Body System - General Information Land Rover Range Rover L322

SPECIFICATIONS

TORQUE SPECIFICATIONS

FRONT END SHEET METAL REPAIRS

The following links below will provide additional information on the indicated subject.

Refer to Front Side Member and Suspension Top Mount Assembly .

Refer to Front Side Member Extension .

Refer to Fender Apron Panel Reinforcement Rear Section .

Refer to Fender Apron Panel Closing Panel .

Refer to Fender Apron Panel Inner Reinforcement .

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The following links below will provide additional information on the indicated subject.

Refer to Hood Latch Panel .

Refer to Auxiliary Front Crossmember .

TIME SCHEDULES - FRONT END SHEET METAL REPAIRS

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 center) and are to be used as a guide only.

SINGLE PANEL TIMES

COMBINATION PANEL REPLACEMENT TIMES

The following combination times show the total time to remove and refit body panels, MET items and any paint process.

FRONT END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

FRONT END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

FRONT END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

Front End Sheet Metal Repairs - Combination Panel Times

FRONT END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

FRONT END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

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The doors are serviced as complete assemblies only. Door skins are not available as a serviceable part.

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Section A-A and B-B show the approximate position of each drain tube in the side panel - inner.

The letters A, B and C highlight the position and type of clips used to hold the roof opening panel drain tubes in place.

The following links below will provide additional information on the indicated subject.

Refer to A-Pillar Assembly .

Refer to A-Pillar Reinforcement .

Refer to B and C-Pillar Assembly .

Refer to Rocker Panel .

Refer to Rocker Panel Inner Reinforcement .

Refer to Rocker Panel Section .

TIME SCHEDULES - SIDE PANEL SHEET METAL REPAIRS

The following information shows the total time taken to replace single panels and complete assemblies.

These times include the 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 (motor insurance repair and research center) and are to be used as a guide only.

SINGLE PANEL TIMES

The following combination panel times show the total time to remove and refit body panels, MET items and any paint process.

SIDE PANEL SHEET METAL REPAIRS - COMBINATION PANEL TIMES

SIDE PANEL SHEET METAL REPAIRS - COMBINATION PANEL TIMES

SIDE PANEL SHEET METAL REPAIRS - COMBINATION PANEL TIMES

SIDE PANEL SHEET METAL REPAIRS - COMBINATION PANEL TIMES

SIDE PANEL SHEET METAL REPAIRS - COMBINATION PANEL TIMES

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The following links below will provide additional information on the indicated subject.

Refer to Spare Wheel Well .

Refer to Rear Side Member .

Refer to Rear Floor Panel Section .

Refer to Rear Crossmember .

Refer to Rear Crossmember Section .

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TIME SCHEDULES - REAR END SHEET METAL REPAIRS

The times shown were generated by Thatcham (the motor insurance repair and research center) and are to be used as a guide only.

SINGLE PANEL TIMES

The following combination times show the total time to remove and refit body panels, MET items and any paint process.

REAR END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

REAR END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

REAR END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

REAR END SHEET METAL REPAIRS - COMBINATION PANEL TIMES

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The following link below will provide additional information on the indicated subject.

Refer to Roof Panel .

The times shown were generated by Thatcham (the motor insurance repair and research center) and are to be used as a guide only.

SINGLE PANEL TIMES

GENERAL WELDING PRECAUTIONS

For ease of reference, the following illustrations show only the type of weld used in the repair where it varies from that used in production.

The replacement welds in the welding illustrations are denoted by the following symbols

Graphic Legend

1. Single/Multiple thickness plug welds.
2. MIG seam weld.

WELDING OBSERVATIONS

When carrying out welding operations the following criteria must be observed.

Recommendations

1. Where resistance spot welds have been used in production, these must be reproduced with new spot welds in replacement where possible. All such reproduction spot welds must be spaced 30 mm (1.181 inches) apart.
2. When spot welding, it is recommended that test coupons of the same metal gauges and materials are produced to carry out peel tests to make sure that welding equipment being used can produce a satisfactory joint. Plug welds must be used if a satisfactory spot weld can not be produced.
3. The electrode arms on hand-held spot welding guns must not exceed 300 mm (11.811 inches) in length.
4. Single-side spot welding is not acceptable.
5. Brazing and gas welding are not acceptable EXCEPT where they have been specified in production.
6. Where 3 metal thicknesses or more are to be welded together, it is imperative to use MIG plug welds to make sure joint strength is to the required weld quality.
7. MIG plug welds must be used in repair joints where no access for a resistance spot welder. To replace each production spot weld, an 8 mm (0.314 inch) approximate hole must be drilled and/or punched, and a MIG plug weld then made in its place. The number of plug welds must match exactly the number of spot welds which have been removed.
8. Where holes are left in an existing panel after removal of the spot welds, a single MIG plug weld will be made in each holes as appropriate.

ELECTRONIC CONTROL MODULES

The electronic control modules fitted to vehicles make it advisable to follow suitable precautions prior to carrying out welding repair operations. Harsh conditions of heat and vibration may be generated during these operations which could cause damage to the units.

In particular, it is essential to follow the appropriate precautions when disconnecting or removing the air bag diagnostic monitor.

EQUIPMENT

Prior to commencing any test procedure on the vehicle, make sure that the relevant test equipment is working correctly and any harness or connectors are in good condition. This particularly applies to electronic control modules.

SEAT BELT ANCHORAGES

Seat belt anchorages are safety critical. When making repairs in these areas, it is essential to follow design specifications. Note that High Strength Low Alloy (HSLA) steel may be used in seat belt anchorages.

Where possible, the original production assembly should be used, complete with its seat belt anchorages, or the cut line should be so arranged that the original seat belt anchorage is not disturbed.

All welds within 250 mm (9.842 inches) of seat belt anchorages must be carefully checked for weld quality, including spacing of spot welds.

HIGH STRENGTH STEELS

Body panels are being increasingly manufactured in high strength steels to meet design requirements for safety and weight saving. As panels in high strength steels can not be visually identified by the repairer, and as they can be more sensitive to excess heat than would be the case with low carbon steels, it is advisable that the following procedure be observed at all times.

While individual repairs will differ in detail, the following Panel Replacement Procedure has been devised placing emphasis on ease of repair and the elimination of unnecessary work. Where replacement of a particular panel involves departure from the Panel Replacement Procedure, a note to that effect is included in the relevant panel replacement operation.

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 JIG

Unless damage is limited to cosmetic panels, all repair work to body members must be carried out on a body jig, to make sure that impact damage has not spread into more remote parts of the structure. Mounting on a jig will also make sure 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.

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.

INSPECTION

Every accident produces individual variations in damage. Each repair is influenced by the extent of the damage and the facilities and equipment available for its rectification. Most accident damage can be visually inspected and the approximate extent of damage assessed.

Sometimes deformation will extend beyond the directly damaged area, and the severity of this must be accurately established so that steps can be taken to restore critical body components to their original dimensions. An initial check can be carried out by means of drop checks or, preferably, trammels.

Gauges are available which will accurately check for body twist. Where repairs necessitate renewal of a critical body component it is recommended that a body jig is used.

DAMAGED PANEL REMOVAL

The following information is designed to explain the basic panel removal and replacement method.

This method standard may vary slightly from one vehicle to another.

The main criteria in the removal and installation of body panels is that original standard recommended by Land Rover is maintained as far as possible.

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1. Expose resistance spot welds. For those spot welds which are not obviously visible, use a rotary drum sander or wire brush fitted to an air drill, or alternatively a hand held wire brush. NOTE: In wheel arch areas it may be necessary to soften underbody coating, using a hot air gun prior to exposing spot welds.
2. Cut out welds using a cobalt drill.
3. Alternatively, use a clamp-type spot weld remover.
4. Cut away the bulk of the panel as necessary using an air saw. NOTE: On certain panel joints, MIG welds and braze should be removed using a sander where possible, before cutting out the panel bulk.
5. Separate spot welded joints and remove panel remnants using hammer, bolster chisel and pincers.

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1. Clean all panel joint edges to a bright smooth finish, using a belt-type sander. NOTE: Prior to sanding, remove remaining sealant using a hot air gun to minimize the risk of toxic fumes caused by generated heat. CAUTION: Care must be taken to avoid excessive heat build up when using this equipment. CAUTION: Never use the same tools for working with steel or aluminum. All tools used for working with steel must be kept separate from those used on aluminum.
2. Straighten existing panel joint edges using a shaping block and hammer.

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1. Mark out the bulk of new the panel and trim to size, leaving approximately 50 mm (1.968 inches) overlap with the existing panel. Offer up new panel/section, align with associated panels (e.g. new body side panel aligned with door and trunk lid). Clamp the prepared panel into position.
2. Cut new and existing panels as necessary to form butt, joggle or brace joint as required. Remove all clamps and metal remnants.
3. Prepare new panel joint edges for welding by sanding to a bright finish. This must include inner as well as outer faces.
4. Apply a suitable weld-through primer, to panel joint surfaces that are to be welded, using a brush or aerosol can as required.
5. Apply adhesive sealant to panel joint surfaces.

PANEL INSTALLATION

1. Offer up the new panel and align with associated panels. Clamp the panel into position using welding clamps or mole grips. NOTE: In cases where access for welding clamps is difficult, it may be necessary to use tack welds. Where a joggle or brace joint is being adopted, make a set in the original panel joint edge or insert a brace behind the joint.

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1. Select the arms for resistance spot welding and shape the electrode tips using a tip trimmer. Tips should be dressed so the diameter is equal to twice the thickness of the metal to be welded plus 3 mm (0.118 inch). CAUTION: Use arms not exceeding 300 mm (11.811 inches) in length. NOTE: To maintain weld efficiency, the tips will require regular cleaning and dressing.
2. Fit the resistance spot welding arms and test equipment for satisfactory operation, using test coupons. Where monitoring equipment is not available, verify weld strength by checking that metal around the weld puddle pulls apart under tension during pulling.

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1. Use a resistance spot welder where access permits. Try to make sure weld quality by using a welding monitor where possible.
2. Using MIG equipment, tack weld butt joints and re-check alignment and panel contours where necessary. Make sure that a gap is maintained to minimize welding distortion, by inserting a hacksaw blade as an approximate guide.
3. Dress the MIG tack welds using a sander with 36 grit disc, or a belt-type sander where access is limited.
4. MIG seam weld butt joints. When MIG welding long joints, a large amount of heat is generated which can cause the panels to distort.
5. To avoid heat distortion, divide the welds into small sections as shown in the illustration. The large arrows signifies the direction of welding.
6. Always use MIG plug welds where excessive metal thickness or limited access make resistance spot welding impractical. Make plug welds either by using holes left by the spot weld cutter, or through holes punched and drilled for the purpose, approximately 8 mm (0.134 inch) diameter.
7. Dress all welds using either a sander with 36 grit disc, or a belt-type sander and/or wire brush. When dressing welds make sure an area as small as possible is removed to protect the zinc coating.
8. Carry out any further necessary sealing operations.

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Replacement panels are supplied with a cathodic primer coating as part of the panel protection and in compliance with the vehicle's Corrosion Warranty, where applicable.

DO NOT remove the primer before paint refinishing. In the event of localized surface damage or imperfections, make sure that only the minimum of primer is removed during any rectification work, to achieve an effective repair.

Rectify damage as far as possible by panel beating or straightening.

To remove corrosion or paint runs on the outer surfaces, abrade the primer coat in the affected area as necessary using the following procedure

Care Points

1. Clean the panel using a solvent wipe
2. Treat exposed areas of metal with an etch phosphate process
3. Re-treat the affected area using either a separate acid-etch primer and two-pack surface treatment, or an integrated etch primer/filler

PANEL PREPARATION

The following procedures should be applied when repairing panels

Welded Panels

1. Remove primer from the immediate vicinity of new and existing panel flanges, cleaning to bright metal finish
2. On joints to be spot welded, apply weld-through zinc rich primer to joint faces of both flanges. Make spot welds while primer is still wet or according to the manufacturer's instructions
3. Dress accessible weld joints
4. Clean panel using solvent wipe
5. Treat bare metal with an etch phosphate process
6. Re-treat repaired areas

When replacing part or sectioned panels, the basic procedure is the same as for welded panels described above, with the following variations

Sectioned Panels

1. Remove primer from both new and existing joint faces, cleaning to a bright metal finish
2. Where an overlap joint with the existing panel is to be spot welded, apply weld-through, zinc rich primer to both joint faces and spot weld while the primer is still wet, or according to the manufacturer's instructions
3. MIG weld butt joints where applicable
4. Clean the panel with a solvent wipe
5. Treat bare metal areas using an etch phosphate process
6. Re-prime affected areas as necessary as for rectifying transit damage
7. Treat the inner faces of lap or butt joints with a suitable cavity wax

Clinched Panels

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, arc or gas welded, apply zinc rich primer in adjacent areas but leave the welded area untreated
5. To retain the panel while 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

PAINT PREPARATION

The following process must be adhered to for paint refinishing operations

1. Seal required exterior and interior seams with an approved seam sealer
2. Repair any damage to underbody sealers
3. Apply a two-pack paint refinishing system
4. Apply cavity wax to all interior surfaces which have not received refinish paint

PAINT REPAIRS

Before carrying out paintwork repairs, clean the vehicle thoroughly using either a steam cleaner or high-pressure washer.

Wash locally repaired areas using a mild water-mixable detergent and wipe clean with solvent, immediately before paint application.

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Make sure that damaged paintwork which has led to exposed metal is abraded until the metal is clean, extending beyond the area of the original damage.

Treat the bare metal with an etch phosphate to remove all traces of rust and to provide a key for new paint coats.

Re-treat the affected area using either a separate acid-etch primer and two-pack treatment or an integrated etch primer/filler, and follow with a two-pack paint system.

Treat those surfaces not receiving paint using an approved cavity wax, following paint operations.

See also:
• Front Side Member and Suspension Top Mount Assembly
• A-Pillar Assembly
• Spare Wheel Well
• Roof Panel