Body: Other Saab 9-4X I

Dual Phase Steel

This information provides repair recommendations and general guidelines for steel classified as Dual Phase Steel (Dual Phase Steel with a tensile strength up to and including 800 MPa), also known as DP.

General Motors recommends the following when repairing or replacing this type of steel during collision repair.

Note. The use of heat to repair damage is not recommended for this classification of steel.

Recommended Repairs

1. Cold repairs can be performed on this type of steel, unless the damage includes kinks. If the damage includes kinks, the part should be replaced.
2. Sectioning or partial replacement of this type of steel is recommended only at approved locations, in a specific sectioning procedure.
3. This type of steel can be used as a sleeve, or backer plate, when recommended in a specific sectioning procedure.
4. Squeeze Resistance Spot Welding can be used to replace factory spot welds, where applicable.
5. MIG plug welding and MIG stitch welding can be used on this type of steel.
6. MIG Brazing can be used on this type of steel.

High Strength Low Alloy Steel

This information provides repair recommendations and general guidelines for steel classified as High Strength Low Alloy Steel, also known as HSLA. This type of steel normally has a tensile strength range from 300-700 MPa.

General Motors recommends the following when repairing or replacing this type of steel during collision repair.

1. Cold repairs can be performed on this type of steel, unless the damage includes kinks. If the damage includes kinks, the part should be replaced.
2. Controlled use of heat can be used to repair damage, if the heat does not exceed 650°C (1200°F). The heat should be applied a maximum of 2 times, for up to 90 seconds.
3. Sectioning or partial replacement of this type of steel is recommended only at approved locations, in a specific sectioning procedure.
4. This type of steel can be used as a sleeve, or backer plate, during sectioning procedures.
5. Squeeze Resistance Spot Welding can be used to replace factory spot welds, where applicable.
6. MIG plug welding and MIG stitch welding can be used on this type of steel.
7. MIG Brazing can be used on this type of steel.

Metal Panel Bonding

This section is intended to give general guidelines for the adhesive bonding of outer panels as an alternative to MIG welding. Panel bonding may be seen as an alternative to MIG welding as it makes possible the replacement of whole panels during repairs of collision damage. The benefits of panel bonding are

1. No heat or burn damage when additional welding is not required
2. Corrosion protection
3. Can act as a sealant
4. Improved process for complicated shapes (wheelhouse area)

The General Motors specification for metal bonding adhesives is GM 6449G. The scope of this specification is intended to provide the performance guidelines of structural adhesive systems used to repair (metallic) automotive bodies in the aftermarket. These types of adhesives are intended for use when bonding replacement body panels as an option to welding as the attachment means. GM information outlines the use of room temperature cure acrylic adhesives that contain glass bead technology.

Bonding procedures in general are applicable only to a factory seams type approach.

Sectioning or partial paneling of full panels is not supported by General Motors unless specifically documented in a Service Bulletin or Manual.

Applicable components for this technology are EXTERIOR PANELS ONLY, including door skins, tail panels, roof outer panels and quarter panels.

Adhesives currently meeting the performance requirements include General Motors materials and products manufactured by Lord Adhesives. At this time, ONLY the adhesive products listed below meet this guideline

Mild Steel

This information provides repair recommendations and general guidelines for steel classified as Mild Steel. This type of steel normally has a tensile strength less than 270 MPa. This includes the common steel names of

1. Mild Steel
2. Bake Hardenable Steel (BH)
3. Solid Solution Strengthened Steel

General Motors recommends the following when repairing or replacing this type of steel during collision repair.

Recommended Repair

1. Cold repairs can be performed on this type of steel, unless the damage includes kinks. If the damage includes kinks, the part should be replaced.
2. Controlled use of heat can be used to repair damage, if the heat does not exceed 650°C (1200°F). The heat should be applied a maximum of 2 times, for up to 90 seconds.
3. Sectioning or partial replacement of this type of steel is recommended only at approved locations, in a specific sectioning procedure.
4. This type of steel can be used as a sleeve, or backer plate, when recommended in a specific sectioning procedure.
5. Squeeze Resistance Spot Welding can be used to replace factory spot welds, where applicable
6. MIG plug welding and MIG stitch welding can be used on this type of steel.
7. MIG Brazing can be used on this type of steel.

Ultra High Strength Dual Phase Steel

This information provides repair recommendations and general guidelines for steel classified as Ultra High Strength Dual Phase Steel (Dual Phase Steel with a tensile strength greater than 800 MPa), also known as DPX.

General Motors recommends the following when repairing or replacing this type of steel during collision repair.

Note. Repair of this type of steel is not recommended. This type of steel should be replaced at factory joints only. Sectioning or partial replacement is not recommended. The use of heat to repair damage is not recommended for this type of steel. Stitch Welding is not recommended for this type of steel. This classification of steel can not be used as a backing reinforcement or a sleeve for a sectioning joint, unless a specific procedure is available.

1. Squeeze Resistance Spot Welding can be used to replace factory spot welds, where applicable.
2. MIG plug welding can be used to replace factory spot welds.
3. MIG Brazing can be used to replace factory spot welds.

Ultra High Strength Steel

This information provides repair recommendations and general guidelines for steel classified as Ultra High Strength Steel, also know as UHSS. This type of steel normally has a tensile strength greater than 700 MPa.

This includes the common steel names of

1. Ultra High Strength Steel (UHSS)
2. Martensitic Steel (MS)
3. Press Hardened Steel (PHS)
4. Boron Steel

General Motors recommends the following when repairing or replacing this type of steel during collision repair.

Note. Repair of this type of steel is not recommended. This type of steel should be replaced only, at factory joints. Sectioning or partial replacement is not recommended. The use of heat to repair damage is not recommended for this type of steel. Stitch Welding is not recommended for this type of steel. This type of steel can not be used as a backing reinforcement or a sleeve for a sectioning joint.

1. Squeeze Resistance Spot Welding can be used to replace factory spot welds, where applicable.
2. MIG plug welding can be used to replace factory spot welds.
3. MIG Brazing can be used to replace factory spot welds.

Correction

1. 01 - Replacement
2. 02 - Removal - Refit
3. 03 - Renovate
4. 04 - Paint
5. 05 - Adjust
6. 06 - Change comp. unit
7. 07 - Lubricate - Clean - Polish
8. 08 - Check/Fault search
9. 09 - Expose
10. 10 - Install new
11. 11 - Transfer

Tools Required

CH-45725 Frame Bushing Installer

For equivalent regional tools, refer to SPECIAL TOOLS

Scheme 245

1. Remove the frame. Refer to «DRIVETRAIN AND FRONT SUSPENSION FRAME INSULATOR REPLACEMENT»(ref-652247-S00711622472014082300000) .
2. Remove cradle bushing with a rubber mallet.

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1. Install clamp J-45725 onto the bushing leaving about an 1/8 inch from the bottom of the bushing.
2. Align the split of the bushing to the front of the frame.
3. Using J-45725 install the bushing until the entire radius of the bushing is halfway recessed in the cradle.
4. Remove the J-45725 clamp.
5. Install the bushing using the J-45725 until the lip of the bushing is fully seated to the bottom of the cradle assembly.
6. Install the frame. Refer to «DRIVETRAIN AND FRONT SUSPENSION FRAME INSULATOR REPLACEMENT»(ref-652247-S00711622472014082300000) .

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VEHICLES CONCERNED

All cars with Bosal tow-bars (turn knob release).

BACKGROUND

Complaints remain even after greasing all contact surfaces, was sent out.

CONDITIONS

The root cause of this problem is that customers keep the tow-bar hook on the car for too long a period and it gets contaminated with road salt and dirt.

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1. The key is hard to get into the lock cylinder and/or it is hard to turn the key.
2. The release knob is binding and hard to push towards the tow-bar.
3. If the knob can be pushed in it is still hard to turn it for releasing the tow bar.
4. The tow bar will not lock when you reassemble it (the release knob will not return). Symptom no 4 could occur if steps 1 - 3 above has been carried out with use of excessive force, a situation can then occur when the locking mechanism of the tow bar is stuck due to dirt contamination that blocks the release knob from rotating freely.

ACTION

Inform the customer of the necessity of removing the removable hook when it is not used. The function will be ensured and the car will have a better look.

If the customer uses the hook frequently you can recommend a fixed hook instead. When the customer comes to the workshop with a seized hook you try to clean and grease the lock cylinder as well as the knob with some penetrating oil to ensure a smooth operation.

Note. All motions in steps 1 - 3 above must be without increased friction, causing a malfunction.