bonnet LAND ROVER DEFENDER 1999 User Guide

PANEL REPAIRS
9
BODY DIMENSIONS GAP AND PROFILE INFORMATION
The following information is to be used as a guide to assist the technician in refitting exterior body panels and trim
items, to achieve a correctly aligned and cosmetically acceptable vehicle.
Section A-A, Bonnet to wing, gap A = 3 - 8 mm. To be parallel within 2 mm.
Section B-B, Wing to’A’post lower, gap B = 0. Profile = +/- 1 mm.
Section C-C, Wing to sill, gap C = 0. Profile = +/- 1 mm.
Section D-D, Screen aperture to door frame, gap D = 5 - 9 mm.
Section E-E, Door frame to roof, gap E = 7 - 11 mm.
Section F-F, Front and rear door to’B/C’post, gap F = 7 - 11 mm.
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PANEL REPAIRS
7
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 wheel arches etc.
Position the flat area at the end of the lance at 180°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 90°C (194°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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PANEL REPAIRS
9
SEALING AND CORROSION PROTECTION Stone Chip Resistant Paint/Primer
Re-treat all areas protected with factory-applied
anti-chip primer with suitable approved material in
repair.
Inspections during Maintenance Servicing
It is a requirement of the Land Rover Corrosion
Warranty that the vehicle body is checked for
corrosion by an authorised Land Rover dealer at least
once a year, to ensure that the factory-applied
protection remains effective.
Service Job Sheets include the following operations to
check bodywork for corrosion:
With the vehicle on a lift, carry out visual
check of underbody sealer for damage.
With the vehicle lowered, inspect exterior
paintwork for damage and body panels for
corrosion.
NOTE: Wash the vehicle and ensure that it
is free from deposits prior to inspection. It
is part of the owner’s responsibility to
ensure that the vehicle is kept free of
accumulations of mud which could accelerate the
onset of corrosion. The Dealer MUST wash the
vehicle prior to inspection of bodywork if the
customer has offered it in a dirty condition, and
pay special attention to areas where access is
difficult.
NOTE: The checks described above are
intended to be visual only. It is not
intended that the operator should remove
trim panels, finishers, rubbing strips or sound
deadening materials when checking the vehicle
for corrosion and paint damage.
With the vehicle on a lift, and using an inspection or
spot lamp, visually check for the following:
Corrosion damage and damaged
paintwork, condition of underbody sealer
on front and rear lower panels, sills and
wheel arches.
Damage to underbody sealer on main floor
and chassis members. Corrosion in areas
adjacent to suspension mountings and fuel
tank fixings.
NOTE: The presence of small blisters in
PVC underbody sealer is acceptable,
providing they do not expose bare metal.
Special attention must be paid to signs of damage
caused to panels or corrosion material by incorrect
jack positioning.
It is essential to follow the correct jacking and lifting
procedures.See GENERAL INFORMATION DATA,
Information section.
With the vehicle lowered, visually check for evidence
of damage and corrosion on all painted areas, in
particular the following:
Front edge of bonnet.
Visible flanges in engine compartment and
boot.
Lower body and door panels.
Where bodywork damage or evidence of corrosion is
found during inspection, rectify this as soon as is
practicable, both to minimise the extent of the damage
and to ensure the long term effectiveness of the
factory-applied corrosion protection treatment. Where
the cost of rectification work is the owner’s
responsibility, the Dealer must advise the owner and
endorse the relevant documentation accordingly.
Where corrosion has become evident and is
emanating from beneath a removable component
(e.g. trim panel, window glass, seat etc.), remove the
component as required to permit effective rectification.
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77PANEL REPAIRS
10
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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PANEL REPAIRS
1
PANELS SERVICEABLE PANELS
Front end panels
1.Bonnet
2.Hinges
3.Bulkhead assembly
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PANEL REPAIRS
11
REPAIR TIME SCHEDULES
The following information shows the total time taken to
replace single panels and complete assemblies. This
time includes removal of Mechanical, Electrical and
Trim (MET) items, plus paint times based on Metallic
Clear Over Base Paint.
The times shown were generated by Thatcham (the
Motor Insurance Repair and Research Centre) and
are to be used as a guide only. The operations were
carried out on a 110 Station Wagon.
Panel/assembly replacement times
Panel Description Total time
Bonnet 6.1
Bulkhead 24.2
Door front - each 7.8
Door rear - each 6.9
Door tail 7.7
Headlamp mounting panel LH 8.4
Headlamp mounting panel RH 8.3
Rear lamp mounting panel 9.3
Front screen aperture 7.4
Roof assembly 18.0
Sill and’B’post assembly LH 9.4
Sill and’B’post assembly RH 9.3
Sill panel - front section 4.2
Sill panel - rear section 4.1
Wing front lower 7.0
Wing front upper 8.7
Body side rear assembly - LH 16.7
Body side rear assembly - RH 17.7
Body side lower panel - LH 17.6
Body side lower panel - RH 18.6Combination panel replacement times
The following panel combination times show the total
time to remove/refit body panels, MET items and any
paint processes.
Front end combination panel times
Panel Description Total Time
Grille
Bumper front
Wheelarch eyebrow
Wing - upper
Wing - lower
12.7 LH
12.6 RH
Grille
Bumper front
Wheelarch eyebrow LH & RH
Wing - upper LH & RH
Wing - lower LH & RH
18.2
Grille
Bumper front
Wheelarch eyebrow
Wheelarch front
Wing - upper
Wing - lower
13.1 LH
13.0 RH
Grille
Bumper front
Wheelarch eyebrow LH & RH
Wheelarch front LH & RH
Wing - upper LH & RH
Wing - lower LH & RH
19.0
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77PANEL REPAIRS
2
PAINT Clinch Panels (eg Door skins etc.)
1. Abrade primer on new and existing panel joint
faces, and clean using a solvent wipe.
2. Apply metal-to-metal adhesive where applicable.
3. Where joints are to be spot welded, apply
suitable weld-through, zinc rich primer to weld
areas.
4. Where joints are to be MIG welded, apply zinc
rich primer in adjacent areasbut leave the
welded area untreated.
5. To retain the panel whilst clinching the flanges,
tack spot weld or plug weld as appropriate.
6. Clean the panel with a solvent wipe.
7. Treat bare metal areas with a suitable etch
phosphate process.
8. Re-prime affected areas as necessary as for
rectifying transit damage.See this section.
NOTE: Replacement doors, bonnets and
tailgates must be treated with a suitable
seam sealer on clinched seams, following
the primer coat.
Paint Refinishing
1. Seal all accessible exterior and interior seams
with an approved seam sealer. Certain joints
such as sill lower flange seams must be left
unsealed.
2. Apply a suitable anti-chip primer where
specified.
3. Apply a two-pack paint refinishing system.
4. Repair any damage to underbody sealers either
at this stage or before paint operations.Paint Repairs
Before carrying out paintwork repairs, the vehicle
must be thoroughly cleaned using either a steam
cleaner or high-pressure washer.
Wash locally repaired areas using a mild
water-mixable detergent and wipe them clean with
solvent, immediately prior to paint application.
Abrade damaged paintwork where bare metal has
been exposed until the metal is clean and extends
beyond the area of immediate damage. Treat the bare
metal with an etch phosphate to remove all traces of
rust and provide a key for new paint coats. Re-treat
the affected area using either a separate acid-etch
primer and two-pack surfacer or an integrated etch
primer/filler, and follow with a two-pack paint system.
Those surfaces not receiving paint must be treated
with a cavity wax following paint operations.
M77 2108B
A
B
C
A. Two-pack top coat
B. Two-pack primer filler and etch primer
C. Etch phosphate
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ELECTRICAL
1
DESCRIPTION AND OPERATION SECURITY AND CENTRAL DOOR LOCKING
SYSTEM - FROM 02MY
The following description details the functionality and operation of the 10AS Security and Central Door Locking
(CDL) System fitted to 2002MY Defender. The system contains some new features and also retains some
features from previous Defender models. The alarm system and CDL system are controlled by the 10AS anti-theft
alarm ECU.
New door lock barrels are introduced and use the same key as the ignition switch barrel, thereby eliminating the
requirement for a separate key for the doors.
NOTE: Some markets will only have some of the features described and some will have no
security or central door locking functions.
The security system comprises the following components:
10AS anti-theft alarm ECU
Remote handset transmitters
Transponder coil
Volumetric sensor
CDL actuators
Bonnet switch
Driver’s door key barrel switch
Door switches
Bonnet switch
Battery Backed-Up Sounder (BBUS) or alarm sounder
Security LED
Engine immobilised warning lamp
Direction indicators
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86ELECTRICAL
2
DESCRIPTION AND OPERATION SECURITY AND CENTRAL DOOR LOCKING
SYSTEM COMPONENTS - FROM 02MY
1.Engine immobilisation warning lamp
2.Security LED
3.Transponder coil
4.CDL actuators (tail door shown)
5.Immobilisation ECU (300Tdi models only)
6.Remote handset and key7.Door switches
8.Bonnet switch
9.Alarm sounder
10.Battery Backed Up Sounder (BBUS)
11.Anti-theft alarm ECU
12.Volumetric sensor
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ELECTRICAL
3
DESCRIPTION AND OPERATION ANTI-THEFT ALARM - FROM 02MY
The alarm and immobilisation system on 2002MY Defender is similar to that used on Discovery Series I (LJ)
models from 1996MY. The alarm system comprises the anti-theft alarm ECU, bonnet and door switches and a
volumetric sensor.
Anti-Theft Alarm ECU
The anti-theft alarm ECU is located behind the instrument pack and receives a permanent battery supply via fuses
6 and 7 in the under seat fuse box. The ECU also receives a battery supply via the ignition switch position II and
fuse 1 in the passenger compartment fuse box. The ECU is connected to the various supporting components by
two harness connectors.
The ECU controls the alarm system (perimetric and volumetric security), CDL system, engine immobilisation
system (Td5 only) and various other vehicle functions including direction indicators and interior lamps.
The anti-theft alarm ECU incorporates an RF receiver and antenna for reception of RF signals from the remote
handset for locking and alarm arming. The antenna is unterminated at one end, and for optimum performance the
antenna must not be wound around adjoining harnesses.
The anti-theft alarm ECU operates at one of two frequencies which are identified by a label on the unit. The
frequencies are:
433 MHz - Europe, Gulf States, South Africa
315 MHz - North America, South East Asia, Japan, Australia.
The anti-theft alarm ECU also incorporates an integral inertia switch. In the event of an impact of sufficient severity
to trigger the inertia switch when the ignition is on, the ECU will unlock all doors and operate the hazard warning
lamps. The ECU will remain in this condition for a pre-programmed period of 2 minutes. To reinstate CDL
functionality and to deactivate the hazard warning lamps, the ignition should be turned off and then on after the 2
minute timer has expired.
NOTE: There is a separate inertia switch for fuel cut off.
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