D4B804F70E0-Body Repairs General Body Repairs

Service
General InformationBody Repairs,

General Body Repairs
Edition 04.2016
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.
Service Department. Technical Information

Service
Repair Group
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 © 2016 Seat S.A D4B804F70E0

General InformationBody Repairs, General Body Repairs - Edition 04.2016
Contents
1 General instructions for body repair works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 Diagnosis of accident vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Diagnosis and assessment of body damages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 General notes on body repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.4 Consequences of poor quality of repair work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.5 Warranties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.6 Separating cuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.7 Cuts and body sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.8 Conditions in which body and / or parts are adjusted for painting . . . . . . . . . . . . . . . . . . . . 4
1.9 Original joint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.10 Galvanised body parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.11 Removing remaining material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.12 New parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.13 Replacement parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.1 Collective protection elements of the body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2 Collective protection in the bodywork areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.3 Disassembly of components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.4 Battery, welding operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.5 Electronic control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.6 Procedure for electronic control units following accident repairs . . . . . . . . . . . . . . . . . . . . 7
2.7 Paintwork, glass, upholstery, trim panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.8 Fuel tank and fuel pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.9 Air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.10 Cutting, straightening and/or dent removal work on vehicles with airbag . . . . . . . . . . . . . . 9
2.11 Checking the safety belts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.12 Working on vehicles with belt tensioners . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.13 Removing seats with side airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3 Body construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.1 Tailored Blanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2 Types of steel used for the body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4 Anti-corrosion measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.1 Anti-corrosion protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2 Electrolytic galvanisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.3 Hot-dip galvanisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.4 Sealing compound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.5 Underseal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.6 Cavity wax . .by. copyright.
Protected . . . . . .Copying
. . . . for
. .private
. . . .or.commercial
. . . . . . purposes,
. . . . . .in.part
. . or. .in.whole,
. . . is. .not. . . . . . . . . . . . . . . . . . . 15
4.7 Weldable primerespect to the correctness of information in this document. Copyright by SEAT. S.A.
coats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....................... 15
4.8 Vibration insulation mats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

4.9 Noise insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.10 Long-term body protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.11 Warranty information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
5 Body - Bonded joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.1 Bonded joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.2 Joints using adhesive and resistance spot welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.3 Inspecting and repairing bonded joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5.4 Repair methods for replacing body parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.5 Cutting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
5.6 Bonding procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
6 Meaning of the symbols used for the description of operations . . . . . . . . . . . . . . . . . . . . . . 22
7 Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
7.1 General devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Contents i
7.2 Haul-off device for weld spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

7.3 Welding and traction machines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.4 Application guns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
7.5 Measurement equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7.6 Workbenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
8 Equipment to cut out - separate parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
9 Complete replacement / partial replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
9.1 Complete replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
9.2 Partial renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
10 Joining techniques used in manufacture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
10.1 Laser welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
10.2 MIG-brazing welding (CuSi3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
11 Sheet steel repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
11.1 Repair techniques for body sheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
11.2 Steel parts of the body with higher elastic limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
11.3 Galvanised body parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
11.4 Joining techniques used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
12 Welding work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
12.1 Technical instructions for welding work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
12.2 Initial electric precautions before beginning welding work . . . . . . . . . . . . . . . . . . . . . . . . . . 49
12.3 Instructions on the resistance spot welding (RP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
12.4 The principal faults in resistance spot welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
12.5 Verification of the resistance points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
12.6 Electrode types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
12.7 Notes on inert gas welding (under a protective gas atmosphere) . . . . . . . . . . . . . . . . . . . . 53
12.8 The principal faults in inert gas welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
12.9 Types and applications of welding joints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
13 Straightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
13.1 Straightening Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
14 Plastic repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
14.1 General concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
14.2 Differentiating between types of plastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
14.3 Tools, equipment and products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
14.4 Repair process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
15 Repairing laminated glass panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
15.1 General concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
15.2 Repair Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
15.3 Tools, equipment and products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
15.4 Practical instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
15.5 Repair process . . . . . . . . . .permitted
. Protected
. . . .unless
. by
. .copyright.
.authorised
. . . . Copying
. by. .SEAT
. .for.S.A.
. . SEAT
. .or. commercial
private .S.A. .does
. . not
. purposes,
. guarantee
. . . . .in.orpart
.accept
. or. .in.any
. .liability
whole, . .is .not
.
with
94
ii Contents
1 General instructions for body repair

works
(EKAH000007; Edition 04.2016)
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 it can be as‐
sumed after an accident that the vehicle underwent a high force
effect, the following elements must be taken into consideration
regardless of the operational-test measurement to be carried out:
• Check steering gear and steering linkage for flawless function
from lock to lock. Visual check for deformations and cracks.
• Check for distortion or cracking of running gear and all running
gear components such as axle struts, suspension struts,
wheel bearing 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.
• Check motor and gearbox mounts, axes and exhaust system
for damages.
• 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 Diagnosis and assessment of body

damages
To accurately determine the scope of accident damage well-foun‐
ded technical knowledge and practical experience with testing
and measuring devices is needed.
The correct diagnosis of accident damage is possible only when
the repairing mechanic is in the position to estimate the effects of
the impact on the body structure. For example, in case of heavy
damage where the front cannot absorb and dissipate all of the
impact energy the interior is also used to absorb energy, whereby
the energy is transferred to the a-post and distributed
Protected from
by copyright. there.
Copying for private or commercial purposes, in part or in whole, is not
As a result, the roof and the lower spars.
Direct and indirect damage to the body must be differentiated.
Direct damages are distinct and are located directly in the impact
area, where they lead to bent and folded sheet steel as well as
distortion.
Indirect damages are not as easily detectable and could be loca‐
ted far away from the impact area. They result from misalignment
of sections that have not been directly affected by the external
force. It is extremely important to know the difference between
the two types of damage and how it came about, as a suitable
repair procedure can fix both types at once.
There can also be hidden damage in closed areas, e.g. behind
trims.
Note
Often the body components must be dismantled for correct diag‐

nostics, because the hidden damages cannot be seen otherwise.
1. General instructions for body repair works 1

Assessment of body damages includes both the visual check as

well as car body inspection.
1.2.1 Preliminary visual check

The preliminary visual check allows checking damages that are
detectable from the outside and estimating their extent.
The following aspects must be considered in the process:
• Movement and cracking of filler.
• Direction of damaged and undamaged components. Malad‐
justment of immovable parts (doors, wings and hatches).
Clearance deviation between symmetrical sides.
• Loose beads or weld spots.
• Peeling or cracks in the paint.
• Displacement of mechanical units from their normal positions,
appearance of clear areas that were covered before the dis‐
placement with fasteners.
• The check should be conducted outside the area of impact as
well. The distortion of the body can also occur in other areas
(roof, floor).
• Formation of folds or creases in longitudinal spars and elastic
elements.
• Formation of folds on the undercarriage inside and byoutside.
Protected copyright. Copying for private or commercial purposes, in part or in whole, is not
• Deformations, folds or water on the roof or in the pillar area.
• Use your hand to feel the deformations where they are not
visible (touch check).
1.2.2 Car body inspection

The inspection of the body consists of checking the diagonals
(engine bay, door sections and windscreen) and checking the
platform.
Check of the diagonals may result in detection of deformations
with respect to the vehicle's symmetry.
Check of the platform may result in detection of deformations of
the test points on the body base.
The specific body repair manual of the respective model will spec‐
ify the essential measurements for car body inspection.
If there is suspicion of body deformation, the inspections must be
carried out. Various processes and devices can be used to do
this.
Note
The manufacturers of measuring and adjusting equipment issue

data sheets for inspection of the respective vehicle using their
systems.
Using simple measuring devices such as e.g. a beam compass

the scope of damages can often be determined with a quick
measuring, without the costly dismantling works in order to install
the straightening rack.
2 1. General instructions for body repair works

Note
♦ In order to accurately assess the damage, in specific cases it

may be necessary to dismantle components such as e.g.
bumper or certain undercarriage lining.
♦ When the measured place is located in a round area or flange,
measurements must be taken in such a way that the result is
greater in comparison to the measured place found directly
opposite than the measure obtained for the entire curve.
1.3 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. Joining
techniques according to previous line-up can be used where pos‐
sible.
1.4 Consequences of poor quality of repair

work
Work carried out for bodywork repairs generally have a consid‐
erable effect to the structure of the bodywork. The corrosion
protection (sealing compound, hollow space protective wax,
noise insulation, etc.) are seriously affected and have to e re‐
newed.
In order for the quality of the vehicle not to be affected by low-
quality repairs, all repairs executed must be inspected during and
after the maintenance.
To ensure quality of repairs, it is not enough to check the vehicle
when handing it over. Workflows should be checked more often.
For this, the repair workflow must be divided into several seg‐
ments, and checkpoints must be defined and observed. For ex‐
ample: end of works on the body; end of painting; end of final
assembly; function testing and handover of the vehicle.
After repair works on the body the following points must be veri‐
fied:
• The repair area must look as in the original state.
• The alignment of metal parts (welded and screwed parts).
• Positioning of immovable parts (doors, hoods, windows).
• The surface of welded seams.
• The condition of areas with anti-corrosives, sealants, sound
insulation etc.
• Quality of paint in the repaired area.
Upon conclusion of body repairs it must be ensured that the ve‐
hicle involved in an accident has been restored both aesthetically
and functionally.
Recommendations ofcorrectness
respect to the the vehicle manufacturer
of information must
in this document. be observed
Copyright by SEAT S.A.
in all inspections. Only this way it can be ensured that the quality
of the vehicle does not depreciate from low-quality repairs.
1.5 Warranties
To be able to claim warranty for repairs, the repair works must be
carried out according to manufacturer's instructions by professio‐
nally qualified personnel.

1.6 Separating cuts
WARNING
Cross cuts that have an effect on the structural stability of the

body and thus on the passive safety, vehicle's function and
handling must be conducted according to instructions of the
corresponding repair manual for body repairs.
1.7 Cuts and body sections

“Replacement parts” or “blanks” are parts, that are delivered and
already tailored from the replacement parts department, i.e. lay‐
outs of loose parts (e.g. head piece in the front and back). “How‐
ever, partial elements” are those that must be cut from the spare
parts.
WARNING
The instructions and methodology described in the repair

manual⇒ Body Repairs; Rep. gr. must be complied with.
Note
Since the application of “cut parts” and “cuttings” and employment

of special tools affect the job time, the special tool is accounted
for separately in the repair procedure.
1.8 Conditions in which body and / or parts

are adjusted for painting
Before passing a repaired vehicle or part for painting the repaired
or flattened and, if necessary, primed surface must be prepared
for painting with sandpaper grain size P80 to P100.
Note
This preparation work is bythe work of the

S.A panel beater orand isany
in‐liability with
permitted unless authorised SEAT S.A. SEAT does not guarantee accept
cluded in the estimated
respect repair
to the correctness time. in this document. Copyright by SEAT S.A.
of information
1.9 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. In
the process, take care that the factory-made serially produced
quantity of welding points in the case of repairs may not be less
than the minimum amount.
The different methods and procedures for the original joint are
covered in the appropriate repair manual⇒ Body Repairs; Rep.
gr. .
1.10 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
4 1. General instructions for body repair works

repairs, it is essential to comply with the procedures from

⇒ page 46 onwards.
WARNING
As the welding of galvanised sheet steel results in toxic zinc

oxide in the welding fumes, the workshop must have an effi‐
cient ventilation and fume extraction by means of suitable
extraction systems, e.g. a mobile exhaust hood unit.
1.11 Removing remaining material

If the damaged metal part is cut out roughly in the cutting section
shown in the respective Workshop Repair Manual, e.g. with the
Pneumatic hammer or the Pneumatic saw, most spot weld joints
can be separated using the Pneumatic punch.
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.
1.12 New parts

For anti-corrosion, new parts whose inner side is accessible after
repairs (e.g. lower spar) must be painted on the inside with car
colour before welding.
1.13 Replacement parts

Replacement parts are delivered in many cases only in their “ba‐
sic version” to reduce the number of parts.
Check new replacement parts e.g. doors, bonnet/tailgate 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 oth‐
er damage was not noticed until a later stage.

2 Safety instructions
2.1 Collective protection elements of the

body
For safety reasons it is essential to maintain the work area ac‐
cording to the collective protection directives.
• Always clearly signal dangerous work zones
• Always carry out cutting and welding work in separate and
well-ventilated areas
• In areas close to welding and cutting work no vehicle should
be left unprotected
• Use direct extraction units with suction funnels joined to flexi‐
ble tubing.
• To correctly isolate the area where welding is to be carried out,
use fireproof, anti-reflective panels or curtains capable of ab‐
sorbing any radiations produced.
• Always have the correct fire extinguisher near to the work area
due to the fire risk.
• Always ensure that the vehicle is correctly balanced when a
twin column elevator is used
• Ensure that the normal periodic revision of all the installations
is carried out.
• Windows, trims or upholstery should always be covered with
fireproof blankets to prevent damage from sparks when car‐
rying out welding work in the vicinity.
DANGER!
Only for vehicles with LPG drive

When performing welding, cutting, separating or drilling work
in the immediate vicinity of gas-carrying components, these
components must be removed or securely permitted
covered.
unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
See safety measures regarding the drying of vehicles with LPG
drive ⇒ Painting instructions .
2.2 Collective protection in the bodywork

areas
For safety reasons, the use of the following protection equipment
is essential:
• Use protective glasses against particle impacts, the action of
fumes and dust, splashing of liquids, irritating gases, danger‐
ous radiation.
• Use protective ear muffs during work where very high-intensity
noise is produced; ear plugs are used when work being carried
out generates a continuous medium-intensity noise.
• Use reinforced safety shoes, non-slip outsoles, safety inserts
and shock-absorbing reinforcements on ankles and instep.
• Gloves, sleeves and leather cuffs.
• Latex or vinyl gloves always while working with polyurethane,
fillers or resins.
6 2. Safety instructions
• Use the appropriate type of mask for operations generating

particles and / or liquids.
• Do not wear rings, bracelets or a watch while carrying out this
type of work.
• Work clothes must be fire resistant, tightly fastened, folds and
pockets should be eliminated or come with protective flaps so
they do not trap hot projections.
DANGER!
Due to the fact that most of the bodywork plates in the vehicle
are galvanised for welding operations, there must be sufficient
workstation ventilation and gas extraction using the appropri‐
ate ventilation system, for example a mobile exhaust unit.
2.3 Disassembly of components

Before the centre of gravity of the vehicle is changed substantially
by removing the components, the vehicle must be secured safe
to the lifting platform.
2.4 Battery, welding operations

Prior to implementing the welding operations, both battery poles
are generally disconnected and uncovered.
The battery must always be removed prior to work that causes
sparks near to the battery.
WARNING
Switch on ignition before connecting battery.

For vehicles with electronic ignition, the ignition must be
switched off before removal ⇒ Electrical system; Rep. gr. 27 ;
Battery; Disconnecting and connecting battery .
There must be nobody in the vehicle when connecting the bat‐
tery!
2.5 Electronic control units

Connect the earth connection from the welding equipment directly
to the piece to be welded. When doing this, make sure that there
are no electrically insulating parts between the earth connection
and the welding point.
Electronic control units and electrical wiring must not touch the
earth connection or the welding electrode.
2.6 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:
• “Control unit defective” is displayed during the function test.
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. Safety instructions 7
2.7 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).
2.8 Fuel tank and fuel pipes

Extreme care is taken when performing sanding and welding work
near the tank or other components carrying fuel. If in doubt, al‐
ways remove these components.
2.9 Air conditioning

Do not weld, braze or soft-solder any parts of the charged air
conditioning system. This also applies to welding and soldering
work on the vehicle if there is a danger of air conditioner compo‐
nents becoming hot. When performing paintwork repairs, the
vehicle must not be heated to more than 80 ℃ in the drying oven
or the preliminary heating zone, because heat causes a strong
pressure increase in the facility, which can burst the air condi‐
tioner system.
Note
The refrigerant must also be extracted from the circuit when arc-
welding anywhere near the refrigerant hoses. Arc-welding emits
invisible ultraviolet rays which can penetrate the refrigerant hoses
and decompose the refrigerant.
Solution:
Empty coolant circuit ⇒ air conditioning system with R134a cool‐
ant; Rep. gr. 00 ; Working with the air conditioning system service
station The system is only to be drained if this is necessary for
safety measures.
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
We recommend that a bottle with liquid is kept at hand in case

your eyes need to be rinsed. IfProtected
refrigerant comes
by copyright. into
Copying contact
for private or commercial purposes, in part or in whole, is not
with your eyes, rinse thoroughly withunless
permitted plenty of water
authorised 15S.A.
by SEAT minutes
SEAT S.A does not guarantee or accept any liability with
long. respect to the correctness of information in this document. Copyright by SEAT S.A.
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. ⇒ Air conditioning system with R134a cool‐
ant; Rep. gr. 00
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.
2.10 Cutting, straightening and/or dent re‐

moval work on vehicles with airbag
Repair instructions⇒ General body repairs, interior; Rep. gr. 00 ;
precautions on safety when working on pyrotechnic components .
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. For vehicles with

electronic ignition, the ignition must be switched off before re‐
moval ⇒ Electrical system; Rep. gr. 27 ; Battery: Disconnect‐
ing and connecting battery .
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.
Additional information⇒ General body repairs, interior; Rep. gr.
00 ; precautions on safety when working on pyrotechnic compo‐
nents .
Airbag components must not come into contact with grease,
cleaning agents, oil or similar.
Airbag components showing signs of mechanical damage must
be renewed
Wash hands
respect after touching
to the correctness airbag
of information units which
in this document. Copyrighthave
by SEATbeen
S.A. trig‐
gered.
2.11 Checking the safety belts
WARNING
After an accident, the seat belt system must always be checked

systematically. If damage is detected at a checkpoint, the cus‐
tomer should be advised of the need to change belts.
Additional information⇒ General body repairs, interior; Rep.
gr. 00 ; precautions on safety when checking safety belts .
2.12 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.
Additional information⇒ General body repairs, interior; Rep.
gr. 00 ; precautions on safety when working on pyrotechnic
components .
2. Safety instructions 9
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.
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.
Additional information ⇒ General body repairs, interior; Rep.
gr. 69 ; Seatbelts .
2.13 Removing seats with side airbag
WARNING
Always observe the notes on safety when removing seats.
The safety instructions are provided in the appropriate repair

manual of the vehicle type ⇒ General body repairs, interior; Rep.
gr. 00 ; precautions on safety;
Protected by copyright. Copyingadditional safety instructions
for private or commercial forin whole, is not
purposes, in part or
side airbags . unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
permitted
3 Body construction
The body construction is a self-supporting structure that supports
itself and the mechanical elements, and resists static and dy‐
namic loads.
When constructing the bodywork, the safety of the passengers is
placed in the foreground. This is why different rigidity areas are
intended for the areas of the bodywork. The bodywork surround‐
ing the interior has a very high rigidity and the front and rear
frames are equipped with stepped deformable zones for absorb‐
ing the energy of the impact.
The different materials and the construction engineering technol‐
ogies of the self-supporting bodywork ensure that a stepped
deformation occurs on the front as well as the rear part of the
bodywork in case of a collision. In this way the interior stays intact
and the passengers are not trapped.
The self-supporting body has the following advantages:
• Weight reduction.
• Lower centre of gravity.
• Defined deformation behaviour of front and back side.
• Possibility of serial production with efficient production engi‐
neering.
The self-supporting body is completed with immovable parts (win‐
dows and hoods).
The self-supporting bodywork has been constructed so that all
elements interact with each other to withstand the forces acting
upon the vehicle. However, a difference can be made between
structural elements and the exterior panels.
The structural elements have structural tasks and must be re‐
paired in case of damage to the straightening rack.
The exterior panels only have an aesthetic and covering function.
3.1 Tailored Blanks

Certain parts, such as the longitudinal member can be manufac‐
tured from plates that have different sizes. These plates are
connected by laser welding before drawing and are then punched
into the desired shape. These parts are designated as custom
made punched parts or as Tailored Blanks.
The goal of these parts is to optimise the mechanical features in
each area of the part, whereby the structural task is improved and
together with weight reduction guarantees very progressive and
effective
Protected byenergy absorption
copyright. Copying process.
Such parts are usually used for front side beams, the passenger
compartment floor and the door frames.
Note
♦ It must be taken into consideration for tailored blanks that there

are areas with various material strengths, wherefore the areas
with lower strength are deformed more.
♦ In case of tailored blanks, no cuts or welding works can be
carried out in the area of laser welded seams (connections of
different material strengths).
3. Body construction 11
3.2 Types of steel used for the body

Steel is the alloy of iron and carbon with less than 1.7 % carbon
content. It may contain other alloy elements that define the steel
family such as e.g. nickel, manganese, phosphorus, silicon,
chrome etc. in very low percentage.
There is a multitude of steels, each with its own composition and
different properties.
Based on broad mechanical properties, which are variable de‐
pending on the production process and can be adapted to specific
use, the steel is used to produce the body.
The steel can be subjected to various thermal and mechanical
treatments, which change or improve the properties of the re‐
spective steel.
Various types of steel are used for SEAT bodies.
Steel type Elastic limit (Mpa) Steel
Conventional stamp steel < 160
High-strength steel 160 - 220 Bake Hardening
Micro-alloyed (high elastic limit)
Phosphor coated
Very high strength steel 420 - 950 Two phase (DP)
Multi-phase (TRIP)
Ultra high strength steel 420 - 1200 Complicated phase (CP)
Martensitic steel (MS)
Hot-rolled steel (boric steel)
Note
♦ Parts that are made from very high strength steel or ultra high
strength steel, special drills such as the milling device for ultra
high strength steel with a diameter of 8 mm or 10 mm, de‐
pending on the diameter, are needed to drill out or break the
welding points.
♦ Repairs may only be made according to the manufacture in‐
structions in the respective repair manual. Ultra high strength
and hot-formed body panels may only be repaired using mod‐
ern inverter
Protected technology,
by copyright. otherwise
Copying for private the purposes,
or commercial optimum passenger
in part or in whole, is not
protection after repairs is not possible.
12 3. Body construction
4 Anti-corrosion measures
To protect the steel plate against possible oxidation, different cor‐
rosion protection measures have been resorted to during the
production.
A surface coating is applied to the steel before forming the part.
The most common material used for this surface coating is zinc.
The usual types of coatings are hot-dip galvanising and electro‐
lytic zinc coating.
Note
The process used for coating does not affect the repair flow in any
way. In both cases the repair specifications in the repair manual
should be observed.
Following the composition of the bodywork, other anti-corrosive

products, such as sealants, underbody protector and cavity wax,
are also applied.
Note
When these anti-corrosive products are affected in an accident or

during repairs they must be replaced.
4.1 Anti-corrosion protection

The original anti-corrosion protection must be re-established fol‐
lowing repairs using materials specified by the manufacturer.
4.2 Electrolytic galvanisation

During electrolytic galvanisation the sheet steel runs past zinc
anode plates (positive electrodes) as a cathode.
The gap is filled with electrolyte - anauthorised
permitted unless acidic, by
electrically conductive
SEAT S.A. SEAT S.A does not guarantee or accept any liability with
fluid containing zinc ions. respect to the correctness of information in this document. Copyright by SEAT S.A.
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.
A zinc layer that is a bit structured, very even and fine is built
(approx. strength 8 μm per side), which allows for subsequent
treatments such as cutting, compressing, welding, prime coating
and painting.
Due to good finish this technique is used on visible body sections.
4. Anti-corrosion measures 13
4.3 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 μm 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.
4.4 Sealing compound

The sealing compounds protect the connection between the
sheets and prevent the penetration of moisture and corrosion to
the connection. They have good elasticity and flexibility that last
over time.
The sealing compounds should only be heated (max.
Protected 420 ℃)
by copyright. us‐for private or commercial purposes, in part or in whole, is not
Copying
ing a hot air gun. - VAG 1416- . The removal is
permitted carried
unless out
authorised using
by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
a chisel or a rotating plastic brush.
The sealing compounds are applied both in the form of sealing

cords as well as in a powder form.
Apply sealant (not sprayable) - AKD 476 KD5 05- using the hand-
cartridge gun - VAG 1628- .
Apply spreadable sealant (spreadable polymer sealant, grey) - D
476 KD1 M2- with the compressed-air gun - VAS 6648- .
Apply spreadable sealant (spreadable polymer sealant, black) -
D 476 KD2 M2- with the compressed-air gun - VAS 6648- .
WARNING
The sealing compound must always be replaced when dam‐

aged is caused by an impact or during repairs.
The sealant mastics are applied to the fouling layer after pri‐
ming and before painting.
4.5 Underseal
The underbody protection preserves the bottom area of the body‐
work, that is exposed to the main impact of stones, against
corrosion.
Different thicknesses are used depending on the risk resulting
from the impact of the stones.
The underbody protection consists of thick paint coatings, which
are distinguished for their high elasticity, flexibility and wear re‐
sistance. These properties are maintained for a long time and also
attenuate the impact of stones.
14 4. Anti-corrosion measures
The undercarriage protection should only be heated (max. 350

℃) using a hot air gun - VAG 1416- . The removal is carried out
using a rotating plastic brush.
Apply the undercarriage protection - D 003 500- using the under‐
carriage protection spray gun - VAG 1379- .
WARNING
♦ The underbody protection must always be replaced when

damaged is caused by an impact or during repairs.
♦ The underbody protection is applied to the fouling layer
after priming and before painting.
4.6 Cavity wax

The cavity wax protects the interior of the door plate and tubular
elements, such as sills, where the contact with moisture and cor‐
rosion caused by condensed water is prevented.
The cavity wax protection
authorised byhas
SEATthe following
S.A doescharacteristics: aany
high
permitted unless S.A. SEAT not guarantee or accept liability with
penetrationrespect
capability and adequate
to the correctness viscosity
of information for distribution
in this document. in S.A.
Copyright by SEAT all
hollow spaces, has a strong adherence to metal walls, is water
resistant, thus does not soak water or humidity and even with re‐
duced thicknesses it provides a good corrosion protection. This
product forms a homogeneous, tear-resistant and simultaneously
flexible film, the characteristics of which are maintained over a
long term. This enables fuel injection over a broad temperature
spectrum and creates an even pulverisation.
WARNING
♦ The cavity wax must always be replaced when damaged

is caused by an impact or during repairs.
♦ In the final step in the repair process, cavity wax is applied
after painting.
In the repair process, the cavity wax is applied in the powder form
using the pistol and pressure tank.
Apply the cavity wax, transparent - D 330 KD1 A2- with the cavity
wax application - VAG 1538- .
Apply the preservative wax spray, transparent - AKR 321 M 15
4- .
4.7 Weldable prime coats

The weldable prime zinc coats have good electrical conductivity
and enable corrosion protection during repair works for the inside
of the connecting flange before welding.
They are, in general, applied in the form of powder spray and
applied to the flanges of the sheet areas to be welded, which are
not accessible from the interior for additional paint.
Apply weldable zinc paint - D 007 500 A2- .
4.8 Vibration insulation mats

The vibration damping sheets serve mainly for sound insulation
of the passenger compartment. They reduce the transmission of
vehicle noise to the vehicle interior and prevent noise build-up
caused by vibrations of most larger plate parts. They are applied
in the form of films made of hardened material, which adhere to

the plate under the effect of heat.
The vibration damping sheets can also be reapplied, by applying
a self-adhesive vinyl coating to one side. In order to fit the blades,
clean the contact surface so that it is free of dirt and impurities
then remove the protective paper from the adhesive side of the
blade and fit it.
When making the repair, apply the suitably cut vibration damping
sheets - 323 863 950- in the area in which you want to restore the
noise insulation. In this process, use the previous film as a tem‐
plate.
Note
In accidents, the transference of impact to structural parts causes

indirect damages to parts which are not directly located at the
point of impact. For this reason, make a visual inspection of the
vibration damping sheets, checking for folding or deformation in
the zones where these blades are located.
WARNING
♦ Fit the vibration damping sheets once the painting process

has finished.
♦ The vibration damping sheets reduce the transference of
vehicle noise to the vehicle interior, and serve to ensure
sound insulation inside the vehicle. In light of this, these
elements must be replaced in the event of damage as the
result of an accident or repair.
4.9 Noise insulation

Sound insulators or molded elements reduce the transmission of
driving noises through the holes to the passenger compartment.
They serve mainly for sound insulation of the passenger com‐
partment.
WARNING
When the insulating foam or the moulded foampermitted
partsrespect
are dam‐
to the correctness of information in this document. Copyright by SEAT S.A.
aged by an impact or during repairs, these must be replaced.
DANGER!
Be especially careful and use adequate safety precautions

when working near soundproofing, as the vapours produced
when the foam is heated are harmful to breathe and for the
environment.
The moulded foam elements are fitted during production and in‐
crease in volume following the application of a primer, at the
moment the vehicle enters the workshop paint oven, from approx.
180C. Since this temperature of 180 is not reached in workshop
conditions, a moulded element deviates from the original moulded
part when it is repaired.
During customer service, the substitution procedure described in

the repairs manual must be complied with. Depending on the part
affected, the procedure is different and may be as follows:
– The moulded foam parts are replaced by a filling using special
foam. Use filler foam - D 506 KD1 A3- for the repair.
– Replace the moulded foam parts with a foam part that can be
cut out - 000 864 663- . For this purpose, apply a butyl rubber
sealing bead - AKL 450 005 05- along the contour prior to ap‐
plying this in the area affected.
– As long as the moulded foam parts are in a perfect condition,
they can be reused For this purpose, apply a sealant cord
⇒ page 14 along the contour prior to applying to the area af‐
fected.
Note
♦ Before installing the spare part, the filling foam - D 506 KD1
A3- must be applied.
♦ The foam hardens within 25 minutes.
♦ Do not weld within 15 mm of the foam insert (on either sides).
♦ After painting the vehicle, the area repaired is also preserved
using ⇒ “4.6 Cavity wax”, page 15 .
4.10 Long-term body protection

• The inside of new parts must be painted with a topcoat before
the parts are welded in.
• The untreated areas of the plates must be primed immediately
after maintenance ( anti-corrosion priming, product order num‐
ber - LGF 786 004 A4- ).
• Always deburr the drill.
• The zinc-based electro-weldable paint - D 007 500 A2- must
be applied to both sides of the welding flanges. ⇒ page 15
• Prime inside and outside of seam areas prior to sealing.
• The sealing compound ⇒ page 14 must only be applied to
primed panel sections.
• Overlaps of the panels, edges, butt joints, welding lengths,
etc., must be sealed completely with sealing compound
⇒ page 14 .
• Restore paintwork.
• Restorepermitted
the underbody protection with long-life underbody
protection material. ⇒correctness
respect to the “4.5 Underseal”,
of information inpage 14 Copyright by SEAT S.A.
this document.
• All cavities in the repaired area must be sealed after applying

the topcoat with ⇒ “4.6 Cavity wax”, page 15 .
• It must be applied at the cutting locations (e.g. on the wing
side) ⇒ “4.6 Cavity wax”, page 15 .
• If the cavity wax is dry, the drain holes must be opened.
WARNING
The instructions and methodology described in the repair

manual⇒ Body Repairs; Rep. gr. 00 must be complied with.
4.11 Warranty information

• 12 years against body perforation rusting.
5 Body - Bonded joints

In automobile manufacture, bonded joints are being used with in‐
creasing frequency. The following jointing systems are normally
applied:
♦ ⇒ “5.1 Bonded joints”, page 19
♦ ⇒ “5.2 Joints using adhesive and resistance spot welding”,
page 19
5.1 Bonded joints

In the case of adhesive-bonded joints, the sheet metal parts are
formed only by the adhesive. Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
The distance between the surfaces of the adhesive-bonded joints
must be between 2 and 4 mm. If necessary, respectively position

the adhesive surface.
This type of joint is used both in the factory as well as in customer
services.
5.2 Joints using adhesive and resistance

spot welding
In spot-welded bonded joints an electrically conductive adhesive
is used between the panels, which allows good root penetration
for spot welding.
To make the contact, the surface must be in an appropriate po‐
sition. The distance between the surface to be glued and the spot-
welding should be no greater than 1 mm.
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. The
gases in this process must be exhausted.
This type of connection is used in the factory. Therefore, the
joined and spot-welded joints are replaced during inspection serv‐
ice as described in the replacement procedure.
5.3 Inspecting and repairing bonded joints

In such areas, it is important to take special care when carrying
out an accident-related diagnosis and repair.
Do not use a chisel to test the strength of a joint or relieve stresses
by hammering as this will damage or destroy the bonded joint.
These joints should be inspected particularly closely when diag‐
nosing accident damage and after performing straightening work
on the body.
5. Body - Bonded joints 19

Note
Special care must be taken when welding in close proximity to a

bonded joint, as the generated heat may damage the joint's ad‐
hesion.
5.4 Repair methods for replacing body parts

When doing the repairs, depending on their mechanical charac‐
teristics and accessibility, the adhesive joints may be replaced by
adhesive or welding joints. The joints to be applied are detailed
for each individual case in the workshop manual.
The adhesive joints created ex-factory are generally replaced by
adhesive joints during repairs as well as by arc spot welding joints
in a inert gas atmosphere in some cases.
When doing the repairs, if the adhesive and welding joints are
replaced by a welding joints (according to the corresponding
workshop manual), not only the standard welding seams have to
be checked, as this is no longer sufficient.
The welding methods applied, resistance spot welding
⇒ page 50 or inert gas arc spot welding ⇒ page 53 , is provided
in the replacement procedure for this part. In areas, in which no
resistance spot welding is possible as a consequence of restricted
access, the inert gas arc spot welding is normally used.
Note
♦ If the instructions call for additional spot welds, these should

be applied in a single operation.
♦ Do not place new spot welds in between the original spot
welds.
♦ The inert gas arc spot welding must be carried out on the spot
welding at the end. This avoids any increased shunt current
when spot welding.
♦ Ensure good root penetration
Protected at all joints.
by copyright. Copying for private or commercial purposes, in part or in whole, is not
♦ Apply the sealing compound to the
respect to thetreated
correctnessflange ⇒ page
of information 14
in this document. Copyright by SEAT S.A.
and preserve it with cavity protective medium.
⇒ “4.6 Cavity wax”, page 15 .
5.5 Cutting
In repairs, the method for adhesive areas is as follows:
– Make a rough cut through the roof with the jigsaw - VAS 6780-
to make the connection accessible.
– Separate the adhesive area with an oscillating knife.
5.6 Bonding procedure

The bonded joints are restored using the materials indicated in
the Repairs Manual or Spare Parts catalogue.
20 5. Body - Bonded joints

Apply 2 component epoxy structural adhesive (240 ml) - D 180

003 M2- with the double-cartridge gun - VAS 5237- . (See in‐
structions on the application of the structural adhesive
⇒ page 21 ).
Apply 2 component epoxy structural adhesive (50ml) - DA 001
730 A2- with the compressed air adhesive gun - VAS 2005B- .
(See instructions on the application of the structural adhesive
⇒ page 21 ).
Apply the butyl rubber sealing bead - AKD 497 010 04 R10- .
Instructions on the application of the structural adhesive.
• When glue comes out on both sides across the entire length,
it means that sufficient amounts of glue were applied.
• 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.
• During long periods of uninterrupted work up to 30 minutes,
press out a cord of approx. 10 cm long so that it mixes with
new material. If work is interrupted for longer than 30 min. you
must renew the mixing nozzle.
• Only first start with any surface post processing if the drying
period of the glue given by the manufacturer has elapsed.
5. Body - Bonded joints 21

6 Meaning of the symbols used for the

description of operations
Note
The illustrations given in this chapter only serve to show the sym‐
bols used in the manuals.
♦ Drill welding spots using special miller for resistant steel

♦ Drilling welding points with counter sink
Note
For subsequent plug weld spot welding or for drilling out the weld
spots (original joint).
Note
The “drilling of welding spots” can also be indicated with the fol‐
lowing symbol.
22 6. Meaning of the symbols used for the description of operations

♦ Drilling welding points with a bore
♦ Stripping
Note
Remove the paint from inaccessible places (e.g. on the inside of

the roof rail) using a wire brush - VAS 5182- .
♦ Cleaning using sanding disks
6. Meaning of the symbols used for the description of operations 23

♦ Post-treat defined zones with three-dimensional grinder

♦ Grinding
Note
Gently sand the surfaces to remove their protective coats or

gloss; this will not reduce the thickness of the sheet metal.
♦ Cut with hammer and chisel

♦ Cut with hammer and chisel
♦ Level the seat areas using a hammer and block

♦ Sanding joints.
Note
The sheet thickness of the outer panels may be reduced only by

a minimum or not at all when grinding the welding seams.
♦ Clean joints using ball cutter
Note
A ball cutter is used to clean joints that are difficult to access with
the pneumatic punch or the grinder.
♦ Secure using pressure clamps
♦ Cutting with manual cutter

♦ Cutting with a jigsaw

♦ Cutting with a jigsaw
♦ Cutting with a circular saw

♦ Drilling with dual thickness perforator

♦ Drilling with dual thickness perforator
Note
For subsequent plug weld spot welding.
♦ Joddling
♦ Joddling
Note
for overlap welding.
♦ Making a joint using adhesive

♦ Apply butyl rubber sealing cord
♦ Apply sealant
♦ Apply fine sealing cord
♦ Apply thick sealing cord

♦ Extract putty
♦ Apply cavity wax.
Note
The “application of cavity wax” can also be indicated with the fol‐
lowing symbol.
♦ Application of the underbody protection

7 Devices
7.1 General devices

Special tools and workshop equipment required
♦ Hot air blower - VAG 1416-
♦ Dent removal unit 10 t - VAG 1512A-
♦ Movabl haul-off unit - VAG 1586/A-
♦ Dent removal unit 4 t - VAG 1746-
30 7. Devices
♦ Folder and beveller - VAS 1996-
♦ Riveter - VAS 5073A-
♦ Pneumatic sabre saw - VAS 6780-
7.2 Haul-off device for weld spots

♦ Spot weld breaker - VAG 1731A-
♦ Extension for pneumatic spot weld remover - VAG 1731A/1-

♦ Milling cutters for the pneumatic punch - VAG 1731/1-
7. Devices 31
♦ High-resistance drill bit - VAG 1731/2-
♦ 8 mm milling cutter - VAG 1731/3-

♦ 10mm milling cutter - VAG 1731/4-
7.3 Welding and traction machines

♦ Continuous thread welder - SAT 5100-
♦ Dent repair tool - SAT 5110-
♦ Dent repair unit - VAS 5021-
32 7. Devices
♦ Soldering tip - VAS 5023-
♦ Resistance spot welder - VAS 6545A-
7.4 Application guns

♦ Underbody protection - VAG 1379-
♦ Cavity wax application - VAG 1538-
♦ Window sealant pistol - VAG 1628-
7. Devices 33
♦ Application gun for sealing putty - VAG 1761/1-
♦ Pneumatic glue gun - VAS 2005B-
♦ Double-cartridge gun - VAS 5237-
♦ Application gun for sealing putty - VAS 6648-
7.5 Measurement equipment

♦ Adjustment gauge kit - 3371-
34 7. Devices
♦ Small plate dimension - VAS 5159-
♦ Min. measurement = 415 mm

♦ Maximum measurement = 948 mm
♦ Tester - VAS 5160-
♦ Min. measurement = 920 mm

♦ Maximum measurement = 2600 mm
7.6 Workbenches
♦ Bedplate - VAG 1920-
♦ Tools for straightening jig MZ for Alhambra 2011 - VAS 6670-

♦ Straightening set Mii - VAS 6697-
♦ Additional part in tool set MZ for straightening jig Toledo 2013
- VAS 5224/9-
♦ Additional part in tool set MZ for straightening jig Toledo 13 -
VAS 6666-
♦ Tool set MZ for straightening jig Toledo 13 - VAS 6666/1-
♦ Additional part in tool set MZ for straightening jig Leon 13 -
VAS 6789-
7. Devices 35
♦ Tool set MZ for straightening jig Leon 13 - VAS 6789/1-

♦ Tool set MZ for straightening jig Leon 2013 SC - VAS 6789/3-
♦ Additional part in tool set MZ for straightening jig Leon 2013
ST - VAS 6789/6-
♦ Tool set MZ for straightening jig Ateca - VAS 801 031-
♦ Positioning tools for straightening jig Leon 2013 - VAS
5007/74-
♦ Positioning tools for straightening jig, Leon 2013 SC - VAS

5007/78-
♦ Positioning tools for straightening jig Ateca - VAS 802 031-
♦ Positioning tools for straightening jig Toledo 2013 - VAS
5007/72-
♦ Positioning tools for straightening jig Mii - VAS 5007/63-
♦ Positioning tools for straightening jig Alhambra 2011 - VAS
5007/57-
♦ Measurement and alignment system, Profi Plus - VAS 6528-
36 7. Devices
8 Equipment to cut out - separate parts

Regardless of the equipment used to cut parts some general rules
apply:
♦ Cutting works start as soon as new parts are available.
♦ Compare the form and size of new parts with the old parts.
♦ The alignment must be completed before separating the body
part to be replaced.
♦ Before starting cutting works all seams of the floor protection
or the sealant which are not visible must be removed.
The RP welding joints can be separated with a weld spot drill or
milling cutter. In these cases, the weld spot breaker increase the
cut of the tool with progressive adjustment of tool life.
The weld spot breaker - VAG 1731A- has several advantages
because it has an adjustable milling depth and a safety fixing
system (counterhold). This avoids holes that are too deep and
sliding of the chamfer while working.
When using a drilling machine the operator must feel the depth
of the drill holes by hand, whereby there is a risk of injury and
perforation of the steel.
A straight grinder can be used instead for welding points with
greater diameter or difficult to access.
Special milling cutters for weld spot loosening are necessary for
sheet metal parts made of high tensile or ultra-high tensile steels.
( Substitute milling cutters for high-tensile plates - VAG 1731/2- ).
We recommend using the pneumatic saw - VAS 6780- to cut
pieces. The slender saw allows sawing narrow radii. Straight cuts
require some practice. The parts lying behind this, such as wiring
or vine-shaped cables, must be attended to so that they are not
damaged.
The grinder equipped with a cutting disc is used to remove con‐
ventional CuSi3 weld seams in a protective gas atmosphere, laser
welding spots present in some models and seams applied with
CuSi3.
8. Equipment to cut out - separate parts 37

9 Complete replacement / partial re‐

placement
Repair work always brings fundamental modifications to the struc‐
ture of the bodywork and the passive safety of the vehicle safety
system. Before taking on the work, carefully check if a complete
replacement or a partial replacement is the better solution.
9.1 Complete replacement

In case of complete replacement most original connection points
are reused.
A complete replacement is of benefit if the damaged part of the
body in the original connecting points were loosened and an en‐
tire new part can be fitted without requiring additional connection
sections.
Complete replacement must be carried out when it is impossible
to eliminate damage with partial replacement.
9.2 Partial renewal

Partial replacement (repair with partial parts) implies replacement
of only the damaged section of the part.
The repairs with the partial section is, in particular, worthwhile if
a complete replacement entails high effort for work, and therefore,
is not viable.
The approved partial repairs are clearly defined in the specific
body documentation for the respective model. These specifica‐
tions must be observed.
9.2.1 Advantages of partial repair

Partial repairs offer many advantages for professional repairs of
accident damages.
♦ The repairs can be conducted both on the outside (e.g. side
panel) and inside (e.g. longitudinal beam, luggage compart‐
ment floor). Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
♦ Contain the area to be processed, the repairs can be limited
to the actual damaged area without the undamaged areas

having to be processed.
♦ The repair costs will be reduced given that the number of parts
to be dissembled is limited (windows, accessories, etc.) and
the paintwork area is smaller (repair paintwork).
♦ Under some circumstances, replacement part costs are also
lower.
Through this method, the fundamental principle of bodywork re‐
pair processes is met, i.e. repair whilst causing as little damage
as possible.
Concerning part repairs which are authorised by SEAT and are
described in the specific documents for each model, replacement
parts especially produced for such repairs can be delivered.
9.2.2 Decision criteria

Depending on the type and extent of the damages, the possibility
of a partial replacement of the damaged area instead of a com‐
plete replacement is to be considered.
The following major aspects are to be taken into consideration:
♦ Cost-efficiency of repairs in comparison to complete replace‐
ment of part.
38 9. Complete replacement / partial replacement

♦ Maintenance of original structure.

♦ Compliance with SEAT provisions with respect to approved
areas for partial replacement.
♦ Availability of replacement parts, cut of new part or availability
of a specific part.
♦ Restoration of rust protection.
The parts on the inside are very specific depending on the part's
task and they are specified in the repair manual of the respective
model.
In order for the repaired parts not to behave differently from the
original part, the instructions in the repair manual must be fol‐
lowed.
Depending on the place of damage the decision about part repair
must take into consideration other circumstances:
• It must be in areas that provide original strength and rigidity.
• It my not be in the area of part reinforcement.
• The divisions
Protected must
by copyright. be as
Copying shortoras
for private possible.
commercial purposes, in part or in whole, is not
• It should be
respect attempted
to the toinformation
correctness of preserve a document.
in this part of Copyright
the existing
by SEATstruc‐
S.A.
ture on the profile piece.
• The costs for the top coat of the connection sections must not
be too high.
• It must be possible to largely restore the look of the edges on
door sections.
• The inner reinforcement plates may not cause problems for
adjustment works.
• The inner reinforcement plates in the area of the pillars may
not prevent the division cut.
• The long weld seams of the joints must be restored.
9.2.3 Processing of bond interface (tin-plat‐

ing)
It is prohibited to coat the bonding zones of the components with
tin and lead since the lead gives off poisonous gases and parti‐
cles. It is recommended that a mastic sealant is used instead and
that this is applied during painting following application of the rust-
proofing primer coat.
WARNING
The use of tin and lead for welding bodies during production
has been prohibited since 2003. The same criteria apply in re‐
pair shops, since this combination of materials gives off poi‐
sonous gases and dust.
9. Complete replacement / partial replacement 39

10 Joining techniques used in manufac‐

ture
Various types of joining are used in body manufacture, however,
spot welding is used most of the time.
In body manufacture the following welding techniques are mainly
used: RP spot welding, laser welding without material, laser weld‐
ing using CuSi3 application and MIG welding - brazing using
CuSi3 application.
In some cases, spot welding is used as a mixed joints together
with structural glue.
In specific places with no access for spot welding, the structural
glue is used.
10.1 Laser welding

Laser welding is used in manufacture. The energy required for
fusion of material is obtained from electromagnetic radiation,
which can concentrate a great amount of energy on a small point
and thus keeps the area affected by the heat small.
In the bodywork production, the laser welding is applied in the
form of welding spots (without material application), as weld
seams with CuSi3 application as well as to join the Tailored
Blanks (punched parts that are dimensionally correct).
10.1.1 Laser welding without material

Laser welding is used for the body in specific cases in form of
welded spots.
Joining by laser welded spots without material leaves a small in‐
dent in form of a longish and narrow crack.
It is used normally for simultaneous joining of several plates. Wel‐
ded spots are applied when there are overlapping seams.
It has the following characteristics:
♦ Greater depth measuring is attained.
♦ Less preparation of the edges is needed and in most cases no
material is required. However the sides of the part must be
prepared perfectly, they must fit well and be perfectly adjusted.
♦ The welded spots can by
Protected becopyright.
applied to the
Copying jointsor exactly
for private commercialand within part or in whole, is not
purposes,
precision of uppermitted
to one-hundredth
unless authorised byof a millimetre.
♦ In comparison to other welding techniques, small area of heat
is involved and, therefore, thermal deformation of the part is
reduced and changes of the adjacent metal structure are min‐
imal.
♦ The possibility of distortion and deformation by heating the
part is restricted to a minimum.
♦ The laser welding connections have a high tension and ma‐
terial fatigue strength.
♦ Access to areas that are not reached with other welding tech‐
niques, thus for e.g. parts that are only accessible from one
side can be welded.
♦ High capacity of process automation.
♦ Higher work speeds and greater depth measuring as well as
better welding quality can be achieved.
40 10. Joining techniques used in manufacture

♦ Overlapping joints are usually selected for laser welding in ve‐

hicles.
This joint is broken up with a straight grinder by grinding the wel‐
ded spot.
During repairs, laser welding without the application of materials
is replaced by inert gas arc spot welding (metal active gas weld‐
ing).
10.1.2 Laser welding – brazing (CuSi3)

This welding type, which is also described as laser welding using
CuSi3 application has similar temperature and surface charac‐
teristics as with brazing welding. A copper wire with 3% silicon is
molten with higher laser energy. The result is a heterogeneous
weld without heavy heat concentrations, which ensures preser‐
vation of the zinc coating of zinc coated plates and prevents
deformation of welded parts at the same time. Therefore, at high‐
er application speeds, good penetrating power and good surface
quality of a continuous, very long and narrow welded seam are
achieved. It is used for e.g. for connection of roof with the side
part.
This joint is broken up with a straight grinder by grinding the wel‐
ded seam.
During repairs, the brazing laser welding is replaced by connec‐
tions with structural adhesive ⇒ page 20 , resistant point welding
or SG arc spot welding (metal active gas welding).
10.2 MIG-brazing welding (CuSi3)

These welding technologies are used in the production. This is an
intensive heterogeneous electric arc welding process using MIG
shielding gas that does not melt the basis material, it melts the
additional material instead.
Protected The additional
by copyright. material
Copying for private changes
or commercial itself;
purposes, in part or in whole, is not
CuSi3 wire, an alloy comprising of copper (94%) and silicon (3%)

wire is used instead of steel wire.
The important feature of this welding is that high temperatures are
avoided in welded parts. The temperature is about 1000° C, i.e.
500° C lower than melting temperature of steel. Due to low work
temperature, less zinc is vaporised and thus higher anti-corrosion
is achieved.
Furthermore, the welding energy is around about 20 % less than
MAG welding which, results in the material not being heated as
strongly and the risk of the sheet steel deforming is reduced. The
sheet steel plate only deforms minimum to prevent the risk of a
perforation.
Note
The copper-silicon (CuSi3) weld cords made during production,

which can be recognised by its golden colour, must be replaced
during repairs using inert gas weld seam (metal active gas weld‐
ing) with steel wire.
10. Joining techniques used in manufacture 41

11 Sheet steel repairs
11.1 Repair techniques for body sheets

Damage is caused to the sheet metal plate of the bodywork that
can be eliminated by repair work without having to exchange the
sheet metal plate. In many cases, the method for the selected
repair work also depends on the profitability and the accessibility
of the sheet metal plates concerned.
The following points must be considered during the damage anal‐
ysis:
– The dent removal technique using a mandrel (without damag‐
ing the paintwork) can be used with small and slight dents
where the paintwork is not damaged and access can be made
from the inside.
– When the damaged area is accessible from the inside, con‐
ventional indenting techniques can be used.
– When the damaged area is not accessible from the inside, re‐
pair is only possible with indenting systems from the outside.
The decision about whether repair is possible or replacement is
required depends on several factors:
– Replacement costs.
– Work time expenditure for repairs.
– Scope and form of damage.
– Sheet geometry in damaged area.
– Accessibility to fix the damage.
– Availability of devices or tools.
– Structural task of the part.
– Type of connection between
Protected the part
by copyright. and
Copying bodyor (welded
for private or
commercial purposes, in part or in whole, is not
screwed).
The selected solution must retain the safety and original aesthetic
look of the vehicle after all.
11.1.1 Hammering
Hammering with a hammer and dolly is only possible when the
dent is accessible from both sides. The tools used are a sheet
steel hammer, a multi-purpose counter holder, different levers
and a bodywork file.
– The counter holder transfers the energy of the hammer im‐
pacts to the sheet steel plate that is positioned between two
tools. In this way, the deformed bodywork is smoothened and
the material tensioning eliminated.
The counter holder with coarse surface must be used for repairing
smaller damaged points of the sheet plate. The grooved surface
of this counter holder acts against the stretching effect that usually
occur.
– The body file serves to mark the area and possibly emphasise
the remaining dents.
42 11. Sheet steel repairs

11.1.2 Beating from the outside with tension

systems
This technology is generally used when the deformed sheet plate
cannot be accessed from the inside or when several parts have
to be dismantled for this access.
The following tension systems are differentiated: systems with
momentum and tension hammers with welded rings, tension sys‐
tems with adhesive agent and suction cups, systems with mo‐
mentum and tension hammers with welded tension pins and dent
repair unit - VAS 5021- .
The sheet workpiece is affixed with rings, traction pens, traction
adapters or wave wire depending on place and scope of damage.
Rings are affixed by spot welding in systems with gravity hammer
and traction with welded rings. These are pulled with a gravity
hammer and then taken off by rotation.
There are other very similar systems where a pin can be welded
on instead of rings. The gravity hammer has a tension pin at the
end that has been fitted by resistance spot welding that is then
used to pull the sheet plate. Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
The repair work using the gravity hammer withrespect
suction cups and
to the correctness of information in this document. Copyright by SEAT S.A.
adhesive agent is used to avoid the necessity of subsequent re‐

coating with marginal damages. With this method, the suction
cups are applied to the deformed area and are than pulled using
the gravity hammer.
The dent repair unit - VAS 5021- carries out automatic alignment
of the deformations without having to weld in the rings. Resistant
point welding is used for this purpose and is drawn by compres‐
sion force. It's used for smaller deformations where after painting
is needed.
Furthermore, there are devices that offer greater repair options
with accessory parts, variable dollies, support feet and levers than
gravity hammer and enable repairs of a wider spectrum of dam‐
ages.
Note
♦ Depending on the straightening work and the respective ac‐

cessible areas, it is recommended that the dent repair unit -
VAS 5021- and the dent repair tool - SAT 5110- are used to
save time during repairs.
♦ The dent repair unit - VAS 5021- is used in zones without ac‐
cess for manual straightening, for example: dents, scrapes,
plate bends, side reinforced panels etc.
11. Sheet steel repairs 43

♦ Dents
♦ Scrapes
11.1.3 Flat fitting by indenting (without paint

damage)
Flat fitting by indenting (pressure technique) is mainly used to
eliminate dents resulting from hail, transport and parking, where‐
by the paint wasn't damaged.
The dents are pressed out from the inside of the body with me‐
chanical pressure through special flat fitting lever.
Due to different forms of this flat fitting lever the flat fitting techni‐
que can be used almost in all areas of the body.
Until today, time-consuming repairs with high expenses were re‐
quired for all damages to the body surface. With the new techni‐
ques, flash-free dents can be eliminated without paint damage.
Using special leverage tools the dents can be repaired from the
inside and original form of the sheet can be restored.
When the material expanded in the middle of the dent from the
effect of a greater and more direct force, there are no dents with
burrs. Such damage cannot be repaired without visible deforma‐
tion.
Prerequisite for successful repair is an accurate diagnosis and
correct selection of repair method. The decision for repairs by us‐
ing the dent repair technique with drifts depends on the following
factors:
• The application possibilities are limited to the surface of the
bodywork that can be accessed from both sides. With double
walled or closed parts of the bodywork, this repair method
cannot be used.
• The same applies to edges, creases and borders of the body
area which are very stiff.
• Successful results are achieved only for shallow and burr-free
dents with small deformation radii. For these reasons, the re‐
pair method is best suitable for hail, parking and transport
damages.
• In addition, adequate experience dealing with special tools
and material knowledge is required.
For successful repair the dent must have the following charac‐
teristics:
• Max. diameter of 50 mm.
• The material in the middle of the dent cannot be bent.
• The repair area must be accessible.
Together with the viability of repair the cost-efficiency of flat fitting
without causing paint damage must also be considered. This de‐
pends on:

• Scope and depth of dent.

• Stiffness in the area of the dent.
• Type of material.
• Number of dents on a specific body surface.
• Previous paint damages if applicable.
When making repairs the following repair workflow must be ob‐
served.
1- Damage assessment
2- Repair preparation
3- Repairs
4- Coating varnish, anti-corrosion and quality control
To be able to guarantee the corrosion protection, the complete
inner side of the area repaired must be subsequently treated.
Where possible, the painting will be improved. The repaired inte‐
rior zone must always be treated with
⇒ “4.6 Cavity wax”, page 15 .
11.1.4 Methods of shrinking the steel

The methods to shrink the steel sheeting are used when their
surface has elongated from original deformation or as a result of
levelling.
Using these methods the material is heated and quickly cooled,
whereby the stretching and elongation are released. They are
based on the steel's ability to stretch and elongate under temper‐
ature changes.
For this purpose, the spot welder - SAT 5120- is used withS.A.graph‐
permitted unless authorised by SEAT SEAT S.A does not guarantee or accept any liability with
ite or copper electrodes and a moistrespect
clothtoto thecool the zone.
correctness of information in this document. Copyright by SEAT S.A.
The graphite electrode is used to shrink steel in greater areas. It's

used in spiral form.
The copper electrode is used to shrink the steel in smaller areas.
It's used in point form.
11.2 Steel parts of the body with higher elas‐

tic limit
More and more consistent steel is used in SEAT vehicles. The
steel parts with higher elastic limit belong to the group of high-
strength steels.
What is steel with higher elastic limit?
Optically it's normal steel, but because of different alloy and treat‐
ments it has a higher elastic limit than normal body steel. 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. Materials, which have
greater resistance to the dents, are distinguished by a greater
reverse spring behaviour and, therefore, demand greater force to
restore their original shape. 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 more spring back behaviour of higher strength steel it must
be overstretched more than conventional steel before it stays in
the desired position. As a result of the increased effort, the parts

made of common sheet steel that have been welded from highly
tensile sheet steel are exposed to greater loads. Additional an‐
choring is required to prevent the standard steel yielding or rup‐
turing.
WARNING
♦ When the high strength plate is stretched too much, it is

suddenly longer than desired.
♦ 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!
♦ In line with the repair manual, the welding of highest
strength steels is permissible with specified centre cuts
and welding techniques.
What has to be observed when painting?

If high strength steel is warmed up too fast by an infraradiant drier,
it stretches. If, however, the panel is permanently connected by
means of spot welds or bonding to reinforcing backing elements,
dents will form at these points and remain visible even after cool‐
ing down. Radiant heaters/driers must therefore always be turned
up to full power gradually. Drying in a drying booth does not
present any problems.
Definition of the heat deformed, ultra-high resistant sheet steel
This deals with sheet steels, as their name already states, are
formed at high temperatures (with temperatures between 900°C
and 950°C). Due to a special cooling process in the forming tool,
the sheet steel plates become an especially high resistance. They
are form hardened.
Through the introduction of heat deformed, ultra-high resistant
steel, the weight of the bodywork has been reduced without in‐
curring any loss of strength.
Note
♦ Concerning vehicles with ultra-high resistant steels, only in‐

verter welding equipment may be used (see catalogue for
workshop equipment and special tools).
♦ When working with ultra-high resistant steels, it is important to
remember that as a result of high elastic limits, high straight‐
ening settings
Protectedmust be used,
by copyright. Copying and thator due
for private to the
commercial elevated
purposes, in part or in whole, is not
resistance, post processing is often not possible.
11.3 Galvanised body parts

Preparations
♦ The underbody protection and the sealing material should only
be heated (max. 350 ?) using a hot air gun - VAG 1416- . The
removal is carried out using a rotating plastic brush.
♦ The paint and prime must be removed by using the rotating
plastic brush.
Cutting
– Use no thermal separation procedures with the blowers. If
necessary (only coarse cuts), plasma cuts can be made (in
this case, always take care not to damage adjacent parts).

– Mechanical cutting methods are preferred to prevent damage

to the zinc layer in the vicinity of the cut, e.g. milling cutters for
welding points ( standard milling cutter - VAG 1731/1- , re‐
placement milling cutter for high strength sheet metal - VAG
1731/2- , etc.).
Joining techniques
Resistance spot welding (RP) only causes slight burn-off of the
zinc layer in the centre of the spot weld. The protective zinc ring
which is simultaneously built up around the spot weld provides
protection against corrosion.
It is always possible to use the resistance spot welding procedure.
Note different thicknesses of zinc layers when performing resist‐
ance spot welding (RP).
The protective gas welding method may only be used as an al‐
ternative to the resistance spot welding (RP) if there is no other
option.
The welding primer, a zinc-based electro-weldable paint - D 007
500 A2- must always be applied between the welding flanges.
WARNING
As the welding of galvanised sheet steel gives rise to toxic zinc

oxide in the welding fumes, the workshop must have efficient
ventilation and fume extraction.
11.4 Joining techniques used

For SEAT bodywork.
In production For repair measures
Resistance spot welding (RP) RP spot welding / MAG puddle welding / MAG welding
Inert gas welding (metal active gas). MAG welding
MIG welding - brazing (Cusi3) with additive and no MAG welding / MAG puddle welding
backing material melting.
Laser welding Metal active gas welding / resistance spot (RP) weld‐
ing
Laser welding – Brazing (with CuSi3 application) Bonding / RP spot welding / MAG puddle welding /
MAG welding
Bonding Bonding / RP spot welding / MAG puddle welding /
MAG welding
Dissimilar metal welds through bonding and additional Bonding / RP spot welding / MAG puddle welding /
spot welding MAG welding
220 MPa 220 MPa - 450 MPa 450 MPa - 800 MPa Ultra-high resistant
steels
Saw-cutting x x x -
Plasma cutting x x x x
Drilling x x x x1
Spot weld cutter x x x4 x1
RP spot welding x x x x2
Cutting disc x x x 3
Inert gas welding x x x 3
Brazing x x x x

x = possible
- = not possible
Explanation of footnotes
1- Special tools
2- Inverter resistance spot welding
3- Only for the repair processes described
4- Special tool is recommended

12 Welding work
12.1 Technical instructions for welding work
DANGER!
Extreme care must be taken when welding in close proximity

to fuel containers or other fuel lines. In case of doubt, dismantle
all required parts.
Eliminate wax protection from spaces to reduce the fire risk in
welding areas.
Note
♦ Before welding, eliminate PVC covers, such as underbody

protection and sealant, from the welding zone, given that the
PVC will degrade at temperatures above 350 ºC , releasing
hydrochloric acid vapour, which will cause serious corrosion
damage.
♦ Do not carry out welding or galvanising work on elements be‐
longing to the air-conditioning installation. This also applies to
vehicle welding and soldering work on the vehicle. There is a
danger of parts of the air conditioner becoming hot.
12.2 Initial electric precautions before begin‐

ning welding work
In order to ensure that no electrical control devices are damaged
during car body welding work, the following precautionary meas‐
ures should be observed:
Note
♦ The earth connection from the welding equipment is connec‐

ted to the piece to be welded.
♦ Make sure that the earth connection is not placed on electri‐
cally isolated parts between the earth connection and the
piece to be welded.
♦ Always disconnect the battery by the negative terminal (earth)
first and then by the
Protected positive
by copyright. terminal.
Copying for private or commercial purposes, in part or in whole, is not
♦ Before disconnecting the battery, check ifin there is a code for

respect to the correctness of information this document. Copyright by SEAT S.A.
the radio (and what it is).
♦ Before connecting the battery (connecting first the positive
terminal and then the negative terminal), make brief contacts
between the cable connector and the battery terminal to check
for any short circuit.
♦ If welding in close proximity to electrical control devices, dis‐
mantle the control device from the car body for the duration of
the work process in this area.
12. Welding work 49

12.3 Instructions on the resistance spot weld‐

ing (RP)
The equipment used for this welding method is described in Sec‐
tion "Equipment" as spot welder - SAT 5120- .
50 12. Welding work

Note
♦ Concerning vehicles with ultra-high resistant steels, only in‐

verter welding devices may be used.
♦ Note the following instructions when welding galvanized plates
using resistance point welding:
♦ Increase the welding current by 30% and increase the elec‐
trode grip.
♦ Apply weldable zinc paint - D 007 500 A2- on the inner sides
of the flanges to be joined.
♦ For joints with new parts, there is no need to eliminate the
electrocoating on the interior zones and on the external zones,
limit the grinding to the electrode contact points.
♦ Whenever possible use the short electrode arms in order to
obtain a better gripping pressure.
♦ The recommended working pressure for the welding equip‐
ment is 8 bar.
♦ Periodically rework the caps and the electrode points during
the welding process using the countersink of the equipment.
♦ For joints between plates of different thickness, adjust the
equipment to the thinner plate.
♦ The electrodes and sheet steel must
respect to thebe free from
correctness all dirtin and
of information this document. Copyright by SEAT S.A.
contamination.
♦ The number of welding points and the distance between them
must be equal to the original points.
♦ In case reference to the original points is not available, the
recommended distance is 30 to 40 mm.
♦ The flanges to be welded must make contact. If necessary,
clamp together the flanges.
♦ This is particularly important on high-strength steel panels, as
the electrode force will otherwise not be sufficient.
♦ Do not weld directly onto the side with pressure clamps, given
that at such positions, a large amount of the welding current
can be lost through dissipation.
♦ When spot welding at minimum distances is necessary, place
the points in a straight line or weld every third point to achieve
a certain fixing and then weld all other points.
♦ This helps to reduce the effect of a shunt current.
♦ Please observe the operating instructions and the information
on correct settings provided by the manufacturer of the weld‐
ing equipment.
WARNING
Current offsets may occur if welds are carried out in excessive

proximity to each other. This may lead to a reduction in the
required current intensity at the next welding spot.
12. Welding work 51

12.4 The principal faults in resistance spot

welding
Once the grinding, cleaning and welding parameters adjustment
operations are carried out, the quality of the welding points made
must be verified. Depending on the defects that occur, during
welding and also in the final appearance of the point, adjust the
different welding parameters.
Welding faults Possible cause
Points, with weak join Low current
Points, with excessive penetration Low current
Points, with excessive penetration Welding time, short
Points, with excessive sparks High current
Points, with excessive plate heating Welding time, excessive
Points, with sticking Welding time, short
Points, with sparks and hole in the plate Electrode pressure, low
Points, with sparking on the nucleus and deep marking Electrode pressure, high
12.5 Verification of the resistance points

Adjust the welding equipment, before making welding points on
the bodywork, and make a verification of the points made in order
to obtain the best welding results.
The best welding results may be determined by welding two test
plates and then carrying out a “Traction rupture test”.
Note
♦ Make two samples similar in thickness to the parts.

♦ Next weld the two strips.
♦ Apply a vertical force to the plate and separate the thinnest
samplerespect
fromtothe secondofplate sample.
the correctness information in this document. Copyright by SEAT S.A.
In order to analyse the result, note how the welding point ruptured.
If this is ruptured with the deformation of the base material, the
point was correctly made, however if the point ruptures from the
nucleus then it is not correctly made.
Spot weld peel test
For the required joint button diameter in accordance with the
manufacturer instructions, establish the setting parameters and
test with a trial sheet.
Check all spot welds 100% by performing a chisel test.
Good-quality weld spots do not shear in the weld contact area but
“peel off” instead.
Calculate the weld nugget diameter according to the following
formula ("peel diameter") and carry out test on samples before
starting repair work.
Square root T1 x 3.5 x 1.15
52 12. Welding work

Note
T1 is the thinnest plate in the connection
such as plate connections of 1.5 mm and 0.8 mm

Example: Square root of 0.8 x 3.5 x 1.15 = 3.6 mm weld nugget
diameter
The narrow, welded test strip is rolled or torn off the second sheet
metal strip with a force applied vertically to the surface of the
metal.
If the contact pressure of the welding tongs is not sufficient, clamp
the flanges to increase contact pressure.
If the current magnitude of the transformer for a welding of the
relevant plate pairing is insufficient, an inert gas welding must be
carried out.
12.6 Electrode types
Note
♦ Only electrodes recommended by the manufacturer may be

used.
♦ Clean the electrodes regularly and post-process the contact
surface diameter.
12.7 Notes on inert gas welding (under a pro‐

tective gas atmosphere)
The equipment used for this welding method is described in Sec‐
tion "Equipment" as inert gas welding.
In order to create good-quality repair welded joints, the following
instructions must be observed:
♦ Increase the current by 30% on the equipment transformer
♦ At the same time the wire feed must be regulated, as the volt‐
age increase on its own merely results in a greater arc (less
penetration, more porous seam structure).
12. Welding work 53

WARNING
♦ If the current intensity is increased without the speed of

the wire, the arc at the welding tip will increase, causing
increased penetration and a more porous weld structure.
♦ Use cylindrical as opposed to conical gas nozzle (spatter
occurring if gas nozzle is too narrow causes pore forma‐
tion).
♦ Use the softest wire grade possible.
♦ CO2 and mixed gas can be used as protective gases.
♦ Periodically check and adjust the drive rollers and brake
reel.
♦ Place the nozzle about 12 mm from the zone to be welded
making an angle of 0 ° to 10 °.
♦ Regularly apply the specific spray (silicon-free) to avoid
projection adherence
♦ To remove smoke caused by welding, an extraction sys‐
tem must be used.
12.8 The principal faults in inert gas welding

Once the grinding, cleaning and welding parameters adjustment
operations are carried out, the quality of the welding points made
must be verified. Depending on the defects that occur, during
welding and also in the final appearance of the point, adjust the
different welding parameters.
Welding faults Possible cause
Welding seams with porous – High welding speed
areas
– Excessive leakage currents
– Welding gun (nozzle) too far

or inclined
Welding seams with cracks – Excessive current
– Dirt on the welding joint

Welding seams with excessive – Excessive wire from the
projections nozzle
– Low welding speed

– in this
respect to the correctness of information Voltage orCopyright
document. current exces‐
by SEAT S.A.
sive
Welding seams with perfora‐ – Excessive current
tions
– Low welding speed
– Battery voltage
Welding seams, with lack of – Inadequate welding param‐
blending or penetration eters
– Joints dirty
– Inappropriate joint design
– Movement of the nozzle in‐

adequate
54 12. Welding work

12.9 Types and applications of welding joints
12.9.1 Arc welding using MIG/MAG gases

♦ Plug weld seam
♦ Joint with plug overlap
♦ Overlapping inert gas welding
♦ Full seam
12. Welding work 55

♦ Butt joint with full seam
♦ Overlap joint with full seam
♦ Inert gas continuous seam (staggered - with gaps)
Continuous seam
56 12. Welding work

Interrupted seam
Plug weld seam
Continuous section weld
Note
A “weld made up of continuous sections ” can also be depicted

using the following symbol:
12. Welding work 57

12.9.2 Resistance spot welding (RP)

♦ Spot weld joint
♦ Spot weld joint
♦ Reinforced joint
Single row
58 12. Welding work

Double row
Offset double row
Note
Resistance “spot welding (ERW)” can also be depicted using the

following symbol:
12.9.3 Others
MIG welding
Note
Filler materials such as brass, CuSi3, etc. can be used when “hard
soldering”.
12. Welding work 59

Note
“Hard soldering” can also be indicated with the following symbol.
60 12. Welding work

13 Straightening
Nearly all bodywork is produced in series and predominantly
manufactured from cold forged sheet metal for deep drawing.
Therefore, the original form of a part damaged in an accident can
be reproduced by using the same procedure (cold repairs).
WARNING
Under no circumstances may the parts be aligned by heating

the deformed parts.
Straightening is often required in order to restore the original body

form.
Repairs carried out on damaged parts of the body comprises of
different procedures, from repairing the deformed part up to sep‐
arating the parts that have to be replaced. As soon as the repairs
to the Protected
bodywork haveCopying
by copyright. been for
completed, one talks
private or commercial about
purposes, repairs.
The deformed
respect part must remain
to the correctness fittedin to
of information this the bodywork
document. Copyright during the
by SEAT S.A.
period of the repairs so that the damaged parts of the body and
their connections return to their original shapes. This is the only
way that the parts to be repaired can be returned to their original
position.
Note
When a structural element of the bodywork has been damaged

in an accident, the straightening jig must be used.
13.1 Straightening Process

The straightening procedure using traction apparatus requires
practice and experience. Before commencing, the impact direc‐
tion must be set.
The straightening force must be used against the impact direction.
Only in this way is it possible to guarantee the restoration of the
body's original form.
The traction forces can only have maximum effect when used in
the same direction, counter to the direction of impact. If contrary
to this, the traction forces are used in the wrong direction, further
deformation may be caused which will be difficult to remedy af‐
terwards.
The following factors must be observed:
♦ Plan the steps to be carried out before commencing the
straightening process.
♦ The traction movements are used inversely to the deformation
process.
♦ Depending on the extent of the bodywork deformation, a de‐
cision must be made as to whether straightening should be
done using assembled or demounted mechanisms.
♦ Before straightening, no part directly linked to the deformation
may be removed or cut out.
♦ Do not dismantle the windscreen.
♦ Do not use heat during the straightening process.
♦ The traction system must be secured using safety cables.
13. Straightening 61
♦ Measurements and distances must be monitored and control‐

led at regular intervals.
♦ High and ultra-high resistant steel parts have a high elastic
limit (larger spring effect).
♦ Straightening must be carried out in several steps and not in
one single traction. The forces to be used should be distributed
as much as possible. This prevents excessive traction and the
displacement of the anchorage points.
♦ Within the straightening process and during the traction pro‐
cedure, stress in the sheet can be relieved by hitting a hammer
on the deformed areas.
♦ During the pulling process, the bodywork must be fixed se‐
curely using the clamping jaws in order to prevent the metering
device on the straightening jig from becoming deformed.
♦ Always carry out straightening processes before repair and
replacement tasks.
♦ Please observe the instructions in the model repair manual.
If, given the extent of the damage, it is not possible to restore the
sheet's original form by exercising impact in the opposite direction
to the accident, the damaged part may only be removed from the
area after straightening. It is then necessary to consider whether
a partial or complete replacement is required.
If no structural parts have been damaged in the accident, simpler
straightening processes are possible.
62 13. Straightening
14 Plastic repair
14.1 General concepts

The higher proportion of plastic parts in bodywork necessitates
greater knowledge of these materials and their behaviour, as well
as repair techniques.
There are chiefly two ways of repairing vehicle plastic parts: weld‐
ing and bonding. What kind of repair you choose is dependent on
both the type of damage that the part has and the plastic material
from which it is produced. Because of this, it is important to know
the different types of plastics and their special features relating to
the repair techniques.
Taking into account their chemical structure and their behaviour
when heated, plastics can be divided into thermoplastics, ther‐
mosets and elastomers.
Of these three types, thermoplastics are by far the most frequently
used type of plastic since they are used for manufacturing vehicle
body parts such as bumpers, grilles, rear view mirrors, trim strips,
etc. On the other hand, elastomers are used to a lesser extent in
the vehicle and therefore have to be repaired in very limited ca‐
ses.
14.1.1 Thermoplastics
Thermoplastics are extremely easy to shape and reshape. They
soften when heated so that they can be moulded into different
shapes. After cooling, they solidify and regain their original prop‐
erties. In contact with certain solvents, they are soluble and swell.
Note Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
Thanks to their properties, thermoplastics are materials which al‐
low the repair of fractures or cracks by welding and make it

possible to reshape the parts using heat and pressure.
The table below shows some of the thermoplastics that are most
commonly used in the automotive industry, as well as their prop‐
erties and applications in the vehicle:
Symbol Designation Properties Applications
PE Polyethylene Outstanding electrical properties. Fuel tank, wheel arch trims, bumpers,
High resistance to water and mois‐ air ducts
ture, but low temperature resistance
PP Polypropylene High chemical resistance and good Bumpers, headlight housings, wheel
mechanical and electrical properties, arches, battery housing, housing for
higher temperature resistance than the heating system
PE
ABS Acrylonitrile buta‐ High rigidity, surface hardness and Grid, wheel trims, sun visors, motor‐
diene styrene toughness. Allows metal coating and cycle fairings, mirror housings
fibre additives
PA Polyamide High resistance to fatigue, high im‐ Grid, wheel trims, mirror housings,
pact and abrasion resistance. Allows motorcycle fairings
glass fibre reinforcements. Good me‐
chanical properties
PC Polycarbonate High rigidity, toughness and impact Bumpers, spoilers, grille, motorcycle
plastics resistance. transparent in original helmets, headlamp lenses
condition
14. Plastic repair 63


P/E PP and PE copoly‐ The addition of ethyl gives the poly‐ Bumper
mer propylene a much higher impact re‐
sistance
ASA Acrylate styrene High strength and surface hardness. Grille, mirror, rear view mirror
acrylonitrile Even though it is a thermoplastic, it
cannot be repaired using welding.
14.1.2 Thermosets
Thermosets are brittle and viscoelastic plastics that neither soften
nor melt when heated and decompose after exceeding the de‐
composition temperature and carbonize without changing their
shape.
Note
Due to their properties, thermosets can only be repaired with

bonding, not welding.
These are plastics which can no longer change their shape after
they are moulded at high temperatures. They have a high resist‐
ance to chemicals, meaning they hardly swell and will not dissolve
in solvent.
The table below shows some of the thermosets that are most
commonly used in the automotive industry, as well as their prop‐
erties and applications in the vehicle:
EP Epoxide; Epoxy Excellent adhesion to plastics. Allows Adhesive for plastic repair
resin the addition of reinforcement
UP Unsaturated poly‐ Excellent mechanical properties and Bumpers, grilles, flaps, motorcycle
ester resin high chemical resistance. Often rein‐ fairings, exterior add-on parts for
forced with glass fibre commercial vehicles
Unsaturated polyester resin (UP), usually reinforced with fibre‐

glass, is rarely used in the automotive industry today.
14.1.3 Elastomers
Elastomers are characterized by their high elasticity over a wide
temperature range. When external pressure is exerted they de‐
form, without pressure they return to their original shape.
When heated they soften without melting. They decompose or
carbonize when their decomposition temperature is exceeded.
Note
Due to their properties, elastomers can only be repaired with

bonding, not welding.
The elastomer used most often in the automobile industry is pol‐

yurethane (abbr.: PUR or PU), but, depending on the manufac‐
turing process, it exhibits different chain structures and can
therefore be thermoplastic, duroplastic or an elastomer. Elasto‐
mers can be prepared in the form of foam and can be used as
reinforcement in bumpers, heat or noise insulation, in electrical
panels, steering wheels, levers, etc.
64 14. Plastic repair

Another elastomer used often in the automobile industry is ethyl‐

ene propylene diene rubber (abbr.: EPDM) which is mainly used
for manufacturing bumpers in conjunction with polypropylenes
(PP) or polypropylene copolymers and polyethylenes (P/E). This
elastomer gives the bumper a higher elasticity and puncture re‐
sistance.
14.1.4 Composite Plastics

Besides the classification by: thermoplastics and elastomers
based on the structure and resistance to heat, we can also men‐
tion other types of plastics used for manufacturing vehicle parts,
the so-called composite materials. These are plastics which have
been strengthened to improve or change their properties with fi‐
bres or additives.
The fibres that are most frequently used in composite plastics are
glass, carbon and aramid fibres (trade name Kevlar). The most
commonly used of these three is glass fibre, which is used for
improving strength and also is priced lower than carbon or aramid
fibres.
14.2 Differentiating between types of plastic

Generally, most plastic parts have a standard code, which speci‐
fies the composition.
Note
The marking is on the back of the part and can only be seen when
the part is removed.
This code indicates the type of plastic as well as any additives or

reinforcements. This code begins with a “>” and ends with a “<”.
The abbreviation specifies the type of plastic. The abbreviations
stand for: Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
♦ Base polymer respect to the correctness of information in this document. Copyright by SEAT S.A.
♦ Special characteristics
♦ Type, nature and reinforcement proportion
Base polymer
Specifies the polymer or polymer blend from which the part was
manufactured. When blends are used, the individual polymers are
separated using the symbol “+” and given in descending order by
weight content.
>PP+EPDM<, for example, refers to an alloy of polypropylene
(PP) and ethylene-propylene-diene rubber (EPDM), in which the
PP is the main component. Occasionally, “ + ” is used instead of
“-”.
Special characteristics
Special characteristic of the base polymer, e.g. foamed, chlori‐
nated, high strength, low density, etc., are specified after the base
polymer. A “-” is normally used to separate them.
> PE-HD <, for example, would be a high-density polyethylene.
Occasionally, the abbreviations of the features of the base poly‐
mers come before the actual polymers, e.g. > HDPE <.
Type, nature and reinforcement proportion
One or two letters after the polymers are used to specify the add‐
ed reinforcement, separated with a hyphen “-”. The first letter
refers to the nature of the additive (glass, mineral, talc, etc.) and

the second to the physical form in which the additive was added
to the plastic mass (powder, fibre, sheet, etc.).
The abbreviations of the additives and reinforcing materials as
well as the abbreviations for their physical form are provided be‐
low:
ADDITIVES AND REINFORCING MATERIAL
First ab‐ Material Second ab‐ Form
breviation breviation
B Boron B Beads, pellets,
spheres
C Carbon C Pieces, chips
D Aluminium trihy‐ D Powder
drate
E Aluminium ox‐ F Fibre
ide
G Glass G Ground material
K Calcium carbo‐ H Single crystal short
nate fibre
L Cellulose K Mesh
M Mineral, metal L Layer
P Mica M Felt
Q Silica N Non-woven (materi‐
al)for private or commercial purposes, in part or in whole, is not
Protected by copyright. Copying
R Aramid Pcorrectness
respect to the Paper
of information in this document. Copyright by SEAT S.A.
S Organic-syn‐ R Wound
thetic
T Talc S Flake, lamella
W Wood T Twisted or braided
fabric, cord
X No details V Sheet metal
Z Others W Tissue
X No details
Y Thread
Z Others
A plastic reinforced with glass fibres will have the letters “GF”,
normally followed by the proportion of the additive contained in
the plastic part (reinforcer). For instance, > UP-GF30 < means
that it is a plastic part made of unsaturated polyester (UP) with a
glass fibre reinforcement of 30%.
Another additive that is frequently used in vehicle plastic parts is
talc, identified by the letter “ T ” or occasionally “ TD ”, talc in
powder form. > PP-T30<, for example, means that it is a part
made of polypropylene (PP) with a talc reinforcement with a
weight fraction of 30%.
Note
When using welding for repairs, which is only possible for ther‐
moplastics, identifying the material is very important because it
determines the appropriate welding rod material and the welding
temperature.

14.3 Tools, equipment and products

Depending on which method of repair is to be used, the following
sets are used:
14.3.1 Plastic repair set (bonding)

The plastic repair set (bonding) - D 007 700- contains the follow‐
ing products:
Use the hand pressure gun - VAS 5155- for the adhesive
Note
Before repairing the plastic part with adhesives, the expiration date of the adhesive, the adhesive primer and
the cleaner must be checked.
WARNING
The room in which the adhesive is applied must have adequate

ventilation.

14.3.2 Equipment for repairing plastic parts by means of welding
♦ Hot air blower - VAG 1416-
The hot air blower - VAG 1416- comprises:

♦ Adapter nozzle for welding
♦ 5mm quick welding nozzle
♦ Wedge-shaped welding nozzle
In addition to this equipment, the welding rods appropriate for the
material of the part to be welded must be used.
The welding temperature applicable for the repair depends on the
type of plastic to be repaired. The device must be adapted to the
plastic material and the nozzle used as shown in the following
table:
Thermo‐ Welding Potentiometer control settings:
plastic code tempera‐ Wedge- Adapter Quick weld‐
ture shaped nozzle for ing nozzle
welding welding
nozzle
PA 400 ºC 4.3 4.3 4.8
PC+ABS 350 ºC 3.6 3.6 4.1

Thermo‐ Welding Potentiometer control settings:

plastic code tempera‐ Wedge- Adapter Quick weld‐
ture shaped nozzle for ing nozzle
welding welding
nozzle
ABS 350 ºC 3.6 3.6 4.1
PC 350 ºC 3.6 3.6 4.1
P/E 300 ºC 3.0 3.0 3.5
PP 300º C 3.0 3.0 3.5
PP+EPDM 300 ºC 3.0 3.0 3.5
PE 280 ºC 2.8 2.8 3.3
14.4 Repair process
WARNING
Please observe all relevant safety regulations. Safety-related

components that would no longer meet functional require‐
ments after a repair (e.g. the absorption of impact energy) must
not be repaired.
Before carrying out the repair, evaluate whether it is feasible and

appropriate in light of the economics (repair rather than replace‐
ment), aesthetics (is the original appearance recoverable) and the
technology (the original properties are retained).
14.4.1 Repairing deformation

Deformation is a common issue inProtected
thermoplastic plastics,
by copyright. Copying since
they consist of more or less flexible materials. However, if ther‐
mosets are exposed to a sufficiently high external force, there is

an immediate material fracture without prior deformation due to

its higher rigidity.

Note
If small cracks or fractures are visible around the deformation, this indicates an over-stretching of the plastic
material and a repair is not recommended from a technical perspective.
After removing of the part and determining the possibility of re‐

forming it, rectify the deformation as follows:
– Prepare workspace with the tools required for the repair and
check they are in good condition.
– Clean any dust, mud or grease residues on the part with soap
and water.

– Connect the hot air blower - VAG 1416- and set it so that the
damaged area is heated to 200 ° C. The device is used without
a nozzle, according to the position of about 3.3.
Note
♦ The temperature of the hot air blower - VAG 1416- must be

set below the softening temperature of the plastic material.
Excessive heating can result in other undesired deformations
and / or loss of the material properties of the part.
♦ The type of plastic will determine the temperature set on the
hot air blower, because different polymers are welded at dif‐
ferent temperatures. In principle, the part should be heated
until it can be reformed, but has not melted.
– Use the hot air blower - VAG 1416- to apply hot air to both
sides of the damaged area without directing the jet of air for
too long at a specific area. Apply hot air in a circular motion
and from various directions over the entire damaged area.
Note
The final hot air application must be applied to the side which does
not have to be pushed to reshape the part so as to avoid markings
or other deformations on the part.
– Before the material cools off, use a suitable tool to apply pres‐
sure in the opposite direction to the deformation until the
original shape of the part is restored. The pressure must be
applied with rounded tools, such as a lever or wedges made
of heat resistant material like plastic or wood.
Note
♦ Depending on the type of deformation, the reshaping can be

done with small, scattered pressure or by moving the tool in
different directions.
♦ Occasionally it may be necessary to maintain pressure on the
deformed area until the material has cooled. The cooling proc‐
ess can be accelerated in different ways: by spraying water,
compressed air, or by moistening the surface using a wet cloth
or rag.
– Repeat the application of heat and pressure as many times as

is unless
permitted necessary
authorisedto restore
by SEAT the S.A
S.A. SEAT original
does notshape
guaranteeof the part.
or accept any liability with

– If, after reshaping the part deformation with heat and pressure,
there is a need to rectify small irregularities, grind the part
down on the visual side with a sander and P120 sandpaper.
– Then remove the residues by blowing them out and clean the
part with the plastic cleaner - D 195 850 A1- . Air for five mi‐
nutes after cleaning.
– Apply the primer for plastics - D 822 150 A1- to the exposed
plastic area and leave for 10 minutes.
Note
The primer for plastics - D 822 150 A1- lasts for a maximum of 24
hours. If the adhesive is not applied before this amount of time
passes, the adhesive primer must be applied to the exposed
plastic surface again.
– Apply the plastic adhesive - D 180 KU1 A1- to the irregularities

and spread with a spreader.
Note
Before the adhesive is applied to the part, make sure that the two
components of the adhesive have mixed together completely. We
recommend discarding the first 2 cm of the adhesive bead that
comes out of the nozzle.
– Dry the adhesive with the infra-red emitter at 60 - 70 ° C for 15

minutes, keeping the emitter at a distance of 70-80 cm from
the part.
Note
When hardened at room temperature (20 - 23 °C), the adhesive

can be sanded off after 5 hours.
– Once it has hardened, smooth the surface off with a sander

and P150 sandpaper.
– Remove the residues by blowing them out and clean the part
with the plastic cleaner - D 195 850 A1- . Air for five minutes
after cleaning.
– Now the part is ready for painting (see painting guide).

14.4.2 Repairing cracks with welding

When repairing plastic with welding (only possible for thermo‐
plastics) the objective from a technical perspective is to achieve
very good results and high mechanical strength. However, the
repair must be performed properly using the same material as that
of the part to be repaired while taking into account a number of
factors, such as welding temperature, applied pressure and weld‐
ing speed.
Note
Using weldingpermitted
to repair a plastic provides a higher level of mechanical resistance than bonding. Therefore,
thermoplastics should beto the

repaired byof welding
information inwhenever
this document.possible.
respect correctness Copyright by SEAT S.A.

Start by determining the material of the plastic part to be repaired

using the code, i.e. the letters between the symbols “>” and “<”
on the inside of the part.
The possibility of repair by welding (only in the case of thermo‐
plastics), the welding rod material (identical to the part) and the
welding temperature of the hot air blower - VAG 1416- depend on
the material.
Set the appropriate welding temperature on the hot air blower -
VAG 1416- depending on the used plastic material and the weld‐
ing nozzle, see Device Table ⇒ page 68 . The device must be
turned on for a while so that it reaches the specified operating
temperature.
After removing the parts and assessing the possibility of repair by
welding, repair cracks in plastic parts by perform the following
steps:
– Clean any dust,bymud
Protected or grease
copyright. Copying forresidues on thepurposes,
private or commercial part with soap
and water. respect to the correctness of information in this document. Copyright by SEAT S.A.
– Flexible parts generally need to be reshaped before carrying

out the welding work since the material was deformed prior to
cracking due to the external force. In such cases, reshape the
part with heat and pressure, see Repairing deformation
⇒ page 69 . Both sides of the crack must remain flush when
reshaping the part.
– Use a 2- or 3-mm drill bit to drill open the ends of the crack to
prevent the crack from lengthening and reduce tension inside
the material.
– The paint layer of painted plastic parts must be sanded off with
an orbital sander with P120 sandpaper.
– Remove any remnants with an air blower.

– Use a conical cutter to make a “V ” shaped chamfer or cut

across the entire outer and inner length of the crack. If the
plastic part is quite thin, this process is not required.
– Align the plastic part flush in the area of the crack and dot with
the wedge-shaped welding nozzle of the hot air blower - VAG
1416- at welding temperature over the entire length of the
crack. This creates an initial weld without depositing any ma‐
terial. It establishes a connection line between the crack edges
and serves as the basis for the application of material.
Correct procedure
Incorrect procedure
Note
To avoid removing material, make sure the contact line of the

wedge-shaped
permittedwelding nozzle is parallel
S.A. SEATto S.Athe
does surfaces.
unless authorised by SEAT not guarantee or accept any liability with
– Prepare welding rod for application of material. In order to en‐

sure a proper fit at the start of welding work and avoid material
deformation, cut one end of the rod in an angled, arrow-like
shape. Next, scrape off any debris and oxidation layers on the
rod to get a good connection with the material of the plastic
part.

– Place the welding rod with the tapered tip in front of the start
of the crack and heat both with the hot air blower - VAG 1416- .
To do this, swing or fan with the hot air blower until the welding
rod and the plastic material soften at the same time. From this
moment on, put pressure on the welding rod to apply the ma‐
terial. Use the device with the adapter nozzle for welding.
– Move the welding rod upright in the direction that the crack
runs while keeping the welding rod at an angle of 80-90 ° rel‐
ative to the surface of the part. Move the hot air blower along
the crack and the welding rod will weld when both materials
soften.
Note
♦ To ensure a proper welded joint, the following variables must

be controlled: welding temperature, pressure applied on the
welding rod, and the welding travel speed.
♦ At a lower welding temperature than that required for the plas‐
tic material, the joint will not be made properly. If the welding
temperature is too high, the material can decompose and / or
deform.
♦ If a lower pressure is applied to the welding rod than recom‐
mended, the connection will not be good. If the pressure is too
high, it may lead to deformation of the welding rod or the frac‐
ture of the welding base, the bevelled seam.
♦ If your welding speed is too low, the material can undergo de‐
formation or even decomposition due to overheating. At too
high a speed, the rod will not weld with the part properly.
– If the crack is fully welded to the welding rod, allow the area to
cool and cut the excess welding rod off.
– To prepare the surface with the hot air blower - VAG 1416- dot
with the wedge-shaped welding nozzle on the inside of the part
along the crack at welding temperature.
– Apply the first weld seam over the entire length of the crack in
the same way as for the outside.
Cross-section one seam on the outer side and another on the

inside
– To ensure a proper repair the connection is reinforced on the
inside of the part. This reinforcement is created with two ad‐
ditional welding seams, one on each side of the first weld
seam.

Cross section reinforcement on the inside
Cross-section weld seams only on the outside due to inaccessi‐

bility
Note
Occasionally, it is not possible to weld on both sides due to the

inside not being easily accessible. In these cases, if the strength
of the connection is not compromised, apply two additional weld
seams in addition to the first weld, one on each side. To do this,
make the bevel deeper to get a larger cavity.
– Once the area has cooled, the outer weld seam must be de‐
burred to restore the original appearance of the part. This is
done with a conical milling machine that removes the excess
weld material and levels the surface.
– To finish, sand the visual area of the part with an orbital sander
with P120 sandpaper.

– Adhesive must be applied if there are still some small irregu‐

larities. Before doing this, apply the primer for plastics - D 822
150 A1- to the exposed plastic area and leave for 10 minutes.
Note
passes, the adhesive primer must be applied to the plastic surface
again.
– Apply the plastic adhesive - D 180 KU1 A1- to the irregularities

and spread with a spreader.
Note

the part.
Note

– Once it has hardened, smooth the surface off with a sander

and P150 sandpaper.
after cleaning.
14.4.3 Repairing brackets with welding

Ifheadlamp brackets
respect to theor clips break,
correctness some
of information models
in this have
document. special
Copyright by SEAT S.A.
repair kits with retaining clips or screws which can be used after
removing the remains of the broken clip in the headlamp.

If an appropriate repair kit is not available or cannot be used due

to the type of damage, in case of damaged brackets of other parts
as well as bumpers, the plastic material of the part to be repaired
must be identified as the first step in the repair using the marked
part code: abbreviations between the symbols “>” and “<”.
The possibility of repairing retaining clips or screw holes by weld‐
ing (only in the case of thermoplastics), the welding rod material
(identical to the part) and the welding temperature of the hot air
blower - VAG 1416- depend on the material. Set the appropriate
welding temperature on the hot air blower for welding the rod to
the clip or recess depending on the used plastic material and the
welding nozzle, see Device Table ⇒ page 68 . The device must
be turned on for a while so that it reaches the operating temper‐
ature.
After identifying the material and assessing the possibility of re‐
pairing the part by welding, the repair is carried out as follows:
– Clean the area to eliminate any dirt and contaminants, such
as dust, mud or grease on the part.

– In order to prepare the surface, the two edges to be connected

must be bevelled at an angle of 90 ° over the entire length and
on both sides in a “ V ” -shape. A conical cutter is used to do
this.
after cleaning.
– Align the plastic part flush and run the hot air blower - VAG
1416- over the entire length of the edges at welding tempera‐
ture with the conical welding nozzle.
Protected This
by copyright. creates
Copying anorinitial
for private commercial purposes, in part or in whole, is not
weld without depositing any material.
permitted It establishes
unless authorised by SEAT S.A. SEAT a connec‐
S.A does not guarantee or accept any liability with
tion line between the edgesrespectand toserves as the basis for the
the correctness of information in this document. Copyright by SEAT S.A.
application of material.
– Prepare welding rod for application of material. In order to en‐

sure a proper fit at the start of welding work and avoid material
deformation, first cut one end of the rod in an angled, arrow-
like shape. Next, scrape off any debris and oxidation layers on
the rod to get a good connection with the material of the plastic
part.
– Place the welding rod with the tapered tip at one side of the
join and heat the rod and clip/bracket with the hot air blower.
To do this, swing or fan with the hot air blower until the welding
rod and the part that you want to join soften at the same time.
Use the device with the adapter nozzle for welding.

– Run the welding rod while applying pressure and maintaining

an angle of 80-90 ° relative to the surface of the clip or bracket
in a vertical position. Move the hot air blower and the welding
rod along the join line and the welding rod will weld when both
materials soften.
Note
♦ To ensure a proper welded joint, the following variables must

be controlled: welding temperature, pressure applied on the
welding rod, and the welding travel speed.
♦ At a lower welding temperature than that required for the plas‐
tic material, the joint will not be made properly. If the welding
temperature is too high, the material can decompose and / or
deform.
♦ If a lower pressure is applied to the welding rod than recom‐
mended, the connection will not be good. If the pressure is too
high, it may lead to deformation of the welding rod or the frac‐
ture of the welding base, the bevelled seam.
♦ If your welding speed is too low, the material can undergo de‐
formation due to overheating. At too high a speed, the rod will
not weld with the clip properly.
– Once the welding rod is welded, allow the area to cool and cut
the excess welding rod off.
– Repeat thepermitted
process
Protected by on the other
copyright. Copying side of orthe
for private clamppurposes,
commercial or thein part or in whole, is not
bracket: dot application
respect to theusing theofwedge-shaped welding noz‐by SEAT S.A.
correctness information in this document. Copyright
zle, fusing the material of the welding rod and cutting excess
welding material after cooling.
– Deburr excess material with a conical cutter so that the part

can be installed properly in its housing again. Only remove
enough material to allow the installation of the part, since a
lower thickness also leads to a lower strength.
– Install the part and check that it fits properly in the housing.
14.4.4 Repairing cracks with bonding

Repairing plastics with adhesives is an alternative to repairing by
welding, and is recommended when welding is not possible due
to the properties of the material of the part or for aesthetic rea‐
sons.

Note
When using adhesives, it is extremely important to prepare the surface properly, both mechanically (sanding)
and from a chemical perspective, because this helps the adhesive to bond to the substrate. With regard to the
adhesive strength, some plastics, such as polypropylene (PP), have a low surface energy and therefore poor
adhesion. These have to be pretreated to improve the adhesive strength of the bond.
Proceed as follows to repair cracks in plastic parts with adhesive:

and water.
– Flexible parts generally need to be reshaped before carrying
out the welding work since the material was deformed prior to
cracking due to the external force. In such cases, reshape the
part with heat and pressure, see Repairing deformation
⇒ page 69 . Both sides of the crack must remain flush when
reshaping the part.

– Use a 2- or 3-mm drill bit to drill open the ends of the crack to
prevent the crack from lengthening and reduce tension inside
the material.
– Expand the surface on the outside around the crack to in‐

crease the adhesive contact area and thus the adhesive force.
This can be done with a disc or a belt sander along with P80
sandpaper. The size of the widening surface depends on the
size and thickness of the part. The general rule of thumb is to
aim for a size of 8 to 10 times the thickness of the part.
– Sand the surface on the outside around the enlargement along

with the adhesive surface on the inside. Use an orbital sander
with P120 sandpaper to do this.
– Then remove the residues by blowing them out and clean both
sides with the plastic cleaner - D 195 850 A1- . Air for five
minutes after cleaning.
plastic area on both sides and leave for 10 minutes.
Note
again.

– Cut the reinforcing fabric - D 002 KD1 A1- to a length that is

slightly longer than the crack.
– Apply a thin layer of plastic adhesive - D 180 KU1 A1- on the

inside on each side of the crack. When applying it, ensure that
no bubbles form and that the surface you are repairing is com‐
pletely covered. Spread the adhesive using a spreader.
Note
– Apply the reinforcing fabric - D 002 KD1 A1- over the adhesive
with a spreader so that it is completely covered with the ad‐
hesive.
– Apply a further layer of the plastic adhesive - D 180 KU1 A1-

to the adhesive that has already been applied and spread with
a spreader.
the part.
Note


– Apply the plastic adhesive - D 180 KU1 A1- to the sanded sur‐
face on the outside and spread with a spreader.
Note
again.
– Dry adhesive with the infra-red emitter at 60 - 70 ° C for 15

minutes.
Note

– Once it has hardened, smooth the surface off with an orbital

sander and P150 sandpaper.
after cleaning.
14.4.5 Repairing scratches

Scratches in plastic parts are repaired with adhesives by following
the following steps:

and water.
– If the plastic is a thermoplastic and the part has a deformation
as well as a scratch, the deformation must be fixed first using
heat and pressure - see Repairing deformation ⇒ page 69 .
– Grind the scratched surface so that the excess material is re‐
moved and a smooth transition to the edges of the damaged
area and a larger contact surface is achieved with the adhe‐
sive. Use an orbital sander with P120
Protected sandpaper
by copyright. toprivate
Copying for do this.
or commercial purposes, in part or in whole, is not
For painted plastic parts, the sanding
permitted processbyalso
unless authorised removes
the paint layer in the area you are repairing.

plastic area and leave for 10 minutes.
Note
again.
– Apply the plastic adhesive - D 180 KU1 A1- to the sanded sur‐
face and spread with a spreader. Make sure that no bubbles
form when applying it.
Note

the part.
Note

– Once it has hardened, smooth the applied adhesive off with

an orbital sander and P150 sandpaper.
after cleaning.

15 Repairing laminated glass panels
15.1 General concepts

Laminated glass panels are made up of two panels held together
by a transparent plastic layer (polyvinyl butyral) with high elastic‐
ity, strength and adhesion. Less tension is produced in the man‐
ufacture of laminated glass than tempered glass, which prevents
it from breaking into small pieces. This also means that it can be
seen through even if the glass breaks. In addition, the fragments
remain on the plastic film, which prevents objects from penetrat‐
ing into the vehicle interior.
Repairing damage in laminated glass meets the following objec‐
tives:
♦ restores the integrity of the windscreen
♦ Prevents the expansion of cracks caused by the impact
♦ Improves the appearance of the windscreen even if the repair
is not made completely invisible
Tinted windows, windscreens with sunshades or heat-insulated
glass can also be repaired because the colouring comes from the
intermediate plastic film.
Repairing laminated glass has the following advantages com‐
pared to swapping it out:
♦ It is a cheaper solution permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
♦ Any problems that may occur during the swapping are pre‐
vented: air or water ingress, corrosion, reduced antenna re‐
ception1), etc.
♦ Since it is a less time-consuming procedure, the waiting time
for the client is reduced.
♦ Reduces the impact on the environment
1) Low conductivity adhesive has to be used when swapping out windscreens with
an integrated antenna.
15.1.1 Types of damage

The different types of damage to laminated glass that can be re‐
paired, taking the specified conditions into account, ⇒ page 90
are:
88 15. Repairing laminated glass panels

15. Repairing laminated glass panels 89

♦ Crater
♦ Stars and cracks
♦ Compound break
♦ Daisy
♦ Half moon
♦ Tear
15.1.2 Preparing for the repair

Before performing a repair, check for the following:
Dirt
Any dirt or grease inside the damage can not be eliminated, and
will still be visible even after the repair. This has a negative effect
on the appearance after the repair.
Moisture
Any moisture inside the damage can cause problems during and
after the repair process. It is necessary to look at the damage from
all possible angles when looking for moisture. If a dark area be‐
comes brighter when changing your viewing angle, it is safe to
assume that there is moisture inside the damage. This moisture
must be removed before injecting resin into the damaged area. If
it is not possible to eliminate the moisture, the repair process must
not be continued.
Delamination
Delamination is when the pane comes loose from the plastic film
as a result of the impact. It can be recognized by the presence of
very bright spots in the damaged area. Repairing compresses and
deforms the film so that these areas can stand out in the form of
dark spots after the repair.
Discolouration
Washer fluid, acid rain in industrial areas or other liquids can react
with the plastic film at the damaged area and cause a bluish
shadow that is visible after the repair.
Note
Inform the customer about the possible problems that may have
a negative effect on the appearance of the glass after the repair.
15.2 Repair Requirements

A windscreen may only be repaired if the following conditions are
met:

• The point of impact must be located outside of the direct field

of view of the driver. As shown in the illustration, the field of
view is formed by a vertical strip, about 30 cm wide (long side
of an A4 page) extending from the centre of the steering wheel,
with the wiper area forming the top and bottom boundaries.
• Cracks that have no impact point can not be repaired, because
they could be due to other causes, such as internal tension of
the material used for the production of the windscreen, exces‐
sive rotation of the window frame, etc.
• The crater of the impact site must not exceed a diameter of 5
mm, as this is the approximate size of the injector nozzle and
the vacuum and pressure
Protected cycles can
by copyright. not for
Copying beprivate
properly per‐ purposes, in part or in whole, is not
or commercial
formed if the impact sites are larger than this. In addition to the
technical reasons, it should also be noted that the larger the
impact point is, the larger the visual markings will be after
repair .For this reason, 5 mm is the maximum diameter from
an aesthetic perspective.
• For star-shaped damage or combination fractures, the lines
emanating from the impact point may be no longer than 50 mm
and / or must not end in the rubber seal.
• Damage in which the inner plastic film has been damaged
(delamination) can not be repaired.
• No dirt or damp should be present in the area below the cracks.
• Windscreens may not be repaired if they have damage at the
same point or area on both the outside and the inside.
• Moisture and dirt have a negative impact on the appearance
after the repair because they are trapped in the resin. There‐
fore, it is important that damage is covered and protected as
soon as possible after it occurs.
Note
Inform the customer about why it might be impossible to repair

the windscreen.
15.3 Tools, equipment and products

♦ Windscreen repair set -

VAS 6092-
This set can be used to repair impact to laminated glass wind‐

screens. It uses a resin that was specially developed for this type
of repair.It is pressed in and is crystal clear after curing, with the
same refractive index 2) as the glass. The set includes the follow‐
ing tools:
2) Refraction is the change in direction and speed of a beam of light when it passes
from one medium to another. The refractive index is defined as the ratio between
the speed of light in vacuum, and the speed of light in this medium. Since the resin
and the glass have the same refractive index, the velocity of light in the two media
is identical, making the resin visually indistinguishable from the glass.
♦ Injector tool holder with automatic bulge compensation

♦ UV flashlight with time setting (230 V)
♦ 12 Volt drill with keyless chuck
♦ 2 glass drills
♦ Transformer to power the drill Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
♦ Magnifying mirror to observe the repair process respect to the correctness of information in this document. Copyright by SEAT S.A.
♦ 10 resin scrapers
♦ 1 roll hardening film to initiate the curing of the resin with the
UV flashlight
♦ Vacuum gel for attaching the tool holder UV flashlight and
magnifying mirror

♦ 3 compl. packages with injector, seal and resin for 6-8 repairs
♦ Finish resin for the impact point
♦ Polish specially developed for the resin used in the repair
♦ Felt tip for polishing the resin
♦ Hard metal pin for removing loose glass residues from the
point of impact
♦ Ball-shaped impact bodies to create damage so that you can
practice using the set
♦ Mini lamp
♦ Owners Manual
The set comes in an aluminium case with different compartments.
15.4 Practical instructions

Note the following to ensure that the repair is done properly from
an aesthetic and technical standpoint:
♦ The recommended temperature range for a repair is between
10 - 30 ° C, with the ideal temperature 20-23 ° C. In extreme
temperatures, the windscreen is more sensitive to high pres‐
sure and the inner plastic film softens, which in turn can lead
to the formation of "resin flowers". On the other hand, at very
low temperatures, the resins are more viscous and are more
difficult to press into the damaged area.
♦ Moisture and dirt in the damaged area have a negative impact
on the end result of the repair process. Therefore, it is impor‐
tant that damage is covered and protected as soon as possible
after it occurs or when it arrives in the workshop if the repair
is not performed immediately.
♦ Applying heat expands the glass and closes the damaged
area. The heating process must be done carefully and slowly
to the inside of the glass, and only in the vacuum phase of the
injector. The area must be cooled off before the pressure is
applied (pressure phase). If the windscreen has a coloured or
insulating plastic film on the inside, no heat should be applied
to the inside to prevent damage to this film.
♦ After the repair, no kind of windscreen wiper fluid may touch
the damaged area forbyat
Protected leastCopying
copyright. 24 hours, asorthis
for private may purposes,
commercial contami‐ in part or in whole, is not
nate the resin. Inform
permitted the
unless customer.
authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
♦ Only use the drill to ream the impact if absolutely necessary,
because this will make the impact point stand out more after
the repair. In general, it is sufficient to drill only the outer side
of the windscreen so that the resin can get into the damaged
area. Never drill down to the film.
♦ The resins used in the laminated glass repair process harden
when they are treated with UV rays. All of the break points
must be irradiated for curing under anaerobic conditions (with‐
out air). That's why the hardening film is placed over the resin
for curing.
♦ The UV lamp should not be placed on the inside to cure resin
in a damaged area on the outside, since the inner plastic film
would prevent proper curing.
♦ In order to achieve an acceptable repair, it is important to keep
the injector and the tool carrier in a good condition. To this end,
it must be cleaned after each use and put through regular
maintenance to check the condition of the seals and make
sure it is operating properly.

Note the following to ensure that the repair is done properly from
a safety standpoint:
♦ Protective gloves should be worn to protect the skin from con‐
tact with the resin during the repair process.
♦ Prevent the vehicle paintwork and plastic parts from coming
into contact with the resin.
♦ The work area must be properly ventilated.
♦ Safety goggles must be worn when cleaning the damaged
area or drilling.
♦ Protect your eyes with safety goggles with UV protection when
curing the resin with the UV lamp.
15.5 Repair process

After examining the possibility of repair according to ⇒ page 90 ,
the process of repairing impact to laminated glass is as follows:
– Check the condition of the components of the windscreen re‐
pair set - VAS 6092- and protect the vehicle areas that could
be damaged during repair.
Note
♦ The vehicle may not be exposed to direct sunlight during the

repair so that the resin does not harden during the work. If the
repair must be performed outdoors, the damaged area and the
resin must be protected against direct sunlight.
♦ The repair should be performed in an area that is protected
from the weather (sun, rain and wind) at an ambient temper‐
ature of 20-23 ° C. Temperatures below 10 ° C and above 30
° C may cause problems during the repair.
– Clean the glass around the damage with a dry cloth, protecting
the damaged area to prevent dirt from entering the damage.
– Remove loose pieces of glass or surface dirt with the hard
metal pin from the impact opening to facilitate the entry of the
resin. Try not to increase the diameter of the impact point while
doing this.
WARNING
Safety goggles must be worn when cleaning the impact open‐

ing with the metal pin.

– Attach the mirror on the inside of the glass so that the damaged
area you are repairing is clearly visible. To attach the mirror to
the windscreen, make the suction cup wet with gel.
– If the small diameter of the impact point It could cause prob‐
lems with applying the resin, a drill can be used to increase
the impact opening to allow the resin to penetrate and the
damaged area to be filled properly.
Note
♦ This process must be carried out with great care so as to avoid

increasing the size of the impact opening, as this would make
the end result look worse.
♦ We recommend holding the drill with both hands to help you
control it.
♦ Make small holes, one after the other, at intervals of 2 seconds
to prevent the drill. overheating
– Any moisture in the damaged area must be sucked out. To do

this, perform the vacuum procedure with the tool holder and
the injector, without any resin filling,
Note
♦ Any moisture inside the damage can cause problems during

and after the repair process. To check for moisture, look at the
damage from different angles around its entire circumference.
Any dark area that becomes noticeably brighter is likely to be
moisture.
♦ It is recommended to heat the inside of the disc with a hot air
blower or cigarette lighter, in order to help moisture out of the
damaged area. Do not heat the windscreen too much when
doing this.
♦ If the humidity can not be eliminated, the repair must be inter‐
rupted because the result will not be acceptable. Inform the
customer accordingly.
– To fasten the tool holder and make it easier to slide it on the

glass, wet the suction cups with the gel. Place the tool holder
on the glass so that the injector remains centered on the point
of impact. After positioning it, push the lever back.
Note
If it was necessary to remove moisture from the damaged area,

this operation must have already been carried out since the in‐
jector must now be removed to fill it with resin.

– Open repair package and remove the injector and the resin.
Unscrew the piston about 4-5 mm from the cylinder and fill the
container of the injector completely with resin.
Note
♦ Keep the resin in the packaging immediately after use to pro‐

tect it from UV rays.
♦ Check the expiry date of the resin before applying it.
– Screw the injector into the holder screw until it lightly touches
the glass pane.
ProtectedThen useCopying
by copyright. the mirror toorcentre
for private commercialthepurposes,
seal of theor in whole, is not
in part
injector on the impact
permitted pointbyand
unless authorised SEATturn untilS.A
S.A. SEAT there is guarantee
does not a goodorseal accept any liability with
between the glass and
respect to the cylinder.
the correctness of information in this document. Copyright by SEAT S.A.
Note
♦ If the pressure is too high, the cracks can extend or it may be

more difficult for resin to penetrate into the damaged area.
♦ Only rotate the cylinder, not the piston.
– Pressure phase: Twist the piston into the cylinder until the seal
expands slightly (about 1 mm). Now the resin will penetrate
into the damaged area and the position must be maintained
for 5 minutes.
Note
♦ When screwing the piston in, hold the cylinder to prevent it

rotating along with it.
♦ The resin penetrates bull's eyes quickly and requires little time.
Closed fractures, such as star breaks, require more time to fill
the damaged area.
♦ We only recommend pressing the piston lightly to help the
resin to fill the damaged area for closed fractures like star
breaks. It should however be noted that excessive pressure
may lead to an extension of the cracks from the damaged area
or resin flowers forming between the plastic film and the glass.
Resin flowers form when resin penetrates between the two
layers.

– Vacuum phase: Undo the piston about 10 mm until the thread

is visible, maintain this position for about 5 minutes to evacu‐
ate the air from inside the damaged area.
Note
♦ When screwing the piston in, hold the cylinder to prevent it

rotating along with it.
♦ The mirror will show the air in the form of small black spots
moving towards the injector which gradually disappear.
– Repeat the pressure and vacuum process until the damaged

area is completely filled with resin. In general, at least 2 pres‐
sure and vacuum cycles will be required. In order to avoid
shrinkage or retraction of the resin, the last cycle should al‐
ways be the pressure cycle.
Note
♦ To help the air to leave the damaged area, heat can be applied
to the inside of the glass during the pressure cycle. This heat
expands the fracture and makes the resin a bit thinner. It can
be applied with a hot air blower or a cigarette lighter. Proceed
cautiously and allow the area to cool before applying pressure,
because excessive heating or sudden temperature changes
can cause additional damage in the fracture. If the windscreen
has a coloured or insulating plastic film on the inside, no heat
should be applied .
♦ To verify that the damage was completely filled with resin, it
must be viewed from all angles, both externally (using the mir‐
ror) as well as from the inside. Prior to completely filling the
damaged area and removing the air (black dots), the resin
must not be cured. The check must be done during the vacuum
phase, since the air condenses during the pressure phase and
could make the black dots disappear.
– Cut a 4-5 cm section of hardening film to cover the impact
point.
– Lift the lever from the tool holder and remove the device while
gently lifting the suction cup.
Note
Do not force the tool holder upwards as this could damage the
suction cup or repair.
– Immediately afterwards put the hardening film on the repair

without exerting any pressure on the point of impact, so that
no air enters.
– Remove excess resin outside the film.

– Lift the hardening film slightly, apply a drop of finish resin di‐
rectly to the impact point and place the hardening film down
again carefully.
Note
Make sure that there are no air bubbles under the film. If air bub‐
bles are found, they can be pulled outwards with a cutting blade.
– Wet suction cups of the UV light with gel and place the lamp
over the damaged area. Switch on the light and leave for 5-6
minutes. Since the light has a timer, it will shut itself off.
WARNING
UV rays are harmful to your eyes, so we recommend wearing

special safety goggles or not looking directly into the light.
– Remove mirror from the interior.
– After curing, remove the lamp and the hardening film and then
scrape off the excess resin with a cutting knife as vertically as
possible.
– If you find that resin is missing from the impact point, apply a
new drop of finish resin, place the hardening film above it,
harden it with the UV light and scrape off the excess resin.

– Clean the damaged area with a cloth or paper and finally polish
the repair site. To polish, apply the felt to the drill and apply a
small amount of polish.
Note
Do not polish for too long or exert too much pressure to protect
the glass or resin in the impact point against damage.
– Clean the suction cups of the tool holder, UV light and mirror
with an alcohol wipe.
– Completely screw piston into the cylinder and keep the injector
in the packaging to protect it against UV rays.
– Clean the inside and outside of the glass.
Note
The vehicle can be used again immediately as soon as the repair

work has been completed.

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4.8 Vibration insulation mats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

7.2 Haul-off device for weld spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

1 General instructions for body repair

1.1 Diagnosis of accident vehicles

1.2 Diagnosis and assessment of body

Often the body components must be dismantled for correct diag‐

1. General instructions for body repair works 1

Assessment of body damages includes both the visual check as

1.2.1 Preliminary visual check

1.2.2 Car body inspection

The manufacturers of measuring and adjusting equipment issue

Using simple measuring devices such as e.g. a beam compass

2 1. General instructions for body repair works

♦ In order to accurately assess the damage, in specific cases it

1.3 General notes on body repairs

1.4 Consequences of poor quality of repair

1. General instructions for body repair works 3

1.6 Separating cuts

Cross cuts that have an effect on the structural stability of the

1.7 Cuts and body sections

The instructions and methodology described in the repair

Since the application of “cut parts” and “cuttings” and employment

1.8 Conditions in which body and / or parts

This preparation work is bythe work of the

1.9 Original joint

1.10 Galvanised body parts

4 1. General instructions for body repair works

repairs, it is essential to comply with the procedures from

As the welding of galvanised sheet steel results in toxic zinc

1.11 Removing remaining material

1.12 New parts

1.13 Replacement parts

boot lid/tailgate or wing panel for transportation damage before

1. General instructions for body repair works 5

2.1 Collective protection elements of the

Only for vehicles with LPG drive

drive ⇒ Painting instructions .

2.2 Collective protection in the bodywork

• Use the appropriate type of mask for operations generating

2.3 Disassembly of components

2.4 Battery, welding operations

Switch on ignition before connecting battery.

2.5 Electronic control units

2.6 Procedure for electronic control units

2.7 Paintwork, glass, upholstery, trim pan‐

2.8 Fuel tank and fuel pipes

2.9 Air conditioning

We recommend that a bottle with liquid is kept at hand in case

Then apply eye drops and consult a doctor immediately even

tion of the refrigerant gas. Inhaling the toxic products of decom‐

2.10 Cutting, straightening and/or dent re‐

Switch on ignition before connecting battery. For vehicles with

Airbag components must not be subjected to temperatures above

2.11 Checking the safety belts

After an accident, the seat belt system must always be checked

2.12 Working on vehicles with belt tensioners

Belt tensioners which are triggered mechanically and do not

When the belt webbing is fully retracted, the belt-fastened sensor

In the case of belt tensioners with belt-fastened sensor, the belt