Audi TT 25 User Manual
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Service
General InformationBody Repairs,
General Body Repairs
Edition 10.2007
Service Department. Technical Information
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Re pa ir G ro up Re pa ir G ro up
Service
Technical information should always be available to the foremen and mechanics, because their
careful and constant adherence to the instructions is essential to ensure vehicle road-worthiness and
safety. In addition, the normal basic safety precautions for working on motor vehicles must, as a
matter of course, be observed.
All rights reserved.
No reproduction without prior agreement from publisher.
Copyright © 2010 Audi AG, Ingolstadt 001KAH00020
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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
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General InformationBody Repairs, General Body Repairs - Edition 10.2007
Contents
1 General notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Diagnosis of accident vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 General notes on body repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Condition in which body and/or individual parts must be delivered to paintshop . . . . . . . . 1
1.4 Straightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.5 Separating cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.6 Body sub-parts and part sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.7 Original joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.8 Galvanised body parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.9 Removing remaining material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.10 New parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.11 Replacement parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 Safety notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1 Removing components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 Battery, welding operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.3 Electronic control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.4 Procedure for electronic control units following accident repairs . . . . . . . . . . . . . . . . . . . . 4
2.5 Paintwork, glass, upholstery, trim panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.6 Fuel tank and fuel pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.7 Air conditioner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.8 Airbag system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.9 Checking seat belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.10 Working on vehicles with belt tensioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.11 Cutting, straightening and/or dent removal work on vehicles with airbag . . . . . . . . . . . . . . 7
2.12 Removing seats with side airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3 Anti-corrosion measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.1 Anti-corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.2 Long-term body protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.3 Notes on warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.4 Electrolytic galvanisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3.5 Hot-dip galvanisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
4 Notes on disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.1 Active environmental protection at the factory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.2 Recycling means: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.3 The basic rules for environmental protection are: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.4 Recycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.5 Plastics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.6 Disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.7 Airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.8 Protection against contact corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5 Expanded foam inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
6 Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6.1 Symbols for welding operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6.2 Symbols for work procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
6.3 Cavity sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
7 Body - Bonded joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
8 Sheet steel repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
8.1 Extra-high-strength body panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
8.2 Galvanised body parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
8.3 Joining techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
8.4 Joining techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
9 Plastic repair techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Contents i
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9.1 Plastic repair set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
9.2 Repairing dents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
9.3 Repairing scratches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
9.4 Repairing cracks and tears (up to a length of 100 mm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
9.5 Repairing holes (up to 30 mm diameter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
9.6 Plastic repairs (glass fibre materials) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
10 Glass repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
10.1 Repairing windscreens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
10.2 Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
10.3 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
10.4 Description of repair work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
11 Aluminium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
11.1 Aluminium repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
11.2 Surface treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
11.3 Removing dents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
12 The Audi Space Frame concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
13 Contact corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
14 Threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
15 Studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
16 Paintwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
17 Replacement parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
18 Safety notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
19 Surface treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
20 Cutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
21 Removing dents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
22 Re-forming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
23 Temperature monitoring during heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
24 Flanging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
25 Welding repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
26 Extruded section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
27 Sheet metal panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
28 Plug welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
29 Welding aluminium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
30 Checking weld seams and aluminium node castings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
31 Laser weld seam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
32 Overview of rivets and tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
33 Riveting repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
34 Clinching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
35 Solid rivet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
36 Pop rivet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
37 Fitting solid rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
38 Fitting punch rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
39 Fitting pop rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
40 Incorrect riveting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
41 Joddling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
42 Placing additional thickness of same material behind joint . . . . . . . . . . . . . . . . . . . . . . . . 73
43 Filling separating cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
44 Bonded joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
45 Inaccessible rivets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
ii Contents
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46 Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
47 Explanation of symbols for riveting operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
48 Explanation of symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
49 Cavity sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Contents iii
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iv Contents
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1 General notes
1.1 Diagnosis of accident vehicles
When repairing accident vehicles, damage to the running gear or
engine/gearbox mountings, etc. is not always identified. This
sometimes leads to serious subsequent damage. If the accident
damage indicates a high impact load on the vehicle, special at‐
tention must be paid to the following components, completely
independent of the wheel alignment check which must always be
performed:
♦ Check to ensure that the steering assemblies and steering
linkage operate correctly over the complete lock-to-lock range.
Carry out a visual check for bent or cracked parts.
♦ Check for distortion or cracking of running gear and all running
gear components such as links, suspension strut, wheel bear‐
ing housing, anti-roll bar, subframe and axle beam, as well as
associated fastening elements.
♦ Examine rims and tyres for damage, eccentricity and imbal‐
ance. Examine tyres for cuts/slits etc. in tread and sidewalls
and check inflation pressure.
♦ Examine the engine/gearbox/axle/exhaust system mountings
for damage.
♦ Finally, a thorough road test after completing repairs will give
the assurance that the vehicle is completely roadworthy and
ready for handing back to the customer.
1.2 General notes on body repairs
The aim of the repair is always to restore the original joint.
The Workshop Manuals describe the standard repairs. They do
not include any descriptions of more complex repair jobs, as these
involve detaching the damaged parts at the original joint. If pos‐
sible the joining techniques as listed in section 8 can be applied.
All repair jobs involving special separating cuts and joining tech‐
niques which do not restore the original joint (as produced by
factory) have been checked and approved by the Technical De‐
velopment division in calculations, strength and crash tests.
1.3 Condition in which body and/or individ‐
ual parts must be delivered to paintshop
Before a repaired vehicle or part is handed over to the paintshop,
the surfaces which have been repaired or beaten-out and possibly
filled must be prepared for painting by rubbing them down with
abrasive paper (grade P 80 to P 100).
This preparatory work is part of the job of the sheet metal worker
and is included in the time he is allowed for the repair.
1.4 Straightening
In series production, body and floor sections are primarily manu‐
factured from cold-formed deep-drawn sheet metal panels. For
this reason, the straightening of areas damaged in an accident
should be carried out in the same manner.
If the extent of the damage makes it impossible to reform the part
as stated above, the damaged part should not be cut out until the
adjacent surfaces have been straightened.
1. General notes 1
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1.5 Separating cuts
Separating cuts affecting the fatigue strength of the body and
therefore also vehicle reliability and roadworthiness must be
made as instructed in the relevant Body Repairs workshop man‐
ual.
1.6 Body sub-parts and part sections
A “sub-part” is a section of a complete part (e.g. end section front
and rear), which is already cut to size when it is supplied by the
Parts Department.
– “Part sections” on the other hand must be cut to size from re‐
placement parts by the workshop itself. The methods to apply
in each case are described and illustrated in the workshop
manual on Body Repairs.
– As the use of “sub-parts”/“part sections” and special tools and
equipment has an influence on the time required, special tools
and equipment are listed separately in the description of repair
operations.
1.7 Original joint
The term “Original joint” refers to the joint which was made at the
time the vehicle was manufactured.
These joints must be restored when carrying out body repairs.
When doing this, ensure that no fewer than the standard number
of spot welds are made when carrying out repairs.
Repair methods and procedures which deviate from the original
joint are described in the appropriate Body Repairs workshop
manual.
1.8 Galvanised body parts
The use of fully galvanised panels ensures a high level of corro‐
sion protection for the body shell. To be able to maintain the
warranty guarantee against perforation rusting when performing
repairs, it is essential to comply with the procedures from
⇒ page 22 onwards.
WARNING
As the welding of galvanised sheet steel gives off toxic zinc
oxide in the welding fumes, the workshop must have efficient
ventilation and fume extraction, e.g. in the form of a welding
fume extractor -V.A.G 1586 A- .
1.9 Removing remaining material
If the damaged body part has been roughly cut out by making the
separating cuts shown in the relevant workshop manual, e.g. us‐
ing pneumatic hammer -V.A.G 1577- or pneumatic sabre saw V.A.G 1523 A- , most spot welds can be drilled out using the spot
weld breaker -V.A.G 1731- .
We also recommend using a parallel grinder and an angle grinder
to remove the weld joints which cannot be removed with the spot
weld breaker.
1.10 New parts
To provide corrosion protection, new parts which are no longer
accessible from inside once the repair has been completed (e.g.
side members) should be pre-painted from inside in the vehicle's
2 1. General notes
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body colour before they are welded in. It is advisable to mask
welding flanges when doing so.
1.11 Replacement parts
In order to keep the number of different parts to a minimum, many
replacement parts are only supplied as a “basic version”.
Examples:
• Roof for Audi A6 2005 ▸ without holes for roof rail
We recommend that the workshop makes its own “templates”
from damaged parts for such cases.
Example: Roof for Audi A6 2005 ▸ holes for roof rail:
• Use pneumatic sabre saw -V.A.G 1523 A- to cut side section
out of "old" roof, paying attention to significant contours, e.g.
part of recess (rain channel). Deburr cut edges and protect
with fabric-backed adhesive tape.
Place template in position before painting and allow for material
thickness of template when marking drill holes.
Check new replacement parts e.g. doors, bonnet and boot lid/
tailgate or wing panel for transportation damage before passing
them on to the paintshop. This avoids a second painting operation
which would become necessary if transportation or other damage
was not noticed until a later stage.
1. General notes 3
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2 Safety notes
2.1 Removing components
Before the centre of gravity of the vehicle is changed substantially
by removing components, the vehicle must be properly secured
to the lifting platform.
2.2 Battery, welding operations
Before starting welding work, always detach both battery clamps
and cover battery terminals.
Always remove the vehicle battery before performing any work
which may generate sparks in the vicinity of the battery.
WARNING
Switch on ignition before connecting battery.
On vehicles with an electronic ignition lock the ignition must be
switched on before removing the battery ⇒ Workshop manual:
Electrical system, repair group 27 .
There must be nobody in the vehicle when connecting the bat‐
tery!
2.3 Electronic control units
Connect the earth connection of the electric welding appliance
directly to the part which you are welding. When doing this, make
sure that there are no electrically insulating parts between the
earth connection and the welding point.
Earth connection and welding electrode must NOT make contact
with the electronic control units or the electrical wiring.
2.4 Procedure for electronic control units following accident repairs
After an accident, the electronic control units only have to be re‐
newed in the following case:
♦ The functional test shows: “Control unit defective”.
If electronic components (e.g. ABS control unit) were removed in
order to carry out repair work and have now been re-installed,
they must be checked according to the documentation available.
Use the tester to interrogate the fault memory and eliminate any
faults found.
2.5 Paintwork, glass, upholstery, trim pan‐
els
No other vehicles may be parked unprotected in areas used for
body repairs. (Risk of fire due to flying sparks and risk of damage
to battery, paintwork or glass of other vehicles).
2.6 Fuel tank and fuel pipes
Take extreme care when performing sanding and welding work
near the tank or other components carrying fuel. If in doubt, al‐
ways remove these components.
4 2. Safety notes
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2.7 Air conditioner
No welding, brazing or soldering may be performed on parts of
the charged air conditioner system. This also applies to any other
part of the vehicle if there is a risk that parts of the air conditioner
system could heat up. When performing paintwork repairs, the
vehicle must not be heated to more than 80° C in the drying booth
or preliminary heating zone, because heat causes a pressure in‐
crease which can burst the air conditioner system.
Note
The refrigerant must also be extracted from the circuit when arcwelding anywhere near the refrigerant hoses. Arc-welding emits
invisible ultraviolet rays which can penetrate the refrigerant hoses
and decompose the refrigerant.
Remedy:
Extract refrigerant from circuit ⇒ Workshop Manual: Air condi‐
tioner with refrigerant R134a .Only extract refrigerant if this is
necessary for safety reasons.
If vehicle repairs necessitate extraction of the refrigerant, take
care to avoid contact with liquid refrigerant or refrigerant vapours.
Wear rubber gloves to protect the hands and goggles to protect
the eyes! If the refrigerant comes into contact with unprotected
parts of the body it will cause frostbite.
WARNING
It is recommended that you always have an eye-bath ready for
use in case it is needed. If liquid refrigerant comes into contact
with the eyes, rinse the eyes thoroughly with water for about
15 minutes.
Then apply eye drops and consult a doctor immediately even
if the eyes are not causing any pain. The doctor must be in‐
formed that the frostbite was caused by refrigerant R134a.
If the refrigerant comes into contact with other parts of the body
despite compliance with safety measures, the part of the body
concerned must be rinsed immediately with cold water for at
least 15 minutes.⇒ Workshop Manual: Air conditioner with re‐
frigerant R134a
Although the refrigerant does not pose a fire risk, smoking is pro‐
hibited in rooms where there are refrigerant vapours. The high
temperature of a burning cigarette causes chemical decomposi‐
tion of the refrigerant gas. Inhaling the toxic products of decom‐
position can cause a dry cough and nausea.
2.8 Airbag system
Notes on servicing ⇒ Body Repairs; Rep. Gr. 69
When working on the airbag system and when performing
straightening work during body repairs the battery earth strap
must be disconnected.
2. Safety notes 5
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WARNING
Switch on ignition before connecting battery.
On vehicles with an electronic ignition lock the ignition must be
switched on before removing the battery ⇒ Workshop manual:
Electrical system, repair group 27 .
There must be nobody in the vehicle when connecting the bat‐
tery!
Airbag components must not be subjected to temperatures above
100° C even for a very brief period.
For further information refer to ⇒ Workshop Manual "General
body repairs, interior"
Airbag components must not come into contact with grease,
cleaning agents, oil or similar.
Airbag components showing signs of mechanical damage must
be renewed ⇒ Section with notes on disposal ⇒ page 13 .
Wash hands after touching airbag units which have been trig‐
gered.
2.9 Checking seat belts
WARNING
After an accident, the seat belt system must always be checked
systematically. If any damage is determined the customer must
be informed that the belt has to be renewed.
For further information refer to ⇒ Workshop Manual "General
body repairs, interior"
2.10 Working on vehicles with belt tensioners
WARNING
Belt tensioners which are triggered mechanically and do not
have a belt-fastened sensor (triggering lock) must be removed
before carrying out any cutting, straightening and/or dent re‐
moval work. In the case of belt tensioners which are triggered
electrically the battery earth strap must be disconnected.
For further information refer to ⇒ Workshop Manual "General
body repairs, interior"
Note
When the belt webbing is fully retracted, the belt-fastened sensor
(triggering lock) will prevent the belt tensioner (mechanical trig‐
gering) from being activated in an accident.
6 2. Safety notes
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WARNING
In the case of belt tensioners with belt-fastened sensor, the belt
webbing must NOT be pulled out during cutting, straightening
and/or dent removal work. Before carrying out any cutting,
straightening and/or dent removal work involving severe vibra‐
tion the belt tensioners with belt-fastened sensor must also be
removed.
For further information refer to ⇒ Workshop Manual "General
body repairs, interior"
2.11 Cutting, straightening and/or dent re‐
moval work on vehicles with airbag
When working on the airbag system and when performing
straightening work during body repairs the battery earth strap
must be disconnected.
WARNING
Switch on ignition before connecting battery.
There must be nobody in the vehicle when connecting the bat‐
tery!
Notes on servicing ⇒ Body Repairs; Rep. Gr. 69
2.12 Removing seats with side airbag
WARNING
Always observe the notes on safety when removing seats.
The notes on safety are included in the appropriate Workshop
Manual for ⇒ General body repairs, interior, repair group 69.
2. Safety notes 7
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3 Anti-corrosion measures
3.1 Anti-corrosion protection
Corrosion protection as provided when vehicle leaves the factory
must be restored after repairs, using materials which have been
approved by the vehicle manufacturer.
3.2 Long-term body protection
– The inside of new parts must be painted with a topcoat before
the parts are welded in.
– Bright metal areas must be primed immediately following re‐
pairs (corrosion protection primer ALN 002 003 10 or ALK 007
003 10).
– Holes must always be deburred.
– Always apply welding primer (D 007 500 04) to both sides of
welding flanges.
– Prime inside and outside of seam areas prior to sealing.
– Sealing compound must only be applied to primed panel sec‐
tions.
– Make sure you seal overlaps and edges of metal panels, butt
joints, welding seams etc. completely using sealing com‐
pound.
– Restore paintwork.
– Restore underseal using long-life underseal material.
– All cavities in the repaired area must be sealed after applying
topcoat.
– Separating cuts (e.g. in side panel) must be fully sealed.
– After the cavity protection material has dried clear the water
drains.
3.3 Notes on warranty
• 3 years against paint defects, applies to Audi passenger ve‐
hicle bodies built from 25.03.83 onwards
• 6 years against rust perforation, applies to Audi passenger
vehicle bodies built from 07.03.79 onwards
• 12 years against perforation rusting for all Audi vehicles built
from model year 1998 onwards
3.4 Electrolytic galvanisation
During electrolytic galvanisation the sheet steel runs past zinc
anode plates (positive electrodes) as a cathode.
The gap is filled with electrolyte - an acidic, electrically conductive
fluid containing zinc ions.
This is therefore an electrochemical process by which zinc is dis‐
solved and applied to the sheet steel with the help of an electric
current.
8 3. Anti-corrosion measures
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The result is a very even and fine, weakly structured zinc layer
which can be processed further, for instance cut, pressed, wel‐
ded, primed and painted.
3.5 Hot-dip galvanisation
During hot-dip galvanisation the sheet steel runs through an ap‐
proximately 450° C hot molten zinc bath. The sheet steel surface
is covered by an extremely thin zinc-iron alloy which acts as an
“adhesion promoter” for the pure zinc layer, which ultimately has
a thickness of about 10 µ on each side.
Body parts should not exhibit the spangles typically generated by
hot-dip galvanisation and various methods such as re-rolling are
therefore employed to minimise this effect.
Concealed parts of floor groups, door pillars and stiffening panels
are hot-dip galvanised on both sides.
3. Anti-corrosion measures 9
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4 Notes on disposal
4.1 Active environmental protection at the
factory
The disposal must, of course, already be taken into consideration
during production. At Audi the following measures are taken:
• Chlorofluorocarbons (CFCs) are no longer used, or are only
used to a limited extent, for instance in soft foam propellants
(e.g. for seat upholstery), in separating agents in the manu‐
facture of plastic parts and cleaning agents in the production
facilities.
• Use of solvent-free adhesives and production aids, thereby
considerably lowering emission levels (pollutant evapora‐
tions), as well as reducing odour nuisance and fogging on
glass surfaces
• Use of recyclable materials for plastic parts such as:
• Bumper covers
• Dash panel
• Engine cover panel and the like
• Items already being manufactured from recycled plastic:
• Wheel housing liners
• Luggage compartment floor covers
• Soundproofing mats etc.
• Use of materials suitable for recycling and reduction of the
• Designs suitable for recycling (simple removal)
number of different types
4.2 Recycling means:
– Avoiding pollutants
– Reduction of refuse
– Saving raw materials
4.3 The basic rules for environmental pro‐
tection are:
Avoid rather than reduce
Reduce rather than recycle
Recycle rather than dispose
4.4 Recycling
As an important contribution to reducing the impact on the envi‐
ronment, certain plastic parts are made from reusable (recycla‐
ble) or already reprocessed -recycled- raw materials.
The recycling concept employed must be kept as simple as pos‐
sible, right down to the logistics for aftersales and the recycling
companies.
Voluntary measures taken to facilitate recycling
– The removal of the parts has already been simplified in the
way they are designed.
10 4. Notes on disposal
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– The range of plastic parts has been reduced.
– Plastic parts are already marked by the manufacturer in ac‐
cordance with VDA-260.
With the help of this material designation (standard coding) the
parts can be collected separately by types of material and can
then be passed on to be processed further by the manufacturer
or a recycling company.
The designation coding comprises:
♦ Manufacturer abbreviation
♦ Part number
♦ Date of manufacture
♦ Material code
Example: > PP+ EPDM -T20-
This is a recyclable
♦ polypropylene -PP
♦ elastomer-modified -EPDM
♦ talc-reinforced -T20-
4.5 Plastics
Table 1
Examples of base polymers commonly used in the automotive
industry (thermoplastics and thermosetting plastics), abbrevia‐
tions according to DIN 7728 / ISO 1043
Abbreviation Designation
ABS Acrylonitrile-butadiene-styrene copolymer
EP Epoxy resin
PA 6 Polyamide with 6 C-atoms in monomer unit
PA 11 Polyamide with 11 C-atoms in monomer unit
PA 12 Polyamide with 12 C-atoms in monomer unit
PA 66 Polyamide with 2 monomer units with 6 C-atoms each
PBT Polybutylene terephthalate (linear polyester)
PES Polyether sulphone
PET Polyethylene terephthalate
PC Polycarbonate
PE Polyethylene
PF Phenol-formaldehyde resin
PMMA Polymethyl methacrylate
POM Polyoxymethylene, polyacetal
4. Notes on disposal 11
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Table 1 (continued)
Abbreviation Designation
PP Polypropylene
PPE Polyphenylene ether
PPS Polyphenylene sulphide
PTFE Polytetrafluoroethylene
PUR Polyurethane
PVC Polyvinyl chloride
SAN Styrene-acrylonitrile copolymer
Table 2
Examples of abbreviations according to DIN 7728 / ISO 1043
commonly used in the automotive industry for fillers and reinforc‐
ing materials
Abbreviation Designation
GF Glass fibre
GM Glass mats
GB Glass spheres
T Talc
M Mineral reinforcement
WD Wood flour
Table 3
- Examples of elastomer base polymers commonly used in the
automotive industry, abbreviations according to DIN-ISO 1629:
Abbreviation Designation
ACM Copolymers from ethylacrylate or other acrylates with a small percentage of a monomer
to facilitate vulcanisation
AU Polyesterurethane-caoutchouc (Indian rubber)
BR Butadiene-caoutchouc (Indian rubber)
CSM Chlorosulphonated polyethylene
CR Chloroprene-caoutchouc (Indian rubber)
EPDM Terpolymers of ethylene, propylene and a diene, with unsaturated diene component in the
side chain
ECO Copolymers of ethylene oxide (oxirane) and chloromethyl oxirane (epichlorhydrin)
FPM Caoutchouc with fluorine, fluoroalkoxy-groups on the polymer chain
MVQ Silicon caoutchouc with methyl and vinyl groups on the polymer chain
NBR Acrylnitrile-butadiene-caoutchouc
NR Isoprene-caoutchouc (natural caoutchouc)
SBR Styrene-butadiene-caoutchouc
4.6 Disposal
To enable vehicle components to be fed into a recycling circuit
following repairs or servicing, it is prerequisite that Audi dealers
collect and sort materials according to types.
The components must be sorted by the following material groups:
12 4. Notes on disposal
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– Sheet steel or ferrous material (“steel scrap”) → scrap dealer
and shredder company
– Aluminium → engine reconditioning, Kassel; scrap dealer or
specialised engine scrap dealer
– Tyres → in some cases for retreading
– Plastics → PP bumper presently via VW, Audi collection logis‐
tics; further plastic recycling is being prepared
– Batteries → existing recycling circuit via regional disposal com‐
panies
– Used oil → disposal system is in place
– Brake fluid → material recycling system is being prepared
– Coolant → material recycling system is being prepared
– Refrigerant → disposal system is in place
– Refrigerant oil for R 12 → as for engine oil, refrigerant oil for R
134a → material recycling system is being prepared
– Oil-filled dampers, e.g. bumper dampers → release oil and dis‐
pose of via existing disposal system
– Gas-filled dampers, e.g. gas-filled struts → release gas, collect
oil escaping and dispose of via existing disposal system
– Separate different types of material to enable type-sorted re‐
cycling. For example remove tyres from rims and ensure
separate disposal.
4.7 Airbag
WARNING
Scrapping airbag units which have not been ignited poses a
safety risk.
Disposal of pyrotechnic components
Non-ignited pyrotechnic components
Non-ignited pyrotechnic components (e.g. airbags, seat belts, py‐
rotechnic battery circuit breakers) must be disposed of in original
packaging and in accordance with national regulations.
Please contact your importer or regional office if you require fur‐
ther information.
Pyrotechnic components
Pyrotechnic components ignited in an accident can be disposed
of together with commercial refuse.
WARNING
This does not apply to belt tensioners which are Wankel-pow‐
ered. These must be disposed of in the same way as nonignited pyrotechnic components (e.g. airbags, seat belts,
pyrotechnic battery circuit breakers). Reason: The workshop
does not have the means to check whether the Wankel-pow‐
ered belt tensioners have ignited fully (in all ignition stages).
4. Notes on disposal 13
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4.8 Protection against contact corrosion
Aluminium/magnesium and steel joints
Note
♦
The following corrosion protection measures must be ob‐
served when joining aluminium or magnesium and steel. You
must use protective film on the bolted joints between alumini‐
um and steel or magnesium and steel on the
♦
wing panel,
♦
bonnet,
♦
doors
♦
and tailgate/boot lid.
♦
When bolting aluminium or magnesium to steel you must AL‐
WAYS use coated bolts. These bolts must NEVER be used
more than once.
♦
Non-metallic fastening or sealing elements (door seals, tail‐
gate/boot lid seal) between two different metals must not be
electrically conductive.
♦
For special procedures please refer to the appropriate repair
group in the relevant Workshop Manual.
14 4. Notes on disposal
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5 Expanded foam inserts
Caution
The expanded foam inserts expand only after reaching 180° C.
For this reason, an additional filler foam is used when perform‐
ing repairs.
Filler foam required for repairs: D 506 000 A2.
Installing replacement expanded foam inserts:
The foam D 506 000 A2 must be applied before fitting the re‐
placement part.
The foam hardens within 25 minutes.
Do not weld within 15 mm of the foam insert (on either sides).
After painting the vehicle the repaired area must be cavity-sealed.
5. Expanded foam inserts 15
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6 Explanation of symbols
6.1 Symbols for welding operations
- 1 - RP spot-weld seam (single row) RP = spot welding
- 2 - RP spot-weld seam (double row)
- 3 - RP spot-weld seam (double row offset)
- 4 - SG plug weld seam SG = shielded arc welding
- 1 - SG stepped seam (stitch seam)
- 2 - SG continuous seam
- 3 - SG continuous seam (staggered - with gaps)
- 4 - Brazing
6.2 Symbols for work procedures
Grinding
– In order to strip material off a welding seam using a grinder.
Note
The weld seams must only be ground in such a way that the
thickness of the outer panels is not reduced at all or only to a very
limited degree.
Joddling
– for overlap welding.
Punching holes
– for subsequent SG plug welding
Drilling
16 6. Explanation of symbols
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– for subsequent SG plug welding or drilling out spot welds
(original joint).
Grinding
♦ Remove paint from places which are difficult to access (e.g.
inside of roof frame) using wire brush -VAS 5182- .
6.3 Cavity sealing
Bonding
Sealing
6. Explanation of symbols 17
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7 Body - Bonded joints
Bonded joints
The following procedure is used for repairs on bonded joints:
Cutting:
– Roughly cut out roof to gain access to bonded joint.
– Use oscillating cutter blade to cut through bonded joint.
Types of bonded joints
Bonded joints and spot-welded bonded joints are being used in‐
creasingly at the factory, as they help to improve body rigidity and
strength. The following distinction is made:
Adhesive-bonded joints
In the case of adhesive-bonded joints, the joint between the sheet
metal parts is formed only by the adhesive.
The distance between the bonding surfaces should not be less
than 2 mm or more than 4 mm. The bonding surfaces may have
to be aligned.
Repair measures
– The bonded joints are restored using the materials indicated
in the Workshop Manual or Parts catalogue.
Spot-welded bonded joints
In spot-welded bonded joints an electrically conductive adhesive
is used between the panels, which allows good root penetration
for spot welding.
The distance between the spot-welding/bonding surfaces should
not exceed 1 mm. The bonding surfaces may have to be aligned.
18 7. Body - Bonded joints
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The welding current must not be increased for spot-weld bonding
operations. The pre-press period must be extended to about 30
– 50 cycles because of the displacement of the adhesive. Always
use a fume extractor.
Repair methods when replacing parts
Adhesive DA 001 730 A21 in conjunction with pneumatic glue gun
-V.A.G 2005- B is used as a substitute for the spot-weld adhesive.
Instructions for use
For simultaneous bonding and welding the procedures differ as
follows depending on type of welding (spot welding, shielded-arc
welding):
RP spot welding and bonding
When spot welding and bonding in repair cases, all spot-welded
and bonded joints made by the factory are replaced.
In the event of welding problems, e.g. if only the outer panel is
replaced on a three-layer panel joint, the spot welds are posi‐
tioned on the “old” spot welds.
Shielded-arc welding and bonding (if spot welding not possible)
If a bonding area is not accessible with an RP spot welding ap‐
pliance, apply a shielded-arc plug weld seam instead.
In such cases no adhesive is used in order to maintain the welding
quality. Distance between SG plug welds: 15 mm.
Shielded arc welding
The welding wire SG 2 is suitable for all types of steel.
For exceptions refer to the appropriate workshop manual, repair
group 00.
On vehicles with ultra-high-strength steel, spot weld devices with
inverter must be used (refer to catalogue for workshop equipment
and special tools).
Welding fume extraction
When spot welding in conjunction with spot weld adhesive, use
the normal extraction system which is employed for welding
galvanised panels.
Preparation
The body panels which are to be welded must be adapted to fit
before applying the adhesive.
When spot welding, the adhesive is dispersed over the bare metal
weld flanges, thus providing corrosion protection.
The bonding surfaces in the welding area must be free from pri‐
mer and remaining adhesive as well as dust and grease.
We recommend using vacuum suction blaster -VAS 6216- .
Supplementary work
– Wipe off adhesive emerging from joint.
– Corrosion protection measures ⇒ Surface Treatment / Chem‐
ical Materials Manual
– Painting ⇒ Surface Treatment / Chemical Materials Manual
Instructions for using DA 001 730 A1 / A2
♦ If adhesive comes out on both sides over the full length of the
joint, this indicates that sufficient adhesive has been applied.
7. Body - Bonded joints 19
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permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.
General InformationBody Repairs, General Body Repairs - Edition 10.2007
♦ For large parts, e.g. roof, the assistance of a second person
is required as otherwise adhesive will dry before work is com‐
pleted.
♦ Ensure the openings of the double cartridge are clean before
fitting the mixing nozzle. With mixing nozzle firmly in position,
press out an approx. 5 cm long bead and then apply adhesive
to bonding surface.
♦ In the event of interruptions lasting up to 30 minutes, press out
and discard an approx. 10 cm long bead to ensure that new
material is properly mixed. If work is interrupted for longer than
30 min. you must renew the mixing nozzle.
♦ Adhesive must cure before performing further surface work.
Curing time: 20° C ≈ 8 h; 80° C ≈ 20 min.
Special tools and workshop equipment required
♦ Pneumatic glue gun -V.A.G 2005 -
♦ 1x 37 ml cartridge is sufficient for a flange length of approx. 4
m.
♦ Pneumatic glue gun -V.A.G 2005 B-
♦ 1x 50 ml cartridge is sufficient for a flange length of approx.
5.50 m.
20 7. Body - Bonded joints
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by AUDI AG. AUDI AG does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by AUDI AG.
General InformationBody Repairs, General Body Repairs - Edition 10.2007
8 Sheet steel repairs
8.1 Extra-high-strength body panels
Extra-high-strength steel body panels are increasingly being used
for Audi vehicles. For an overview of the areas in which these
steel panels are used refer to the illustration in the Body Repairs
workshop manual, repair group 00.
What are extra-high-strength steel panels?
They look the same as normal steel panels, but they have a higher
yield point than standard steel body panels due to the different
alloys which are used. In other words, when there is an equal
impact on the panel, the dent in an extra-high-strength steel body
panel will not be as deep as that in a standard steel body panel.
What has to be observed when removing dents?
Dents can be removed with the usual tools. Due to the greater
buckling strength, there is more bounce, so that more force may
be necessary. Material may rupture when kinks are re-formed.
What has to be observed when straightening panels using an
alignment jig or hydraulic press?
Due to the greater bounce of extra-high-strength steel, it has be
overstretched even more than standard steel to reach the desired
position. However, the greater force applied also increases the
stress placed on those parts made of standard steel which are
welded to the extra-high-strength steel parts. Additional anchor‐
ing is required to prevent the standard steel yielding or rupturing.
WARNING
♦ If extra-high-strength steel is overstretched, it will sudden‐
ly extend to a length greater than that required!
♦ For reasons of safety, it is not permitted to heat up extra-
high-strength body steel to reshape it. In this respect it is
no different to standard body steel!
♦ It is permissible to weld ultra-high-strength steel in ac‐
cordance with the Workshop Manual using the specified
separating cuts and welding methods.
What has to be observed when painting?
Extra-high-strength steel will expand if it is heated too quickly by
a radiant heater/drier. If, however, the panel is permanently con‐
nected by means of spot welds or bonding to reinforcing backing
elements, dents will form at these points and remain visible even
after cooling down. Radiant heaters/driers must therefore always
be turned up to full power gradually. Drying in a drying booth does
not present any problems.
What are ultra-high-strength hot-formed steel panels?
As the name suggests, these are steel panels which have been
hot-formed (at temperatures between 900 °C and 950 °C). A spe‐
cial cooling process in the forging tool provides the steel panels
with a high strength (quenched steel).
Using ultra-high-strength hot-formed steel panels makes it pos‐
sible to reduce the vehicle body weight without a loss of body
strength.
8. Sheet steel repairs 21
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