General Information - Discovery Ii Land Rover Discovery L318

DANGEROUS SUBSTANCES

Modern vehicles contain many materials and liquids which if not handled with care can be hazardous to both personal health and the environment.

SYNTHETIC RUBBER

Many "O" rings, seals, hoses, flexible pipes and other similar items which appear to be natural rubber, are in fact, made of synthetic materials called Fluoroelastomers. Under normal operating conditions this material is safe and does not present a health hazard. However, if the material is damaged by fire or excessive heating, it can break down and produce highly corrosive Hydrofluoric acid.

Contact with Hydrofluoric acid can cause serious burns on contact with skin. If skin contact does occur

1. Remove any contaminated clothing immediately.
2. Irrigate effected area of skin with a copious amount of cold water or limewater for 15 to 60 minutes.
3. Obtain medical assistance immediately.

Should any material be in a burnt or overheated condition, handle with extreme caution and wear protective clothing (seamless industrial gloves, protective apron etc.).

Decontaminate and dispose of gloves immediately after use.

LUBRICATING OILS

Avoid excessive skin contact with used lubricating oils and always adhere to the health protection precautions.

HEALTH PROTECTION PRECAUTIONS

The following precautions should be observed at all times.

1. Wear protective clothing, including impervious gloves where practicable.
2. Avoid prolonged and repeated contact with oils, particularly used engine oils.
3. Do not put oily rags in pockets.
4. Avoid contaminating clothes (particularly those next to the skin) with oil.
5. Overalls must be cleaned regularly. Discard heavily soiled clothing and oil impregnated footwear.
6. First aid treatment should be obtained immediately for open cuts and wounds.
7. Apply barrier creams before each work period to help prevent lubricating oil from contaminating the skin.
8. Wash with soap and water to ensure all oil is removed (proprietary skin cleansers and nail brushes will help).
9. Use moisturizers after cleaning; preparations containing lanolin help replace the skin's natural oils which have been removed.
10. Do not use petrol/gasoline, kerosene, diesel fuel, oil, thinners or solvents for cleaning skin.
11. Where practicable, degrease components prior to handling.
12. If skin disorders develop, obtain medical advice without delay.
13. Wear eye protection (e.g. goggles or face shield) if there is a risk of eye contamination. Eye wash facilities should be provided in close vicinity of the work area.

SAFETY INSTRUCTIONS

Whenever possible, use a lift or pit when working beneath vehicle, in preference to jacking. Chock wheels as well as applying parking brake.

JACKING

Always use the recommended jacking points.

Always ensure that any lifting apparatus has sufficient load capacity for the weight to be lifted.

Ensure the vehicle is standing on level ground prior to lifting or jacking.

Apply the handbrake and chock the wheels.

Do not leave tools, lifting equipment, spilt oil, etc. around or on the work bench area. Always keep a clean and tidy work area.

BRAKE SHOES AND PADS

Always fit the correct grade and specification of brake linings. When renewing brake pads and brake shoes, always replace as complete axle sets.

BRAKE HYDRAULICS

Observe the following recommendations when working on the brake system

1. Always use two spanners when loosening or tightening brake pipe or hose connections.
2. Ensure that hoses run in a natural curve and are not kinked or twisted.
3. Fit brake pipes securely in their retaining clips and ensure that the pipe cannot contact a potential chafing point.
4. Containers used for brake fluid must be kept absolutely clean.
5. Do not store brake fluid in an unsealed container, it will absorb water and in this condition would be dangerous to use due to a lowering of its boiling point.
6. Do not allow brake fluid to be contaminated with mineral oil, or put new brake fluid in a container which has previously contained mineral oil.
7. Do not re-use brake fluid removed from the system.
8. Always use clean brake fluid or a recommended alternative to clean hydraulic components.
9. After disconnection of brake pipes and hoses, immediately fit suitable blanking caps or plugs to prevent the ingress of dirt.
10. Only use the correct brake fittings with compatible threads.
11. Observe absolute cleanliness when working with hydraulic components.

COOLING SYSTEM CAPS AND PLUGS

Extreme care is necessary when removing expansion tank caps and coolant drain or bleed screws when the engine is hot, especially if it is overheated. To avoid the possibility of scalding, allow the engine to cool before attempting removal.

AIR SUSPENSION SYSTEM

While working on the air suspension system, eye protection must be worn at all times.

This section provides general information which can help to reduce the environmental impacts from the activities carried out in workshops.

EMISSIONS TO AIR

Many of the activities that are carried out in workshops emit gases and fumes which contribute to global warming, depletion of the ozone layer and/or the formation of photochemical smog at ground level. By considering how the workshop activities are carried out, these gases and fumes can be minimized, thus reducing the impact on the environment.

EXHAUST FUMES

Running car engines is an essential part of workshop activities and exhaust fumes need to be ventilated to atmosphere. However, the amount of time engines are running and the position of the vehicle should be carefully considered at all times, to reduce the release of poisonous gases and minimize the inconvenience to people living nearby.

SOLVENTS

Some of the cleaning agents used are solvent based and will evaporate to atmosphere if used carelessly, or if cans are left unsealed. All solvent containers should be firmly closed when not needed and solvent should be used sparingly. Suitable alternative materials may be available to replace some of the commonly used solvents. Similarly, many paints are solvent based and the spray should be minimized to reduce solvent emissions.

REFRIGERANT

It is illegal to release any refrigerants into the atmosphere. Discharge and replacement of these materials from air conditioning units should only be carried out using the correct equipment.

Checklist

Always adhere to the following

Engines

1. Don't leave engines running unnecessarily
2. Minimize testing times and check where the exhaust fumes are being blown.

Materials

1. Keep lids on containers of solvents.
2. Only use the minimum quantity.
3. Consider alternative materials.
4. Minimize over-spray when painting.

Gases

1. Use the correct equipment for collecting refrigerants.
2. Don't burn rubbish on site.

DISCHARGES TO WATER

Most sites will have two systems for discharging water: storm drains and foul drains. Storm drains should only receive clean water, foul drains will take dirty water.

The foul drain will accept many of the normal waste waters such as washing water, detergents and domestic type wastes, but oil, petrol, solvent, acids, hydraulic oil, antifreeze and other such substances should never be poured down the drain. If in any doubt speak to the Water Company first.

Every precaution must be taken to prevent spillage of oil, fuel, solvents etc. reaching the drains. All handling of such materials must take place well away from the drains and preferably in an area with a curb or wall around it, to prevent discharge into the drain. If a spillage occurs it should be soaked up immediately. Having a spill kit available will make this easier.

ADDITIONAL PRECAUTIONS

Check whether the surface water drains are connected to an oil water separator, this could reduce the pollution if an incident was to occur. Oil water separators do need regular maintenance to ensure effectiveness.

Always adhere to the following

Disposal

1. Never pour anything down a drain without first checking that it is environmentally safe to do so, and that it does not contravene any local regulations or laws.
2. Have oil traps emptied regularly.

Spillage prevention

1. Store liquids in a walled area.
2. Make sure that taps on liquid containers are secure and cannot be accidentally turned on.
3. Protect bulk storage tanks from vandalism by locking the valves.
4. Transfer liquids from one container to another in an area away from open drains.
5. Ensure lids are replaced securely on containers.
6. Have spill kits available near to points of storage and handling of liquids.

SPILL KITS

Special materials are available to absorb a number of different substances. They can be in granular form, ready to use and bought in convenient containers for storage. Disposal of used spill-absorbing material is dealt with in "Waste Management" section.

LAND CONTAMINATION

Oils, fuels and solvents etc. can contaminate any soil that they are allowed to contact. Such materials should never be disposed of by pouring onto soil and every precaution must be taken to prevent spillage reaching soil. Waste materials stored on open ground could also leak, or have polluting substances washed off them that would contaminate the land. Always store these materials in suitable skips or other similarly robust containers.

Always adhere to the following

1. Don't pour or spill anything onto the soil or bare ground.
2. Don't store waste materials on bare ground, see "Spillage prevention" list.

LEGAL COMPLIANCE

Some sites may have a discharge consent for effluent discharge to the foul drain for a car wash etc. It is important to know what materials are allowed in the drain and to check the results of any monitoring carried out by the Water Company.

Where paint-spraying operations are carried out it may be necessary to apply to the Local Authority for an air emissions licence to operate the plant. If such a licence is in operation, additional precautions will be necessary to comply with the requirements, and the results of any air quality monitoring must be checked regularly.

Always adhere to the following

1. Know what legal consents and licences apply to the operations.
2. Check that the emissions and discharges comply with legal requirements.

LOCAL ISSUES

A number of environmental issues will be of particular concern to residents and other neighbors close to the site. The sensitivity of these issues will depend on the proximity of the site and the layout and amount of activity carried on at the site.

Noise is a major concern and therefore consideration should be given to the time spent carrying out noisy activities and the location of those activities that can cause excessive noise.

Car alarm testing, panel beating, hammering and other such noisy activities should, whenever possible, be carried out indoors with doors and windows shut or as far away from houses as possible.

Running vehicle engines may be an outside activity which could cause nuisance to neighbors because of both noise and smell.

Be sensitive to the time of day when these activities are carried out and minimize the time of the noisy operation, particularly in the early morning and late evening.

Another local concern will be the smell from the various materials used. Using less solvent, paint and petrol could help prevent this annoyance.

Local residents and other business users will also be concerned about traffic congestion, noise and exhaust fumes, be sensitive to these concerns and try to minimize inconvenience from deliveries, customers and servicing operations.

Always adhere to the following

1. Identify where the neighbors who are likely to be affected are situated.
2. Minimize noise, smells and traffic nuisance.
3. Prevent litter by putting waste in the correct containers.
4. Have waste skips emptied regularly.

USE OF NATURAL RESOURCES

Another environmental concern is the waste of materials and energy that can occur in day to day activities.

Electricity for heating, lighting and compressed air uses resources and releases pollution during its generation.

Fuel used for heating, running cars or vans and mobile plant is another limited resource which consumes large amounts of energy during its extraction and refining processes.

Water has to be cleaned, piped to site and disposed of; all of which creates more potential pollution.

Oil, spares, paint etc., have all produced pollution in the process of manufacture and they become a waste disposal problem if discarded.

Always adhere to the following

Electricity And Heating

1. Keep doors and windows closed in the winter.
2. Switch off machinery or lights when not needed.
3. Use energy efficient heating systems.
4. Switch off computers and photocopiers when not needed.

Fuel

1. Don't run engines unnecessarily.
2. Think about whether journeys are necessary and drive to conserve fuel.

Water

1. Don't leave taps and hose pipes running.
2. Mend leaks quickly, don't be wasteful.

Compressed Air

1. Don't leave valves open.
2. Mend leaks quickly
3. Don't leave the compressor running when not needed.

Use Of Environmentally Damaging Materials

Check whether a less toxic material is available.

Handling And Storage Of Materials

1. Have the correct facilities available for handling liquids to prevent spillage and wastage as listed above.
2. Provide suitable locations for storage to prevent frost damage or other deterioration.

WASTE MANAGEMENT

One of the major ways that pollution can be reduced is by the careful handling, storage and disposal of all waste materials that occur on sites. Legislation makes it illegal to dispose of waste materials other than to licensed waste carriers and disposal sites. This means that it is necessary to not only know what the waste materials are, but also to have the necessary documentation and licenses.

HANDLING AND STORAGE OF WASTE

Ensure that waste materials are not poured down the drain or onto soils. They should be stored in such a way as to prevent the escape of the material to land, water or air.

They must also be segregated into different types of waste e.g. oil, metals, batteries, used vehicle components. This will prevent any reaction between different materials and assist in disposal.

DISPOSAL OF WASTE

Disposal of waste materials must only be to waste carriers who are licensed to carry those particular waste materials and all the necessary documentation must be completed. The waste carrier is responsible for ensuring that the waste is taken to the correct disposal sites.

Dispose of waste in accordance with the following guidelines

1. Fuel, hydraulic fluid, antifreeze and oil Keep separate and dispose of to specialist contractor.
2. Refrigerant Collect in specialist equipment and reuse.
3. Detergents Safe to pour down the foul drain if diluted.
4. Paint, thinners Keep separate and dispose of to specialist contractor.
5. Components Send back to supplier for refurbishment, or disassemble and reuse any suitable parts. Dispose of the remainder in ordinary waste.
6. Small parts Reuse any suitable parts, dispose of the remainder in ordinary waste.
7. Metals Can be sold if kept separate from general waste.
8. Tires Keep separate and dispose of to specialist contractor.
9. Packaging Compact as much as possible and dispose of in ordinary waste.
10. Asbestos-containing Keep separate and dispose of to specialist contractor.
11. Oily and fuel wastes (e.g. rags, used spill kit material) Keep separate and dispose of to specialist contractor.
12. Air filters Keep separate and dispose of to specialist contractor.
13. Rubber/plastics Dispose of in ordinary waste.
14. Hoses Dispose of in ordinary waste.
15. Batteries Keep separate and dispose of to specialist contractor.
16. Airbags - explosives Keep separate and dispose of to specialist contractor.
17. Electrical components Send back to supplier for refurbishment, or disassemble and reuse any suitable parts. Dispose of the remainder in ordinary waste.
18. Electronic components Send back to supplier for refurbishment, or disassemble and reuse any suitable parts. Dispose of the remainder in ordinary waste.
19. Catalysts Can be sold if kept separate from general waste
20. Used spill-absorbing material Keep separate and dispose of to specialist contractor.
21. Office waste Recycle paper and toner and ink cartridges, dispose of the remainder in ordinary waste.

COMPONENT REMOVAL

Whenever possible, clean components and surrounding area before removal.

1. Plug or cover openings exposed by component removal.
2. Immediately seal fuel, oil or hydraulic lines when apertures are exposed; use plastic caps or plugs to prevent loss of fluid and ingress of dirt.
3. Close the open ends of oilways exposed by component removal with tapered hardwood plugs or conspicuous plastic plugs.
4. Immediately a component is removed, place it in a suitable container; use a separate container for each component and its associated parts.
5. Clean bench and provide marking materials, labels and containers before dismantling a component.

DISASSEMBLY

Observe scrupulous cleanliness when dismantling components, particularly when brake, fuel or hydraulic system parts are being worked on. A particle of dirt or a cloth fragment could cause a serious malfunction if trapped in these systems.

1. Blow out all tapped holes, crevices, oilways and fluid passages with an air line. Ensure that any 'O' rings used for sealing are correctly replaced or renewed, if disturbed during the process.
2. Use marking ink to identify mating parts and ensure correct reassembly. Do not use a center punch or scriber to mark parts, they could initiate cracks or distortion in marked components.
3. Wire together mating parts where necessary to prevent accidental interchange (e.g. roller bearing components).
4. Wire labels on to all parts which are to be renewed, and to parts requiring further inspection before being passed for reassembly; place these parts in separate containers from those containing parts for rebuild.
5. Do not discard a part due for renewal until after comparing it with a new part, to ensure that its correct replacement has been obtained.

CLEANING COMPONENTS

Always use the recommended cleaning agent or equivalent. Ensure that adequate ventilation is provided when volatile degreasing agents are being used. Do not use degreasing equipment for components containing items which could be damaged by the use of this process.

GENERAL INSPECTION

All components should be inspected for wear or damage before being reassembled.

1. Never inspect a component for wear or dimensional check unless it is absolutely clean; a slight smear of grease can conceal an incipient failure.
2. When a component is to be checked dimensionally against recommended values, use the appropriate measuring equipment (surface plates, micrometers, dial gauges etc.). Ensure the measuring equipment is calibrated and in good serviceable condition.
3. Reject a component if its dimensions are outside the specified tolerances, or if it appears to be damaged.
4. A part may be refitted if its critical dimension is exactly to its tolerance limit and it appears to be in satisfactory condition. Use 'Plastigauge' 12 Type PG-1 for checking bearing surface clearances.

When removing and installing bearings, ensure that the following practices are observed to ensure component serviceability.

1. Remove all traces of lubricant from bearing under inspection by cleaning with a suitable degreaser; maintain absolute cleanliness throughout operations.
2. Conduct a visual inspection for markings on rolling elements, raceways, outer surface of outer rings or inner surface of inner rings. Reject any bearings found to be marked, since marking in these areas indicates onset of wear.
3. Hold inner race of bearing between finger and thumb of one hand and spin outer race to check that it revolves absolutely smoothly. Repeat, holding outer race and spinning inner race.
4. Rotate outer ring gently with a reciprocating motion, while holding inner ring; feel for any check or obstruction to rotation. Reject bearing if action is not perfectly smooth.
5. Lubricate bearing with generous amounts of lubricant appropriate to installation.
6. Inspect shaft and bearing housing for discoloration or other markings which indicate movement between bearing and seatings.
7. Ensure that shaft and housing are clean and free from burrs before fitting bearing.
8. If one bearing of a pair shows an imperfection, it is advisable to replace both with new bearings; an exception could be if the faulty bearing had covered a low mileage, and it can be established that damage is confined to only one bearing.
9. Never refit a ball or roller bearing without first ensuring that it is in a fully serviceable condition.
10. When hub bearings are removed or displaced, new bearings must be fitted; do not attempt to refit the old hub bearings.
11. When fitting a bearing to a shaft, only apply force to the inner ring of the bearing. When fitting a bearing into a housing, only apply force to the outer ring of the bearing. (Scheme 1)
12. In the case of grease lubricated bearings (e.g. hub bearings) fill the space between bearing and outer seal with the recommended grade of grease before fitting seal.
13. Always mark components of separable bearings (e.g. taper roller bearings) when dismantling, to ensure correct reassembly. Never fit new rollers in a used outer ring; always fit a complete new bearing assembly.

Scheme 1

Always renew oil seals which have been removed from their working location (whether as an individual component or as part of an assembly). NEVER use a seal which has been improperly stored or handled, such as hung on a hook or nail.

1. Carefully examine seal before fitting to ensure that it is clean and undamaged.
2. Ensure the surface on which the new seal is to run is free of burrs or scratches. Renew the component if the original sealing surface cannot be completely restored.
3. Protect the seal from any surface which it has to pass when being fitted. Use a protective sleeve or tape to cover the relevant surface.
4. Lubricate the sealing lips with a recommended lubricant before use to prevent damage during initial use. On dual lipped seals, smear the area between the lips with grease.
5. If a seal spring is provided, ensure that it is fitted correctly. Place lip of seal towards fluid to be sealed and slide into position on shaft. Use fitting sleeve where possible to protect sealing lip from damage by sharp corners, threads or splines. If a fitting sleeve is not available, use plastic tube or tape to prevent damage to the sealing lip.
6. Grease outside diameter of seal, place square to housing recess and press into position using great care, and if possible a 'bell piece' to ensure that seal is not tilted. In some cases it may be preferable to fit seal to housing before fitting to shaft. Never let weight of unsupported shaft rest in seal. (Scheme 2)
7. Use the recommended service tool to fit an oil seal. (Scheme 3) If the correct service tool is not available, use a suitable tube approximately 0.4 mm (0.015 in.) smaller than the outside diameter of the seal. Use a hammer VERY GENTLY on drift if a suitable press is not available.
8. Press or drift the seal in to the depth of its housing with the sealing lip facing the lubricant to be retained if the housing is shouldered, or flush with the face of the housing where no shoulder is provided. Ensure that the seal does not enter the housing in a tilted position.

Scheme 2

Scheme 3

Fit joints dry unless specified otherwise.

1. Always use the correct gaskets as specified.
2. When jointing compound is used, apply in a thin uniform film to metal surfaces; take care to prevent jointing compound from entering oilways, pipes or blind tapped holes.
3. If gaskets and/or jointing compound is recommended for use; remove all traces of old jointing material prior to reassembly. Do not use a tool which will damage the joint faces and smooth out any scratches or burrs using an oil stone. Do not allow dirt or jointing material to enter any tapped holes or enclosed parts.
4. Prior to reassembly, blow through any pipes, channels or crevices with compressed air.

Always replace locking devices with one of the same design.

1. Tab Washers Always release locking tabs and fit new locking washers. Do not re-use locking tabs.
2. Locking Nuts Always use a backing spanner when loosening or tightening locking nuts, brake and fuel pipe unions.
3. Roll Pins Always fit new roll pins of an interference fit in the hole.
4. Circlips Always fit new circlips of the correct size for the groove.
5. Keys and keyways Remove burrs from edges of keyways with a fine file and clean thoroughly before attempting to refit key. Clean and inspect key closely; keys are suitable for refitting only if indistinguishable from new, as any indentation may indicate the onset of wear.
6. Split pins (Cotter Pins) Always fit new split-pins of the correct size for the hole in the bolt or stud. (Scheme 4)

Scheme 4

Metric threads to ISO standards are used.

Damaged nuts, bolts and screws must always be discarded. Cleaning damaged threads with a die or tap impairs the strength and fit of the threads and is not recommended.

Always ensure that replacement bolts are at least equal in strength to those replaced. Castellated nuts must not be loosened to accept a split-pin, except in recommended cases when this forms part of an adjustment.

Do not allow oil or grease to enter blind threaded holes. The hydraulic action on screwing in the bolt or stud could split the housing.

Always tighten a nut or bolt to the recommended torque figure. Damaged or corroded threads can affect the torque reading.

To check or re-tighten a bolt or screw to a specified torque figure, first loosen a quarter of a turn, then retighten to the correct torque figure.

Oil thread lightly before tightening to ensure a free running thread, except in the case of threads treated with sealant/lubricant, and self-locking nuts.

BOLT IDENTIFICATION

An ISO metric bolt or screw made of steel and larger than 6 mm in diameter can be identified by either of the symbols ISO M or M embossed or indented on top of the bolt head. (Scheme 5)

In addition to marks identifying the manufacturer, the top of the bolt head is also marked with symbols indicating the strength grade, e.g. 8.8; 10.9; 12.9; 14.9. As an alternative, some bolts and screws have the M and strength grade symbol stamped on the flats of the hexagon.

Scheme 5

ENCAPSULATED BOLTS AND SCREWS

Encapsulated bolts and screws have a micro-encapsulated locking agent pre-applied to the thread. They are identified by a colored section which extends 360° around the thread. The locking agent is released and activated by the assembly process and is then chemically cured to provide the locking action.

Unless a specific repair procedure states otherwise, encapsulated bolts may be re-used providing the threads are undamaged and the following procedure is adopted

1. Remove loose adhesive from the bolt and housing threads.
2. Ensure threads are clean and free of oil and grease.
3. Apply an approved locking agent.

An encapsulated bolt may be replaced with a bolt of equivalent specification provided it is treated with an approved locking agent.

SELF-LOCKING BOLTS AND SCREWS

Self-locking bolts and screws, i.e. nylon patched or trilobular thread can be re-used providing resistance can be felt when the locking portion enters the female thread. (Scheme 6)

Nylon patched bolts and screws have a locking agent pre-applied to the threads. They are identified by the presence of a colored section of thread which extends for up to 180° around the thread.

Trilobular bolts (i.e. Powerlok) have a special thread form which creates a slight interference with the thread of the hole or nut into which it is screwed.

DO NOT re-use self-locking fasteners in critical locations (e.g. engine bearings, flywheel). Always use the correct replacement self-locking nut, bolt or screw.

DO NOT fit non self-locking fasteners in applications where a self-locking nut, bolt or screw is specified.

Scheme 6

NUT IDENTIFICATION

A nut with an ISO metric thread is marked on one face or on one of the flats of the hexagon with the strength grade symbol 8, 12, or 14. Some nuts with a strength grade 4, 5 or 6 are also marked and some have the metric symbol M on the flat opposite the strength grade marking. (Scheme 7)

A clock face system is sometimes used as an alternative method of indicating the strength grade. The external chamfers or a face of the nut is marked in a position relative to the appropriate hour mark on a clock face to indicate the strength grade.

A dot is used to locate the 12 o'clock position and a dash to indicate the strength grade. If the grade is above 12, two dots identify the 12 o'clock position.

When tightening a slotted or castellated nut, never loosen it to insert a split pin except where recommended as part of an adjustment. If difficulty is experienced, alternative washers or nuts should be selected, or the washer thickness reduced.

Where bearing pre-load is involved, nuts should be tightened in accordance with special instructions.

Scheme 7

SELF-LOCKING NUTS

Self-locking nuts, i.e. nylon insert or deferred thread nuts can be re-used providing resistance can be felt when the locking portion of the nut passes over the thread of the bolt or stud. (Scheme 8)

Where self-locking nuts have been removed, it is advisable to replace them with new ones of the same type.

Scheme 8

When removing and installing flexible hydraulic pipes and hoses, ensure that the following practices are observed to ensure component serviceability.

1. Before removing any brake or power steering hose, clean end fittings and area surrounding them as thoroughly as possible.
2. Obtain appropriate plugs or caps before detaching hose end fittings, so that the ports can be immediately covered to prevent the ingress of dirt.
3. Clean hose externally and blow through with airline. Examine carefully for cracks, separation of plies, security of end fittings and external damage. Reject any faulty hoses.
4. When refitting a hose, ensure that no unnecessary bends are introduced, and that hose is not twisted before or during tightening of union nuts.
5. Fit a cap to seal a hydraulic union and a plug to its socket after removal to prevent ingress of dirt.
6. Absolute cleanliness must be observed with hydraulic components at all times.
7. After any work on hydraulic systems, carefully inspect for leaks underneath the vehicle while a second operator applies maximum brake pressure to the brakes (engine running) and operates the steering.

FUEL SYSTEM HOSES

All fuel hoses are made up of two laminations, an armored rubber outer sleeve and an inner viton core. If any of the fuel system hoses have been disconnected, it is imperative that the internal bore is inspected to ensure that the viton lining has not become separated from the armored outer sleeve. A new hose must be fitted if separation is evident.

COOLING SYSTEM HOSES

The following precautions MUST be followed to ensure that integrity of cooling hoses and their connections to system components are maintained. Hose orientation and connection

Correct orientation of cooling hoses is important in ensuring that the hose does not become fatigued or damaged through contact with adjacent components. Where 'timing' marks (2) are provided on the hose and corresponding connection, these must be used to ensure correct orientation. (Scheme 9) Hoses must be pushed fully onto their connection points. Usually, a molded form (3) on the stub pipe provides a positive indicator.

Scheme 9

Hose clamp Markings (4) are usually provided on the hose to indicate the correct clamp position. (Scheme 10) If no markings are provided, position the clip directly behind the retaining lip at the end of the stub as shown. Worm drive clips should be oriented with the crimped side of the drive housing (5) facing towards the end of the hose, or the hose may become pinched between the clip and the stub pipe retaining lip. Worm drive clips should be tightened to 3 Nm (2 ft. lbs.) unless otherwise stated. Ensure that hose clips do not foul adjacent components.

Scheme 10

HEAT PROTECTION

Always ensure that heatshields and protective sheathing are in good condition. Replace if damage is evident. Particular care must be taken when routing hoses close to hot engine components, such as the exhaust manifold and the Exhaust Gas Recirculation (EGR) pipe. Hoses will relax and deflect slightly when hot; ensure this movement is taken into account when routing and securing hoses.

Four Wheel Rolling Road (Dyno)

Provided that front and rear rollers are rotating at identical speeds and that normal workshop safety standards are applied, there is no speed restriction during testing except any that may apply to the tires.

Before testing a vehicle with anti-lock brakes on a four wheel rolling road, disconnect the ABS modulator. The ABS function will not work, the ABS warning light will illuminate. Normal braking will be available.

Two Wheel Rolling Road (Dyno) Up To Model Year 2003

ABS will not function on a two wheel rolling road. The ABS light will illuminate during testing. Normal braking will be available.

If brake testing on a two wheel rolling road is necessary, the following precautions should be taken

1. Propeller shaft to the rear axle is removed.
2. Neutral selected in gearbox

When checking brakes, run engine at idle speed to maintain servo vacuum.

From Model Year 2003

The differential lock must be engaged for two wheel rolling road testing. It will also be necessary to disconnect the propeller shaft from the transfer box output shaft driving the axle whose wheels are NOT on the rolling road. Additionally, the ETC system must be deactivated by either removing the 10 amp fuse (Number 28, labelled ABS in the main fuse box) or disconnecting the ABS modulator pump. This must be done with the ignition OFF ; a fault in the ABS system may still be recorded

FUEL HANDLING PRECAUTIONS

Fuel vapor is highly flammable and in confined spaces is also explosive and toxic. The vapor is heavier than air and will always fall to the lowest level. The vapor can be easily distributed throughout a workshop by air currents; consequently, even a small spillage of fuel is potentially very dangerous.

The following information provides basic precautions which must be observed if fuel is to be handled safely. It also outlines other areas of risk which must not be ignored. This information is issued for basic guidance only, if in doubt consult your local Fire Officer.

Always have a fire extinguisher containing FOAM, CO2, GAS or POWDER close at hand when handling or draining fuel or when dismantling fuel systems. Fire extinguishers should also be located in areas where fuel containers are stored.

Always disconnect the vehicle battery before carrying out dismantling or draining work on a fuel system.

Whenever fuel is being handled, drained or stored, or when fuel systems are being dismantled, all forms of ignition must be extinguished or removed; any work lights must be flameproof and kept clear of spillage.

FUEL TANK DRAINING

Fuel tank draining should be carried out in accordance with the procedure outlined in the FUEL DELIVERY service procedures and observing the following precautions.

FUEL TANK REMOVAL

When the fuel line is secured to the fuel tank outlet by a spring steel clip, the clip must be released before the fuel line is disconnected or the fuel tank is removed. This procedure will avoid the possibility of fumes in the fuel tank being ignited when the clip is released.

As an added precaution, fuel tanks should have a "FUEL VAPOUR" warning label attached to them as soon as they are removed from the vehicle.

FUEL TANK REPAIRS (PLASTIC TANK)

No attempt should be made to repair a plastic fuel tank. If the structure of the tank is damaged, a new tank must be fitted.

BODY REPAIRS

Plastic fuel pipes are particularly susceptible to heat, even at relatively low temperature, and can be melted by heat conducted from some distance away.

When body repairs involve the use of heat, all fuel pipes which run in the vicinity of the repair area must be removed, and the tank outlet plugged.

The following guidelines are intended to ensure the safety of the operator while preventing damage to the electrical and electronic components fitted to the vehicle. Where necessary, specific precautions are detailed in individual service procedures.

EQUIPMENT

Prior to commencing any test procedure on the vehicle ensure that the relevant test equipment is working correctly and any harness or connectors are in good condition. It is particularly important to check the condition of the lead and plugs of mains operated equipment.

POLARITY

Never reverse connect the vehicle battery and always ensure the correct polarity when connecting test equipment.

HIGH VOLTAGE CIRCUITS

Whenever disconnecting live HIGH VOLTAGE circuits always use insulated pliers and never allow the open end of the HIGH VOLTAGE lead to contact other components, particularly ECU's. Exercise caution when measuring the voltage on the coil terminals while the engine is running, high voltage spikes can occur on these terminals.

CONNECTORS AND HARNESSES

The engine compartment of a vehicle is a particularly hostile environment for electrical components and connectors.

1. Always ensure electrically related items are dry and oil free before disconnecting and connecting test equipment.
2. Ensure disconnected multi-plugs and sensors are protected from being contaminated with oil, coolant or other solutions. Contamination could impair performance or result in catastrophic failure.
3. Never force connectors apart using tools to pry apart or by pulling on the wiring harness.
4. Always ensure locking tabs are disengaged before disconnection, and match orientation to enable correct reconnection.
5. Ensure that any protection (covers, insulation etc.) is replaced if disturbed.

Having confirmed a component to be faulty

1. Switch off the ignition and disconnect the battery.
2. Remove the component and support the disconnected harness.
3. When replacing the component keep oily hands away from electrical connection areas and push connectors home until any locking tabs fully engage.

BATTERY DISCONNECTION

Before disconnecting the battery, disable the alarm system and switch off all electrical equipment. If the radio is to be serviced, ensure the security code has been deactivated.

BATTERY CHARGING

Only recharge the battery with it removed from the vehicle. Always ensure any battery charging area is well ventilated and that every precaution is taken to avoid naked flames and sparks.

IGNITION SYSTEM SAFETY PRECAUTIONS

The vehicle's ignition system produces high voltage and the following precautions should be observed before carrying out any work on the system

1. Switch off the ignition prior to making any connection or disconnection in the system to prevent electrical surges caused by disconnecting "live" connections damaging electronic components.
2. Ensure hands and work surfaces are clean and free of grease, dirt, etc. Grease collects dirt which can cause electrical tracking (short-circuits) or high- resistance contacts.
3. When handling printed circuit boards, treat with care and hold by the edges only; note that some electronic components are susceptible to body static.
4. Connectors should never be subjected to forced removal or refit, especially inter-board connectors. Damaged contacts can cause short-circuit and open- circuit fault conditions.
5. Prior to commencing test, and periodically during a test, touch a good vehicle body earth to discharge static charge. Some electronic components are vulnerable to the static electricity that may be generated by the operator.

GREASE FOR ELECTRICAL CONNECTORS

Some under bonnet and under body connectors may be protected against corrosion by the application of a special grease during vehicle production. Should connectors be disturbed in service, repaired or replaced, additional grease should be applied: Part No. BAU 5811, available in 150 gram tubs.

Note. The use of greases other than BAU 5811 must be avoided as they can migrate into relays, switches etc. contaminating the contacts and leading to intermittent operation or failure.

The Supplementary Restraint System (SRS) provides active protection for vehicle occupants in the event of a serious collision. The system components include airbags and pretensioner seat belts which are automatically deployed when a severe frontal crash condition is detected.

In order to assure system integrity, it is essential that the SRS system is regularly checked and maintained so that it is ready for operation in the event of an accident.

The SRS system contains components which could be potentially hazardous to the service engineer if not serviced and handled correctly. The following guidelines are intended to alert the service engineer to potential sources of danger and emphasize the importance of ensuring integrity of the SRS components fitted to the vehicle.

Where necessary, additional specific precautions are detailed in the Restraint Systems service procedures which should be referred to prior to commencing repair operations.

1. It should be noted that these precautions are not restricted to operations performed when servicing the SRS system. The same care should be exercised when working on ancillary systems and components located in the vicinity of SRS components; these include but are not limited to steering system (driver's airbag), body and trim components (passenger's airbag and seat belt pretensioners) and electrical system components (SRS harnesses etc.).

PRELIMINARY PROCEDURES

The SRS system uses energy reserve capacitors that keep the system active in the event of electrical supply failure under crash conditions. It is necessary to allow the capacitors sufficient time to discharge in order to avoid the risk of accidental deployment.

Always remove the ignition key from the starter switch, disconnect the vehicle battery and wait 10 minutes before commencing work on the SRS system.

Carefully inspect any SRS component before installation. Do not install any SRS component that shows signs of damage such as dents, cracks or deformity.

COMPONENT HANDLING

The SRS components are sensitive and potentially hazardous if not handled correctly; always comply with the following handling precautions

1. Never drop an SRS component. (Scheme 11) The airbag Diagnostic Control Unit (DCU) is a particularly shock sensitive device and must be handled with extreme care. Airbag modules and seat belt pretensioner units could deploy if subjected to a strong shock.
2. Never wrap your arms around an airbag module. If an airbag module has to be carried, hold it by the cover, with the cover uppermost and the base away from your body.
3. Never transport airbag modules or seat belt pretensioners in the cabin of a vehicle. Always use the luggage compartment of the vehicle for carrying airbag modules and seat belt pretensioner units.

Scheme 11

STORAGE

Airbag modules and seat belt pretensioners are classed as explosive devices. (Scheme 12) For overnight and longer term storage, they must be stored in a secure steel cabinet which has been approved as suitable for the purpose and has been registered by the local authority.

For the temporary storage of an airbag module or seat belt pretensioner during service, place in a designated storage area. If there is no designated storage area available, store in the luggage compartment of the vehicle and inform the workshop supervisor. Always observe the following precautions when temporarily storing an airbag module

1. Ensure the cover is facing upwards and the luggage compartment is secured.
2. Always keep components cool, dry and free from contamination.
3. Do not allow anything to rest on the airbag module.
4. Store any removed airbag assembly on a secure flat surface away from electrical equipment and heat sources exceeding 85°C (185°F).

Scheme 12

INSTALLATION AND TESTING PRECAUTIONS

The integrity of SRS system components are critical for safety reasons. Ensure the following precautions are always adhered to

1. Never install used SRS components from another vehicle or attempt to repair an SRS component.
2. When repairing an SRS system, only use genuine new parts.
3. Never apply electrical power to an SRS component unless instructed to do so as part of an approved test procedure.
4. Special Torx bolts are necessary for installing the airbag assembly. Do not use other bolts. Ensure bolts are tightened to the specified torque.
5. Ensure that SRS component fixings are correctly positioned and torqued during service and repair.
6. Always use new fixings when replacing an SRS component.
7. Ensure the airbag DCU is always installed correctly. There must not be any gap between the DCU and the bracket to which it is mounted. An incorrectly mounted unit could cause the system to malfunction.
8. The airbag DCU is a non-serviceable component and no attempt should be made to repair or modify the unit.
9. Do not try to disassemble the airbag assembly. It has no serviceable parts. Once an airbag has been deployed, it cannot be repaired or reused.
10. If you suspect an airbag assembly could be defective, install a new unit and dispose of the old unit. Manually deploy the old unit before disposal.

SRS HARNESSES AND CONNECTORS

SRS harnesses and connectors Always observe the following precautions with regard to SRS systems

1. Never attempt to modify, splice or repair SRS wiring. SRS wiring can be identified by a special yellow outer protective covering (black with yellow stripe protective coverings are sometimes used). (Scheme 14)
2. Never install electronic equipment (such as a mobile telephone, two way radio or in-car entertainment system) in such a way that it could generate electrical interference in the airbag harness. Seek specialist advice when installing such equipment

Scheme 13

Scheme 14

Scheme 15

Scheme 16

ROTARY COUPLER

Always follow the Repair procedure for fitting the rotary coupler.

WARNING LABELS

Warning symbols are displayed at various positions in the vehicle (either in a suitable prominent position such as driver and passenger side glass, or attached to the component itself) to indicate SRS items which must be treated with particular care. Exact positions of SRS warning labels may vary dependent on legislation and market trends. (Scheme 17)or (Scheme 18)

Scheme 17

Scheme 18

AIRBAG AND PRETENSIONER DEPLOYMENT

Deployment procedures and precautions as detailed in service procedures should be strictly adhered to. Only personnel who have undergone the appropriate training should undertake deployment of airbag and pretensioner modules. The following precautions must be complied with

1. Only use deployment equipment approved for the intended purpose.
2. Before beginning deployment procedure, ensure deployment tool functions properly by performing the self test procedure detailed in SRS service procedures.
3. Deployment of airbag/ pretensioner modules should be performed in a well ventilated area which has been designated for the purpose.
4. Ensure airbag/pretensioner modules are not damaged or ruptured before attempting to deploy.
5. Notify the relevant authorities of intention to deploy airbag and pretensioner units.
6. When deploying airbag pretensioner units, ensure that all personnel are at least 15 meters (45 feet) away from the deployment zone.
7. Ensure deployment tool is connected correctly, in compliance with the instructions detailed in the SRS service procedures. In particular, ensure deployment tool is NOT connected to battery supply before connecting to airbag module connector.
8. When deploying seat belt pretensioners, ensure pretensioner unit is secured correctly to the seat.
9. When removing deployed airbag modules and pretensioner units, wear protective clothing. Use gloves and seal deployed units in a plastic bag.
10. Following deployment of any component of the SRS system within the vehicle, all SRS components must be replaced. DO NOT re-use or salvage any parts of the SRS system.
11. Do not lean over airbag module when connecting deployment equipment.

If a vehicle is to be scrapped, undeployed airbag modules and pretensioner units must be manually deployed. In this case airbags can be deployed in the vehicle; before deployment, ensure the airbag module is secure within its correct mounting position. Deployment of the driver's airbag in the vehicle may damage the steering wheel; if the vehicle is not being scrapped, deploy the module outside of the vehicle.

SRS COMPONENT REPLACEMENT POLICY

Note. The following information details the policy for replacement of SRS components; either as a result of a vehicle accident or as a result of vehicle age.

IMPACTS WHICH DO NOT DEPLOY THE AIRBAGS OR PRE- TENSIONERS

Check for structural damage in the area of the impact, paying particular attention to bumper armatures, longitudinals, crash cans and bracketry.

IMPACTS WHICH DEPLOY THE AIRBAGS OR PRE- TENSIONERS

The replacement and inspection policy is dependent on the type and severity of the crash condition. The following guidelines are the minimum that should be exercised as a result of the deployment of specific SRS components.

If the front airbags or seat belt pre-tensioners are deployed, the following parts must be replaced

1. SRS DCU
2. Driver airbag module
3. Passenger airbag module
4. Front seat belt buckle pre-tensioners
5. Rotary coupler
6. Driver's seat belt retractor
7. Flyleads (where applicable) connecting airbags and seat belt pre-tensioners to SRS harness

In addition, the following should be inspected for damage and replaced as necessary

1. Front passenger's seat belt retractor (webbing, tongue latching, 'D' loop, body anchorage point)
2. Rear seat belt buckles (webbing, buckle covers, body anchorage and tongue latching function)
3. Fascia moulding adjacent to passenger airbag module
4. Steering wheel (if damage is evident)
5. Front seat frames and head restraints (if there is evidence of damage to the seat frame or cushion pan)
6. Steering column (if adjustment is lost or there are signs of collapse)
7. Third row seats, seat belts and head restraints (where fitted).
8. Check third row seat latching mechanism operates correctly.

PERIODIC REPLACEMENT OF SRS COMPONENTS

The performance of the propellants within airbags and pre-tensioners will deteriorate over a period of time. As a result, it is essential that the airbags are replaced after 10 years and seat belt pre-tensioners are replaced after 15 years in order to maintain occupant safety.

The air conditioning system contains fluids and components which could be potentially hazardous to the service engineer or the environment if not serviced and handled correctly. The following guidelines are intended to alert the service engineer to potential sources of danger and emphasize the importance of ensuring the integrity of the Air Conditioning operating conditions and components fitted to the vehicle.

Where necessary, additional specific precautions are detailed in the relevant service procedures which should be referred to prior to commencing repair operations.

The refrigerant used in the air conditioning system is HFC-134a (Hydrofluorocarbon) R134a.

REMEDIAL ACTIONS

If an accident involving R134a should occur, conduct the following remedial actions

1. If liquid R134a enters the eye, do not rub it. Gently run large quantities of eye wash over affected eye to raise the temperature. If an eye wash is not available, cool, clean water may be used to flush the eye. After rinsing, cover the eye with a clean pad and seek immediate medical attention.
2. If liquid R134a is splashed onto the skin, run large quantities of water over the affected area to raise the temperature. Implement the same action if the skin comes in contact with discharging cylinders. Wrap the contaminated body parts in blankets (or similar materials) and seek immediate medical attention.
3. If the debilitating effects of inhalation of R134a vapor is suspected, seek fresh air. If the affected person is unconscious, move them away from the contaminated area to fresh air and apply artificial respiration and/or oxygen and seek immediate medical attention.

SERVICE PRECAUTIONS

Observe the following precautions when handling components used in the air conditioning system

1. Air conditioning units must not be lifted by their hoses, pipes or capillary lines.
2. Hoses and lines must not be subjected to any twist or stress; the efficiency of the system will be impaired by kinks or restrictions. Ensure that hoses are correctly positioned before tightening couplings, and ensure that all clips and supports are utilized.
3. Flexible hoses should not be positioned close to the exhaust manifold (less than 100mm) unless protected by heat shielding.
4. Completed assemblies must be checked for refrigeration lines touching metal panels. Any direct contact of components and panels may transmit noise and so must be eliminated.
5. The appropriate torque wrench must be used when tightening refrigerant connections to the stipulated value. An additional spanner must be used to hold the union to prevent twisting of the pipe when tightening connections.
6. Before connecting any hose or pipe, ensure that refrigerant oil is applied to the seat of the new "O" rings, BUT NOT to the threads of the connection.
7. All protective plugs must remain in place to seal the component until immediately prior to connection.
8. Ensure components are at room temperature before uncapping, to prevent condensation of moisture from the air that enters it.
9. Components must not remain uncapped for longer than 15 minutes. In the event of a delay, the caps must be fitted.
10. When disconnecting, immediately cap all air conditioning pipes to prevent ingress of dirt and moisture into the system.
11. The receiver/drier contains desiccant which absorbs moisture. It must be positively sealed at all times. A receiver/drier that has been left uncapped must not be used, fit a new unit.
12. The receiver/drier should be the last component connected to the system to ensure optimum dehydration and maximum moisture protection of the system.
13. Whenever the refrigerant system is opened, the receiver/drier must be renewed immediately before evacuating and recharging the system.
14. Use alcohol and a clean lint-free cloth to clean dirty connections.
15. Ensure that all new parts fitted are marked for use with R134a.

When a major repair has been completed, a leak test should be conducted; refer to the Air Conditioning service procedures for the correct procedure.

REFRIGERANT OIL

Refrigerant oil easily absorbs water and must not be stored for long periods. Do not pour unused refrigerant oil back into the container. Always use an approved refrigerant oil.

When replacing components in the A/C system, drain the refrigerant oil from the component being replaced into a graduated container. On assembly, add the quantity of refrigerant oil drained to the new component.

COMPRESSOR

A new compressor is sealed and pressurized with Nitrogen gas. When fitting a new compressor, slowly release the sealing cap; gas pressure should be heard to vent as the seal is broken.

RAPID REFRIGERANT DISCHARGE

If the air conditioning system is involved in accident damage and the system is punctured, the refrigerant will discharge rapidly. The rapid discharge of refrigerant will also result in the loss of most of the oil from the system. The compressor must be removed and all the remaining oil in the compressor drained and refilled as instructed in the air conditioning service procedures.

PRECAUTIONS FOR REFRIGERANT RECOVERY, RECYCLING AND RECHARGING

When the air conditioning system is recharged, any existing refrigerant is first recovered from the system and recycled. The system is then charged with the required weight of refrigerant and volume of refrigerant oil.

AIR CONDITIONING COMPRESSOR REPLACEMENT

A new compressor is supplied filled with a full charge (X cm3) of refrigerant oil. A calculated quantity of oil must be drained from the new compressor before fitting. To calculate the quantity of oil to be drained

1. Remove the drain plug from the old compressor.
2. Invert the compressor and gravity drain the oil into a calibrated measuring cylinder. Rotate the compressor clutch to ensure the compressor is completely drained.
3. Note the quantity of oil drained (Y cm3).
4. Calculate the quantity of oil to be drained from the new compressor using the following formula: X cm3 - (Y cm3 + 20 cm3) = Q cm3
5. Remove the drain plug from the new compressor and drain Q cm3 of oil. Fit and tighten the compressor drain plug.

Body shells are of welded construction and bolted to a chassis frame. Front and rear sections of the shell are designed as "energy absorbing" zones. This means they are designed to deform progressively when subjected to impact in order to minimize the likelihood of injury to vehicle occupants.

It is essential that design dimensions and strength are restored in accident rectification. It is important that neither structural weakness nor excessive local stiffness are introduced into the vehicle during body repair.

Repairs usually involve a combination of operations ranging from straightening procedures to renewal of individual panels or panel assemblies. The repairer will determine the repair method and this decision will take into account a balance of economics between labor and material costs and the availability of repair facilities in both equipment and skills. It may also involve considerations of the vehicles' downtime, replacement vehicle availability and repair turn- around time.

It is expected that a repairer will select the best and most economic repair method possible, making use of the facilities available. The instructions given are intended to assist a skilled body repairer by expanding approved procedures for panel replacement. The objective is to restore the vehicle to a safe running condition by carrying out a repair which is as close as is feasible to original standard. The results should not advertise to the experienced eye that the vehicle has been damaged, although the repair might not be identical in all respects to the original factory build. Commercial bodyshop repair facilities cannot always duplicate methods of construction used during production.

Operations covered in service procedures do not include reference to testing the vehicle after repair. It is essential that work is inspected and suspension geometry checked after completion. Where necessary a road test of the vehicle should be carried out, particularly where safety-related items are concerned.

Where major units have been disconnected or removed it is necessary to ensure that fluid levels are checked and topped up where necessary. It is also necessary to ensure that the repaired vehicle is in a roadworthy condition in respect of tire pressures, lights, washer fluid etc.

Body repairs often involve the removal of mechanical and electrical units and associated wiring. Where necessary, refer to the relevant service procedures for removal and refitting instructions.

Taking into consideration the differences in body styles, suspension systems and engine and transmission layouts, the location of the following components as applicable to a particular vehicle is critical

1. Front suspension upper damper mountings on right hand and left hand chassis longitudinals.
2. Front suspension or sub frame mountings.
3. Engine mountings on right hand and left hand chassis longitudinals.
4. Rear suspension upper damper mountings on right hand and left hand chassis longitudinals.
5. Rear suspension mountings or lower pivots.

Additional points which can be used to check alignment and assembly are

1. Inner holes in cross member - side - main floor.
2. Holes in front bulkhead.
3. Holes in rear longitudinals.
4. Holes in rear lower panels.

Apertures for windscreen, rear screen, bonnet and doors can be measured and checked using the dimensional information provided and also by offering up an undamaged component as a gauge.

STRAIGHTENING

Whenever possible, structural members should be cold straightened under tension. Do not attempt to straighten with a single pull but rework the damaged area using a series of pulls, releasing tension between each stage and using the opportunity to check alignment.

BODY FIXTURE JIG

Unless damage is limited to cosmetic panels, all repair work to body members must be carried out on a body jig, to ensure that impact damage has not spread into more remote parts of the structure. Mounting on a jig will also ensure that the straightening and panel replacement procedures do not cause further distortion.

If original dimensions cannot be satisfactorily restored by these methods, damaged structural members should be replaced. Damaged areas should be cut away using a high speed saw, NOT an oxy-acetylene torch.

As a rule, body dimensions are symmetrical about the center line. A good initial check for distortion is therefore to measure diagonally and to investigate apparent differences in dimensions.