan the road ahead, looking for objects that are
moving at a different rate to itself. When a target is identified the adaptive speed control system will monitor the time gap
between it and the target vehicle. When that gap falls below a set driver selected level the adaptive speed control system will
intervene slowing the vehicle by backing off the throttle and/ or applying the brakes, until the correct gap is attained. The
driver can chose between four gap settings, 1, 1.4, 1.8 and 2.2 seconds.
The system will detect but not react to the following:
Vehicles in the oncoming lane
Stationary vehicles
Pedestrians
Vehicles not in the same lane.

Adaptive speed control is active when the vehicle is moving. Adaptive Speed Control only functions when a set speed is
entered in normal speed control mode. The adaptive speed control system only intervenes with the set speed when it detects
a target vehicle, and then only if the minimum time gap is breached.

It is important to note that the system is intended for use in limited driving situations, does not remove control and
responsibility from the driver, and at all times can be quickly overridden. The adaptive speed control system is not a collision
warning system and will not react to stationary objects. The system does not operate below a minimum speed of
approximately 30 km/h (20 mph) since it is unsuitable for use in cities or congested traffic. The system is best suited to main
roads/ highways with gradual bends.
The ECM, throttle body and throttle control are unchanged from those used for non adaptive speed control variants.
The adaptive speed control system is based on the use of a front mounted radar sensor. The sensor transmits a 1.5° wide
beam forward of the vehicle and detects the returning signals reflected off other vehicles and objects ahead.
The 1.5° wide radar beam is mechanically scanned at a rate of 10 sweeps/second across a total arc of 15° centered on the

Touch screen display (TSD) 6 Integrated control panel 7 Information control module 8 ATC (automatic temperature control) module 9 Face/Feet distribution stepper motor 10 RH (right-hand) temperature blend stepper motor 11 LH (left-hand) temperature blend stepper motor 12 Windshield (defrost) distribution stepper motor 13 Blower control module 14 RJB (rear junction box) 15 Blower
System Operation
Operation of the heating and ventilation system is controlled by the ATC module. Refer to: Control Components (412-01 Climate Control, Description and Operation).
The system can be operated in automatic or manual mode, with temperature settings selected using the switches on the
integrated control panel.

When the engine is running, coolant is constantly circulated through the heater core by the engine coolant pump and the
auxiliary coolant pump. Where fitted, the auxiliary coolant pump is energized by the CJB on receipt of medium speed CAN bus signals from the ATC module. The CJB broadcasts auxiliary coolant pump status over the medium speed CAN bus for use by other vehicle systems.

The blower is supplied with power by the blower relay on the RJB and connected to ground via the blower control module. The blower control module regulates the voltage across the blower motor to control blower speed. The voltage set by the blower
control module is controlled by a PWM (pulse width modulation) signal from the ATC module. The ATC module uses a feedback signal from the blower control module to monitor blower speed.
Refer to: Control Components (412-01 Climate Control, Description and Operation).


Heater Assembly Component Description

The heater assembly controls the temperature and flow of air supplied to the air distribution ducts. The heater assembly is
mounted on the vehicle centerline, between the instrument panel and the engine bulkhead.

The heater assembly consists of a casing that contains an A/C (air conditioning) evaporator, a heater core, two air distribution
control doors and two temperature blend control doors. On 2.7L diesel vehicles, the heater assembly also contains an electric
booster heater.
Refer to: Electric Booster Heater (412-02 Auxiliary Climate Control, Description and Operation).
Mounted on the heater casing are four stepper motors. Each of the stepper motors is connected to either an air distribution
control door or a temperature blend control door.
The A/C evaporator is part of the A/C system. Refer to: Air Conditioning (412-01 Climate Control, Description and Operation).
The heater core provides the heat source to warm the air supplied to the passenger compartment. The heater core is an
aluminum two pass, fin and tube heat exchanger, and is installed across the width of the heater housing. Two aluminum tubes
attached to the heater core extend through the engine bulkhead and connect to the engine cooling system. For additional
information, refer to:
Engine Cooling (303-03A, Description and Operation),
Engine Cooling (303-03B Engine Cooling - V6 3.0L Petrol, Description and Operation), Engine Cooling (303-03C, Description and Operation).

Air Inlet Duct

The air inlet duct connects the fresh air inlet in the engine bulkhead to the heater assembly. The air inlet duct is installed
behind the instrument panel on the passenger side.

The air inlet duct consists of a casing that contains a pollen filter, an air inlet door, a blower and a blower control module. A
recirculation air inlet is incorporated into the casing. A servo motor is mounted on the casing and connected to the air inlet
door, to allow selection between fresh and recirculated air.
Refer to: Control Components (412-01 Climate Control, Description and Operation). The pollen filter is part of the air distribution and filtering system.
Refer to: Air Distribution and Filtering (412-01 Climate Control, Description and Operation).
The blower regulates the volume of air flowing through the air inlet duct to the heater assembly. The blower consists of an
open hub, centrifugal fan and an electric motor.
The blower control module regulates the power supply to the blower motor. The blower control module is installed in the air

Blind Spot Monitoring System Operation

The purpose of the blind spot monitoring system is to detect an object moving with a positive velocity relative to the radar
module, on either side of the vehicle, at a distance of up to 2.5 meters laterally and in an area from the door mirror up to 7.0
meters behind the module. These criteria identify an overtaking vehicle within the blind-spot area and within a typical
carriageway lane width, while eliminating other objects that are not relevant, either because of their position, they are
stationary, traveling in the opposite direction, or being overtaken. A vehicle is classed as a heavy goods vehicle, car or
motorcycle. A motorcycle is defined as a minimum size of 2.0m long, 0.8m wide (widest point) and 1.1m high. The system is
not affected by the mass of the overtaking vehicle providing all identification criteria, including relative velocity of (16km/h -
10mph) or above, is met.

The system emits radar pulses and analyses the reflections, identifying anything that moves into the blind spot zone. Having
detected another vehicle in the defined blind spot zone it alerts the driver by illuminating the amber alert icon located in the
appropriate exterior mirror.


NOTE: If an overtaking vehicle is detected on both sides of the vehicle simultaneously, the warning alert icons in both
mirrors will illuminate.

The light lens is shaped so as to minimize the visibility to other drivers. The LED (light emitting diode)’s are located towards
the outside extremity of the mirror face, within the peripheral view of the driver but not in any area of the mirror where they
could obscure or distract from the image.



Item Description 1 Warning alert icon 2 System status warning indicator The LED lighting sequence is as follows;
Amber alert LED icon permanently lit - system operational, vehicle detected in blind spot area No LED’s lit – system active no vehicle detected in blind spot area Amber status LED permanently lit - system not active or faulty
The system has operating limitations and is automatically turned off under certain operating conditions. During these
operating conditions the amber status LED is permanently lit. The system operating limitations are as follows;

The area surrounding the radar face of the module must be clear of metallic items
The system is inactive until vehicle speed is greater than 16km/h - 10mph (amber status LED permanently lit) The system is inactive if an approved trailer is connected to the vehicle (amber status LED permanently lit) The system is inactive when reverse gear or park is selected (amber status LED permanently lit)
If either of the radar signals are blocked or distorted, for example by water, the radar face of the module is covered in mud,
sleet or snow the system may detect this and be disabled with the amber status LED permanently lit together with a ‘blind spot monitoring blocked’ message displayed in the instrument cluster message center. The system is disabled until the
blockage is cleared.

If there is a fault in the system the amber status LED is permanently lit and a ‘blind spot monitoring not available’ message displayed in the instrument cluster message center. The system is disabled until the fault is rectified.
System fault and blockage warnings are as follows;

PARKING AID CAMERA

The parking aid camera receives an ignition power mode 6 power supply from the RJB. It also has a LIN bus connection with the RJB, which is used as a gateway. A shielded co-axial cable connection between the camera and the TSD is used for the video image transmission.

The camera receives power at all times when the ignition is in power mode 6. When reverse gear is selected, the RJB transmits a reverse selected message on the medium speed CAN bus. The information and entertainment module transfers the message on the MOST ring to the TSD, which displays the video input from the parking aid camera in preference to the parking
aid alert screen.

The display from the camera incorporates graphic overlays, indicating vehicle direction, width and proximity to surrounding
objects.



Item Description A Solid line: The projected wheel trajectory B Dotted line: The safe working width of the vehicle (including exterior mirrors) C Luggage compartment access guideline: Do not reverse beyond this point if luggage compartment access is required D Bumper inclusion E Parking sensor activation: A colored area appears, to indicate which rear sensors have been activated A single touch on the screen will revert the display to the parking aid alert screen. The camera view can be reselected by
pressing the Rear Camera soft key on the TSD.


NOTE: This can only be activated when reverse gear is selected.

When reverse gear is deselected, the camera image remains on the TSD for 2 seconds after the transmission has been put into
D (drive). If the vehicle forward speed in D exceeds 16 km/h (10 mph) the camera image is removed from the TSD.

If the TSD is switched off, the camera image will be automatically displayed when reverse gear is selected. When reverse gear
is deselected, after 10 seconds the TSD will revert back to its switched off state.

Halogen Low/high Beam Headlamp

The halogen low/high beam headlamp uses a projector lens, similar to the xenon headlamp. The projector module comprises
an ellipsoidal lens and a reflector. The projector reflector collects the light produced by the halogen bulb and projects the light
into a focal plane containing a shield. The contour of the shield is projected onto the road by the lens. The low/high beam
bulbs are quartz halogen and are retained in the headlamp unit with conventional wire retaining clips.

A tourist lever mechanism is located on the right hand side of the projector module. This mechanism moves a flap to blank off
a portion of the beam spread to enable the vehicle to be driven in opposite drive hand markets without applying blanking
decals to the headlamp lens. The beam is changed by removing the access cover at the rear of the lamp assembly and moving
a small lever located near the bulb holder, at the side of the projector.
Halogen High Beam Headlamp - Xenon and Halogen
The xenon and halogen headlamps use a complex surface reflector for the halogen fill in high beam lamp only lighting unit,
which is of the same design on both headlamp types. This type of reflector has the reflector divided into separate parabolic
segments, with each segment having a different focal length.

The high beam headlamp bulbs are quartz halogen and are retained in the headlamp unit with conventional wire retaining
clips.
Cornering Lamps


NOTE: The cornering lamps are not fitted to NAS vehicles.

The cornering lamps are an optional feature designed to illuminate the direction of travel when cornering at low speeds. The
design of the lens projects a spread of light from the vehicle at approximately 45 degrees to the vehicle axis. The cornering
lamp is incorporated into the headlamp assembly and shares the same housing as the low beam headlamp. The cornering lamp
uses a 35W Halogen H8 bulb which is permanently located in an integral holder which is connected on the headlamp housing.
The holder is located in an aperture in the headlamp housing and rotated to lock. The bulb is accessible via a removable cover
on the base of the headlamp housing.

The cornering lamps are controlled by the LH steering column multifunction switch with the lighting control switch in the headlamp position and the ignition in power mode 6. The cornering lamps are supplied power via the ignition circuit to ensure
that they do not function with the headlamp delay feature. The cornering lamps are deactivated if the vehicle speed exceeds
25 mph (40 km/h). Only one cornering lamp will illuminate at any one time. If the left hand turn signal indicators are selected
on, the left hand cornering lamp will be illuminated and vice versa, providing the vehicle speed and lighting control switch
positions are correct.
Static Bending Lamps


NOTE: The static bending lamps are not fitted to NAS vehicles.

The static bending lamps are designed to illuminate the direction of travel when cornering at low speeds. The static bending
lamp functionality, which is controlled by the CJB and the headlamp leveling module, operates using inputs from the steering angle sensor and vehicle speed information from the ABS (anti-lock brake system) module. The static bending lamp is
incorporated into the headlamp assembly and shares the same housing as the low beam headlamp. The design of the lens
projects a spread of light from the vehicle at approximately 45 degrees to the vehicle axis. The static bending lamp uses a
35W Halogen H8 bulb which locates in a holder which is connected via wires to the main connector on the headlamp housing.
The holder is located in an aperture in the headlamp housing and rotated to lock. The bulb is accessible via a removable cover
at the rear of the headlamp housing.

The static bending lamps operate with a steering angle sensor CAN bus signal which is received by the CJB. The CJB monitors this signal and vehicle speed and activates the static bending lamp bulb. When the operation parameters of the lamp are
reached, the CJB fades the static bending lamp bulb on using a PWM (pulse width modulation) voltage over a period of approximately 2 seconds. When the lamp is switched off, the CJB fades the bulb off by decreasing the PWM voltage in a linear manner depending on steering angle and vehicle speed. The cornering lamps can only be active for a maximum of 3 minutes.


NOTE: Static bending lamps only operate when the transmission is in DRIVE or in SPORT.

Turn Signal Indicators

The turn signal indicator lamp is incorporated into the outer part of the headlamp assembly. The turn signal indicator lamp
uses a PY21W bayonet orange colored bulb in ROW markets, a S8W 27/7W wedge bulb is used in NAS markets. The bulb is
fitted into a holder which connects with contacts in the headlamp housing. The holder is fitted into an aperture in the
headlamp housing and rotated to lock into position.

When active, the turn signal indicator lamps will flash at a frequency cycle of 380ms on and 380ms off. If a bulb fails, the
remaining turn signal lamps bulbs continue to flash at normal speed. The turn signal indicators in the instrument cluster will
flash at double speed to indicate the bulb failure to the driver.
Side Lamps

The side lamp is located between the headlamp projector module and the high bean headlamp. The side lamp uses a W5W
wedge fitting bulb which locates in a holder which connected via wires to the main connector on the headlamp housing. The
holder is a push fit into a receptacle in the headlamp housing. The bulb is accessible by removal of the inner cover on the rear
of the headlamp housing. Access to the bulb requires removal of the headlamp from the vehicle. The side lamps are operated
by selecting side lamps or headlamps on the lighting control switch. The side lamps are functional at all times and are

3 BJB - Megafuse 4 RJB 5 Glovebox lamp 6 Glovebox lamp switch 7 LH footwell lamp 8 RH footwell lamp 9 LH vanity mirror 10 RH vanity mirror 11 LH rear interior lamp 12 RH rear interior lamp 13 CJB 14 Ambience lighting LED's 15 LH map reading lamp 16 Courtesy lamp 17 RH map reading lamp


JUNCTION BOXES

Inputs System Operation
The CJB receives the following inputs which affect the operation of the interior lamps: Ignition mode
Lock/unlock
Luggage compartment lid latch switch
Door latch switches.
Outputs
The RJB outputs the following for the interior lighting system: Luggage compartment lamp power supply
Driver and passenger door module power supplies
Fade on and off grounds for front and rear overhead console interior lamps and footwell lamps
PWM (pulse width modulation) power output for the ambience lighting.
Interior Lamp Time-Out

The interior lamps are controlled by a timer within the CJB which allows a 60 second delay period for the lamps to remain active after the ignition mode has been changed to off power mode 0 or the vehicle has been unlocked. The interior lamp fade
off is controlled by the RJBvia a delayed power off relay in the CJB. The following interior lamps are subject to the delay period:

Front overhead console interior lamp
Rear interior lamps
Footwell lamps
Door mirror approach lamps.
The timer delay is activated when the CJB receives one of the following signals: An unlock signal from the Smart Key via the keyless vehicle module.
Ignition mode is changed from the crank power mode 9 or ignition power mode 6 to the accessory power mode 4 to the
off power mode 0.

If a second occurrence of the above actions occurs within the timer period, the timer will be rest and the delay period timer will
restart.
The timer delay is deactivated when the CJB receives one of the following signals: A lock signal from the Smart Key via the keyless vehicle module
Ignition mode is changed from the off power mode 0 to the accessory power mode 4 or ignition power mode 6
The CJB receives a door opened signal (even if that door is subsequently closed). Battery Saver

The battery saver provides an automatic shut-off of the interior lamps after a period of 15 minutes in order to prevent
excessive power drain on the battery.

When the ignition mode is changed from the ignition power mode 6 or accessory power mode 4 to the off power mode 0, the
CJB starts a timer which de-energizes a delayed power off relay in the CJB, removing the power supply to the interior lamps after a period of 15 minutes, switching off all or any interior lamps which have remained on for any reason.

On vehicles installed with a driver's power operated memory seat and memory exterior mirrors, a potentiometer is incorporated
within each mirror motor and is used to provide information regarding the actual motor positions. The current position and
memory positions of each door mirror motor are maintained and stored within the corresponding door control module.

The memory exterior mirror positions are also monitored and stored within door control module memory when the reverse gear
mirror dip function is used.

When reverse gear is selected, the door control module stores the current mirror positions and will then dip the passenger
mirror glass to a default dip position. While reverse gear is selected it is possible to store a preferred dipped mirror position by
adjusting the driver/passenger mirror glass to the desired position via the mirror switch pack. When the desired position is
achieved using the switch, the new dip positions will be automatically stored by the door control module when reverse gear is
de-selected. Therefore when reverse gear is re-selected, the dip position recalled by the door control module will be the new
reverse gear mirror dip stored position. When reverse gear is deselected the mirror glass will automatically move to the previous
stored position prior to reverse gear selection.

If the driver selects a memory recall function using the memory seat switch pack, the driver's memory seat and exterior
memory mirrors are moved to a stored memory position.

Exterior mirrors with the power fold/auto fold feature incorporate a motor located in the hinge of each exterior mirror arm.
Operation of the power fold feature is achieved using the exterior mirror switch pack. Operation of the auto fold feature is
achieved using the remote handset.
The power fold function is active when the ignition is in power mode 6 (Ignition).

Both exterior mirrors will power fold when the mirror switch pack 'L' and 'R' switches are pressed together. Pressing the
switches again will unfold the mirrors.

When the instrument cluster is configured for the auto fold feature, the mirrors will fold in when the remote handset lock
button is pressed. The mirrors will unfold when the vehicle is unlocked using the remote handset unlock button.


NOTE: If the mirrors are folded in using the mirror switch pack (power fold) and the vehicle is then locked, subsequent
unlocking of the vehicle will not unfold the mirrors.

When the remote handset unlock button is operated, the CJB recognizes the remote handset for that vehicle and acknowledges the request. The door control modules are connected directly to the AJB (auxiliary junction box) for power supply to the
exterior mirror folding motors.

When the vehicle is locked the door control modules reverse the polarity of the mirror fold motor, power and ground
connections to operate the mirrors in the opposite direction.

Exterior mirror heating is provided with heater elements bonded to the back of the mirror glass. Power supply for the mirror
heating elements is provided by the corresponding driver or passenger door control module via the RJB. The door control modules receive a power supply from the RJB, and are both connected on the medium speed CAN bus to the ATC (automatic temperature control) module. A ground terminal from each door control module completes the circuit. The ATC module automatically controls the mirror heating function whenever the ignition is in power mode 4 (Accessory) and power mode 6
(Ignition).

Operation of the exterior mirror heaters is fully automatic and not controllable by the driver. Exterior mirror heater operation is
determined by ambient air temperature and windshield wiper status. When ambient air temperature reaches a pre-determined
level, the ATC module broadcasts an exterior mirror heating request to the door modules over the medium speed CAN bus. On receipt of this message, the door modules provide feed and ground connections to both exterior mirror heater elements.

The mirror heating is controlled in two phases, the initial heating phase and a second PWM (pulse width modulation) controlled
phase. In the first phase the heater elements in the mirrors are permanently powered for a pre-determined length of time. This
length of time varies with the ambient temperature. During the second PWM phase, the heater elements are turned on and off every 30 seconds. The amount of time the exterior mirror heaters are operational increases if the windshield wipers are
switched on. This ensures the mirrors remain mist free in damp and wet conditions, where there is an increased risk of misting.

Item
Description 1
Deformation area - roof rail 2
Deformation area - roof 3
Deformation area - door rocker panel Body measurements

Measuring options

Comparison measurements can also be made on the outside of the body. Depending on the damage, comparison
measurements and diagonal measurements can be carried out using compass, telescopic rod, tape measure or ruler.

NOTE: The same reference points must be chosen on both sides when checking for changed dimensions (e.g.
bores, edges, beads/swage lines etc).
All of the important external body dimensions are listed in Tolerance Checks.
For additional information, refer to: Body and Frame (501-26 Body Repairs - Vehicle Specific Information and Tolerance Checks, Description and Operation).
Measurements with a measuring/straightening jig.
A measuring/straightening jig is required for accurate measurements of the body. The measuring systems are
categorised by their means of operation:
Mechanical measuring system.
Optical measuring system.
Quick and accurate measuring results can be obtained using computerised measuring systems.

A minimum of three intact measuring points on the body are required for measurements of length, width and height
dimensions.

In some cases this may mean making the measuring points accessible. All of these measuring systems can be used to make
body measurements, provided all the equipment is available.

Planning a repair

The following decisions have to be made before the repairs are started:

Does the vehicle need to be put on a straightening jig, or can it be straightened by other means?
Does the body need to be measured?
Do aggregates like engine or axles need to be removed? Impact energy is transferred via the side member to the A-pillar

Apply polyester filler (only onto bare metal).
Apply filler.
Lightly sand the whole component.
Thoroughly clean with silicone remover and rub dry.
Apply corrosion protection primer to bare areas.

The clinched flanges on the hood, doors, tailgate and liftgate must be sealed with clinched flange sealer, if this is not already
applied.

Weld Components

Use a stripping disc to remove the cathodic primer on the inside and outside of the area to be welded. The stripped area
should be kept as small as possible, retaining as much of the cathodic primer as possible, taking care not to damage the zinc
coating.
Apply Welding Primer




NOTE: The welding primer must be stirred well or shaken before application.

Clean the repair area thoroughly, (silicone remover).

Apply welding primer evenly to all weld flanges, (old and new components).


NOTE: The welding primer must be allowed to dry before welding is carried out.
All weld beads must be ground down after all welding is completed, taking care not to weaken the material.
Any unevenness at the joint must be made good.
If necessary, spot weld missing weld studs into position.
The vehicle must be completely cleaned of sanding dust and metal swarf because of the danger of corrosion.
Clean and prime all internal areas and those to be sealed.

NOTE: The primer must be dry before sealing mastic or underbody protection is applied. Do not use thinners when
applying sealing mastic, (the mastic will not dry).

Partial Renewal

The procedure to follow when partially renewing components is the same as described in the section "Welded Components".

The main difference when components are partially, rather than completely renewed, concerns the preparation of butt or lap
joints.

When bodywork components are cut through, attention must be paid to the adequate removal of the paint and zinc
coatings on inner areas. This specially applies to areas which are difficult to access internally.
It is important for the weld quality that the inner area is bare metal. Zinc and paint residues in the weld area burn and
cause serious hole formation during welding.
If the zinc layer and the paint coating are not removed, the zinc and paint will burn during welding. The soot produced
prevents satisfactory cavity protection.
Procedure

The paint layer must be removed for a width of 30 mm from the line of the weld using a rotating tress wire brush.
This operation must be carried out on both the new and the old parts of the bodywork.
Depending on the bodywork component, a 10 mm width of the underlying zinc layer must also be removed along the
weld line. www.JagDocs.com